JP7285363B1 - Vehicle temperature control system and temperature control method - Google Patents

Abstract

An object of the present invention is to improve the defrosting operation of a vehicle temperature control system having a heat medium circuit. A heat medium circuit of a vehicle temperature control system includes a high-pressure side heat exchanger, a low-pressure side heat exchanger, a low-pressure side bypass passage, an outdoor heat exchanger, an outdoor bypass route, and a temperature control device. including. The temperature control system has a heat pump mode in which a first circuit and a second circuit are formed, and a first continuous mode in which the heat medium circulates through the high-pressure side heat exchanger, the temperature control device, the low-pressure side heat exchanger, and the outdoor bypass route. The heat medium circulates through at least one of the compressor heat source mode in which the flow path is formed, the high-pressure side heat exchanger, the temperature control device, the low-pressure side heat exchanger, and the low-pressure side bypass passage, and the outdoor heat exchanger. and a heat storage defrosting mode in which a continuous flow path is formed. When the switching information regarding the running or stopping state of the vehicle satisfies a predetermined switching condition, the operation mode is switched from the heat pump mode or the compressor heat source mode to the stored heat defrosting mode. [Selection drawing] Fig. 4

Description

The present disclosure relates to a temperature control system installed in a vehicle and a temperature control method using the same.

Vehicles such as electric vehicles and so-called hybrid vehicles, which obtain driving force for driving the vehicle from an engine and an electric motor, tend to lack heat sources. Thermal management and utilization of waste heat from in-vehicle devices such as batteries are required. In response to these demands, in addition to the conventional heat pump system, a system that includes a chiller to cool the battery and a heater to heat the battery, or a pump that transports water heated by exhaust heat from the radiator to the indoor air conditioning unit. Systems have been used.

As a heat management system for vehicles, a system has been proposed that includes a primary loop in which a refrigerant circulates according to a refrigeration cycle and a secondary loop in which a heat medium (such as water) is conveyed to an indoor air conditioning unit by a pump (for example, Patent document 1).

The refrigeration cycle device described in Patent Document 1 includes a first heat medium circuit in which an evaporator and a radiator of a refrigerant circuit are arranged, and a first heat medium circuit in which a condenser of the refrigerant circuit, an electric heater, and a heater core of a vehicle air conditioning unit are arranged. 2 heat medium circuits.
In the non-communication mode in which the first heat medium circuit and the second heat medium circuit are not communicated, the vehicle interior is heated by introducing the heat medium heated by the electric heater and the condenser into the heater core.

In Patent Literature 1, it is determined whether or not the radiator is frosted based on the traveling speed of the vehicle, the temperature of the heat medium on the low temperature side, the pressure on the low pressure side of the refrigerant, and the like. When it is determined that frost has adhered, the first heat medium circuit and the second heat medium circuit are communicated with each other through the communication passage.
In this communication mode, the heat medium flows in parallel through the condenser and the heater core and through the evaporator and radiator by the pump provided in the communication flow path. In the communication mode, the radiator is defrosted by introducing the heat medium heated by the electric heater and the condenser into the radiator.
At the start of defrosting operation, if the temperature of the heat medium introduced into the radiator is lower than the temperature required for defrosting, for example, by increasing the rotation speed of the compressor, the temperature of the heat medium on the high temperature side to raise

JP 2015-007491 A

Patent Literature 1 aims to reliably defrost the radiator by using an electric heater to increase the temperature of the heat medium to a temperature sufficient for defrosting even if the number of revolutions of the compressor is increased. This is necessary because defrosting is forced regardless of the speed of the vehicle. Even if defrosting is performed while the vehicle is running at high speed, the heat of the heat medium is used for heat exchange with the outside air, so it is difficult to melt the frost and the heating efficiency is lowered.
An object of the present disclosure is to improve the defrosting operation of a vehicle temperature control system that includes a heat medium circuit.

A temperature control system according to the present disclosure includes a compressor, a high-pressure side heat exchanger, a pressure reducing section, and a low-pressure side heat exchanger, and includes a refrigerant circuit configured to allow refrigerant to circulate according to a refrigeration cycle, and heat to the refrigerant. and a heat medium circuit configured to circulate a heat medium that exchanges the heat.
The heat medium circuit includes a high-pressure side heat exchanger that exchanges heat between the refrigerant and the heat medium, a low-pressure side heat exchanger that exchanges heat between the refrigerant and the heat medium, and a low-pressure side that bypasses the heat medium from the low-pressure side heat exchanger. A bypass route, a first pump and a second pump configured to pump a heat medium, an outdoor heat exchanger that exchanges heat between outside air and the heat medium, and an outdoor bypass route that bypasses the heat medium from the outdoor heat exchanger. and a temperature control device that is heated or cooled by a heat medium or used for heating or cooling a temperature control target.
The temperature control system has, as operation modes, a first circuit in which a heat medium circulates through the low-pressure side heat exchanger and the outdoor heat exchanger by a first pump, and a second circuit in which the heat medium circulates through the high-pressure side heat exchanger and the temperature control device. A heat pump mode in which a second circuit circulating is formed by the heat medium in the high-pressure side heat exchanger, the temperature control device, the low-pressure side heat exchanger, and the outdoor bypass path by at least one of the first pump and the second pump. A compressor heat source mode in which a circulating first continuous flow path is formed, at least one of a high-pressure side heat exchanger, a temperature control device, a low-pressure side heat exchanger and a low-pressure side bypass passage, and an outdoor heat exchanger as a heat medium and a defrosting mode using heat storage in which a second continuous flow path is formed in which is circulated by at least one of the first pump and the second pump, and the state of running or stopping of the vehicle equipped with the temperature control system A controller configured to switch the operation mode from the heat pump mode or the compressor heat source mode to the stored heat defrosting mode when the switching information satisfies a predetermined switching condition.

The present disclosure can also be expanded to a vehicle temperature control method.

According to the present disclosure, when the switching information regarding the running or stopping state of the vehicle satisfies a predetermined switching condition, the operation mode is switched from the heat pump mode or the compressor heat source mode to the heat storage defrosting mode. Thus, it is possible to efficiently remove frost from the outdoor heat exchanger using the heat stored in the heat medium before mode switching, while suppressing the effect of vehicle running on defrosting efficiency.
In addition, according to the heat storage defrosting mode, the required heating capacity is ensured by supplying the heat medium to the outdoor heat exchanger and operating the compressor as a heat source, except when the compressor is stopped. can do.

1 is a circuit diagram showing a vehicle temperature control system according to an embodiment of the present disclosure (heat pump mode); FIG. (a) is a block diagram which shows the hardware constitutions of a control apparatus. 3(b) is a block diagram showing the modules of the computer program of the controller; FIG. FIG. 2 is a diagram showing the operational state of the system shown in FIG. 1 in heater mode; FIG. 2 is a diagram showing an operating state of the system shown in FIG. 1 in a stored heat defrosting mode; FIG. 11 is a circuit diagram showing a vehicle temperature control system according to a modification of the present disclosure (heat storage defrosting mode);

An embodiment of the present disclosure will be described below with reference to the accompanying drawings.
[Embodiment]
The vehicle temperature control system 1 shown in FIG. 1 is, for example, an electric vehicle that does not have an engine and obtains driving force for vehicle traveling from an electric motor for traveling, or an electric vehicle that obtains driving force for vehicle traveling from an engine and an electric motor. It is installed in a vehicle (not shown) such as a so-called hybrid vehicle. The temperature control system 1 includes air conditioning such as air conditioning, dehumidification, ventilation, etc., for a vehicle cabin 8 in which passengers board, as well as a battery device 6 (power supply device) mounted on the vehicle, a driving motor, heat-generating electronic devices, etc. Responsible for equipment heat management and waste heat recovery. Air-conditioning to an appropriate temperature and humidity, and managing on-vehicle devices to an appropriate temperature are collectively referred to as "heat management."
Electric power stored in a battery device 6 mounted on the vehicle is supplied to the temperature control system 1 and electric devices and electronic devices provided in the vehicle-mounted device. The vehicle-mounted battery device 6 is charged from an external power source when the vehicle is stopped.

〔overall structure〕
The temperature control system 1 includes a refrigerant circuit 10 in which a refrigerant can circulate, a heat medium circuit 20 in which a heat medium that transfers heat to and receives heat from the refrigerant can circulate, and the temperature control system 1 is operated in a predetermined manner. and a control device 5 for setting a mode and controlling the operating state of the temperature control system 1 according to the operating mode.
The temperature control system 1 also includes, for example, an outside air temperature sensor 61 that detects the outside air temperature, a temperature sensor 62 that detects the temperature of the heat medium, a temperature sensor 63 that detects the temperature of the refrigerant, and a pressure sensor that detects the pressure of the refrigerant. 64 and other sensors.

The temperature control system 1 has a plurality of operation modes selected by the passenger or by the controller 5 . This embodiment exemplifies a heat pump mode HP (FIG. 1), a heater mode HT (FIG. 3), and a heat storage defrosting mode HS (FIG. 4) as operation modes of the temperature control system 1. FIG.

[Configuration of refrigerant circuit]
The refrigerant circuit 10 includes a compressor 11, a condenser 12, an expansion valve 13, and an evaporator 14, as shown in FIG. Refrigerant circulates in the refrigerant circuit 10 according to the refrigeration cycle.
As the refrigerant enclosed in the refrigerant circuit 10, a known suitable single refrigerant or mixed refrigerant can be used. For example, as the refrigerant of the present embodiment, HFC (Hydro Fluoro Carbon) refrigerants such as R410A and R32, HFO (Hydro Fluoro Olefin) refrigerants such as R1234ze and R1234yf, or hydrocarbon (HC) refrigerants such as propane and isobutane. can be used. In particular, it is preferable to use R1234yf as the refrigerant in this embodiment.

When the above-listed freon-based or hydrocarbon-based refrigerants are used, a subcritical refrigeration cycle is constructed in which the refrigerant pressure on the high-pressure side does not exceed the critical pressure of the refrigerant.
When carbon dioxide (CO ₂ ) is used as the refrigerant, a transcritical refrigeration cycle is configured in which the refrigerant pressure on the high pressure side exceeds the critical pressure of the refrigerant. Even in that case, the refrigerant radiates heat from the high-pressure side heat exchanger like the condenser 12 of the present embodiment, and the refrigerant absorbs heat from the low-pressure side heat exchanger like the evaporator 14 of the present embodiment. , a refrigerant that constitutes a transcritical refrigeration cycle, such as carbon dioxide refrigerant, can also be employed in the refrigerant circuit 10 .

The compressor 11 corresponds to an electric compressor provided with a motor (not shown). The compressor 11 adiabatically compresses a refrigerant sucked into a housing (not shown) by a compression mechanism and discharges the refrigerant.

The condenser 12 heat-exchanges the refrigerant gas discharged from the compressor 11 with the heat medium.
The expansion valve 13 (decompression unit) decompresses the refrigerant flowing out of the condenser 12 to adiabatically expand it. As the expansion valve 13, an electronic expansion valve whose opening degree can be controlled based on a command from the control device 5, or a thermal expansion valve can be employed. Alternatively, a capillary tube can be employed in place of the expansion valve 13.

The evaporator 14 heat-exchanges the refrigerant flowing out of the expansion valve 13 with a heat medium. The refrigerant evaporated by the evaporator 14 is sucked by the compressor 11 .
An accumulator (gas-liquid separator) (not shown) can be provided between the evaporator 14 and the compressor 11 .

The condenser 12 is provided with a relatively high refrigerant pressure (high pressure) and the evaporator 14 is provided with a relatively low refrigerant pressure (low pressure). The refrigerant circulates through the refrigerant circuit 10 based on the pressure difference between the high pressure and the low pressure.
In FIG. 1, the flow of refrigerant on the low-pressure side is indicated by a thick solid line, and the flow of refrigerant on the high-pressure side is indicated by a thick dashed line. Other figures are also the same.

[Configuration of heat medium circuit]
The heat medium circuit 20 is configured such that a heat medium capable of exchanging heat with the refrigerant can circulate through the condenser 12 and the evaporator 14 . The heat medium is used for cooling or heating at least one temperature control target. The object of temperature control in this embodiment corresponds to the air in the passenger compartment 8 and the battery device 6 .
The heat medium enclosed in the heat medium circuit 20 is a liquid such as water or brine that maintains a liquid phase state and circulates through the heat medium circuit 20 . Examples of brine include a mixture of water and propylene glycol or a mixture of water and ethylene glycol.

1, the heat medium circuit 20 includes a condenser 12, an evaporator 14, a first pump 21 and a second pump 22, an outdoor heat exchanger 23, and an outdoor bypass path 24. , both of which are a first indoor heat exchanger 25-1 and a second indoor heat exchanger 25-2 as indoor heat exchangers, a battery device 6, a first switching valve 31 as a plurality of flow path switching valves, a second A second switching valve 32 and a third switching valve 33 are provided.

In the examples shown in FIGS. 1, 3, and 4, the flow rate is adjusted by the condenser flow rate adjustment valve 12V, so that the entire amount of the heat medium flowing from the first switching valve 31 toward the condenser 12 is transferred to the condenser bypass path 12A. flows into the condenser 12 without entering.
In addition, in the example shown in FIGS. 1 and 3, the flow rate is adjusted by the evaporator flow rate adjustment valve 14V so that the entire amount of the heat medium flowing from the first switching valve 31 toward the evaporator 14 flows into the evaporator bypass path 14A. flow into the evaporator 14 without

Both the first pump 21 and the second pump 22 correspond to electric pumps driven by a motor (not shown). The first pump 21 sucks and discharges the heat medium that has flowed out from at least one of the evaporator 14 and the evaporator bypass path 14A, thereby pumping the heat medium. The second pump 22 draws in and discharges the heat medium that has flowed out from at least one of the condenser 12 and the condenser bypass path 12A, thereby pumping the heat medium.

It is preferable that the first pump 21 and the second pump 22 are configured so that the number of revolutions of the mechanism for pumping the heat medium can be varied by a drive circuit section that applies a drive current to the motor.

The outdoor heat exchanger 23 exchanges heat between the outside air outside the passenger compartment 8 and the heat medium. The outdoor heat exchanger 23 corresponds to, for example, a radiator arranged near the air inlet of the vehicle. The outside air supplied to the outdoor heat exchanger 23 by the running of the vehicle and the operation of the outdoor blower 23A releases heat or absorbs heat based on the temperature difference between the outside air and the heat medium.

The outdoor bypass route 24 bypasses the heat medium from the outdoor heat exchanger 23 . The outdoor heat exchanger 23 is used in a heater mode HT, which will be described later.

The first and second indoor heat exchangers 25-1 and 25-2 supply conditioned air to the vehicle interior 8 by exchanging heat between the air sent by the indoor fan 25A and the heat medium.
The indoor blower 25</b>A is driven by a motor, and blows the air (inside air) in the vehicle interior 8 , the outside air, or a mixed gas of the inside air and the outside air toward the indoor heat exchanger 25 .

The temperature control system 1 has two indoor heat exchangers 25-1 and 25-2 arranged in series with respect to the flow of air sent by the indoor fan 25A in order to perform a dehumidifying heating mode (not shown). The first indoor heat exchanger 25-1 is arranged upstream of the air flow, and the second indoor heat exchanger 25-2 is arranged downstream of the air flow.
In the dehumidification heating mode, the first indoor heat exchanger 25-1 is supplied with the relatively low-temperature heat medium flowing out of the evaporator 14, and the second indoor heat exchanger 25-2 is supplied with the heat medium flowing out of the condenser 12. A relatively hot heat medium is supplied.

The HVAC (Heating, Ventilation, and Air Conditioning) unit U includes first and second indoor heat exchangers 25-1 and 25-2, an indoor blower 25A, and a duct (not shown) through which the air sent by the indoor blower 25A flows. , and a damper (not shown) for adjusting the flow rate of air flowing into the second indoor heat exchanger 25-2.

Although not specifically illustrated, the battery device 6 includes a battery main body that is a storage battery, and a battery heat exchanger and a heat dissipation member that are provided in the battery main body as necessary.
The heat medium circuit 20 corresponds to the heat exchange paths 414, 415 and the heat exchange paths 414, 415 configured to allow heat exchange between the battery device 6 and the heat medium directly or indirectly via air or the like. and battery switching valves 34 and 35 as four-way valves for switching between open and closed circuits.

The heat medium circuit 20 preferably includes an indoor bypass path 26 that bypasses the heat medium from the indoor heat exchanger 25 .
When the vehicle interior 8 is not air-conditioned, the temperature control system 1 can supply the battery device 6 with the heat medium bypassed from the interior heat exchanger 25 through the interior bypass path 26 .

[Configuration of control device]
The control device 5 corresponds to a computer including a memory 501, an arithmetic unit 502, a storage unit 503, and an input/output unit 504, as shown in FIG. 2(a). "Computer" also includes a programmable logic controller (PLC). The control device 5 operates according to a computer program read from the storage unit 503 and executed.

In each operation mode in which the compressor 11 is operated, the control device 5 controls the driving of the compressor 11 to increase or decrease the circulation flow rate of the refrigerant, thereby increasing or decreasing the cooling capacity or the heating capacity.

As processing modules of a computer program, the control device 5 includes a mode switching unit 51, a defrosting necessity determination unit 52, a stop information processing unit 53, and a history information processing unit, as shown in FIG. 2(b). 54 , a pump rotation speed setting unit 55 , and a defrosting end processing unit 56 . The control device 5 preferably includes one or more arbitrarily selected from the processing modules 52 to 56 in addition to the mode switching unit 51 .
The control device 5 is preferably connected to a main control system of a vehicle in which the temperature control system 1 is installed, such as an ECU (Electronic Control Unit), so as to be able to transmit and receive data.

The mode switching unit 51 switches the operation mode from the heat pump mode HP or the heater mode HT to the stored heat defrosting mode HS when the switching information A regarding the running or stopped state of the vehicle satisfies a predetermined switching condition B.
Here, the switching information A and the switching condition B may be, for example, one or more of the following combinations A1 and B1. Switching condition B may be stored in storage unit 503 .

Switching information A1: wind speed _vw of outside air passing through the air passage of the outdoor heat exchanger 23
Switching condition B1: wind speed _vw is lower than predetermined wind speed _vw0 The wind speed _vw relates to the running speed of the vehicle and the flow rate of air blown by the outdoor blower 23A. The wind speed _vw can be derived, for example, by acquiring data correlated with the wind speed _vw from the main control system of the vehicle and performing calculations using the calculation unit 502 . Alternatively, the wind speed _vw can be obtained using a wind speed sensor placed in the wind path.
The wind speed _vw0 as the switching condition B1 can be set, for example, to the wind speed when the vehicle is traveling slowly, or when the vehicle is traveling at a speed equivalent to slowing down due to road congestion.

Switching information A2: Vehicle running speed v _r
Switching condition B2: Running speed _vr is lower than predetermined wind speed _vr0 The running speed _vr can be obtained from the main control system of the vehicle, for example. The running speed _vr can be set, for example, to a running speed during slowing down (a speed at which the vehicle can be stopped immediately) or a running speed corresponding to slowing down.

Switching information A3: State of the power supply of the main control system of the vehicle s _p
Switching condition B3: Main power off is selected as the power state s _p Here, the power state s _p corresponds to power on, power off, etc. by operating the so-called ignition device. When the vehicle stops running and main power off is selected as the power state _sp , the operation of the compressor 11 stops. However, even if the main power supply is turned off, the compressor 11 can be operated while the battery device 6 is being charged by the external power supply while the vehicle is parked, because the external power supply replaces the main power supply.
The power supply status _sp can be obtained from the main control system of the vehicle.

The defrosting necessity determining unit 52 determines whether it is necessary to remove frost adhered to the outdoor heat exchanger 23 (defrosting). As frost builds up on the outdoor heat exchanger 23, the air passage of the outdoor heat exchanger 23 through which outside air passes becomes narrower. When the air passages are blocked by frost, the efficiency of heat exchange is greatly reduced due to the decrease in the flow rate of outside air.
Whether or not defrosting is necessary can be determined by applying a threshold value to the degree of frost formation calculated from the refrigerant pressure (low pressure p _L ) in the evaporator 14 and the outside air temperature T, for example. The low pressure p _L is detected by the pressure sensor 64 and the outside air temperature T is detected by the outside air temperature sensor 61 . Instead of the low pressure _pL and the outside air temperature T, it is also possible to use the temperature _TC of the refrigerant sucked into the compressor 11 and the outside air temperature T. A temperature sensor 63 detects the temperature T _C of the refrigerant sucked into the compressor 11 .

The stop information processing unit 53 can register one or more registered places Dr as stop place information Ds regarding the current position of the vehicle at the time of stop, and determines whether or not the stop place information Ds corresponds to the registered place Dr. It is possible. The stop information processing unit 53 can use, for example, GPS (Global Positioning System).
The registered location Dr corresponds to, for example, a parking lot at home or at work. The registered location Dr may be stored in the storage unit 503 .

The history information processing unit 54 stores the transition of the operation mode of the temperature control system 1 in the storage unit 503 or the like after the main control system of the vehicle is powered on. The history information processing unit 54 can acquire history information Dh indicating that the heat pump mode HP has shifted to the heater mode HT.

The pump rotation speed setting unit 55 gives an appropriate standard rotation speed N to each of the first pump 21 and the second pump 22 according to the operation mode.
The standard rotation speed N is determined for each operation mode, for example, as follows. The second rotational speed _N2 is greater than the first rotational speed _N1 .
Cooling mode: 1st speed N ₁
Heat pump mode HP: first speed N ₁
Heater mode HT: Second rotation speed N ₂
Heat storage use defrosting mode HS: Second rotation speed N ₂

The defrosting end processing unit 56 stops the circulation of the heat medium when the end information a regarding whether or not defrosting of the outdoor heat exchanger 23 is possible in the stored heat defrosting mode HS corresponds to a predetermined end condition b.
The end information a and the end condition b may be, for example, one or more of the following combinations a1 and b1. The end condition b may be stored in the storage unit 503 .

End information a1: Heat medium temperature _{TM
Termination} condition b1: The temperature _TM of the heat medium is lower than the predetermined temperature _T0 . can be obtained by The predetermined temperature _T0 is 0° C., for example.

End information a2: Time t from the start of the stored heat defrosting mode HS
Termination condition b2: Time t has passed predetermined time _t0 The time t can be obtained by a timer or the like (not shown).

Moreover, it is preferable that the defrosting end processing unit 56 increases the rotation speed of the outdoor fan 23A when stopping the circulation of the heat medium in the defrosting mode HS using heat storage.

[Explanation of operation mode]
Next, the operation of each operation mode of the temperature control system 1 and the operation of switching the operation mode will be described.

Heat pump mode HP (Fig. 1):
In the heat pump mode HP, the inside of the passenger compartment 8 is heated by drawing heat from the outside air as a heat source to a heat medium having a higher temperature than the outside air temperature and conveying the heat to the passenger compartment 8 .
In the heat pump mode HP, the first circuit C1 in which the heat medium circulates through the evaporator 14 and the outdoor heat exchanger 23 by the first pump 21, and the heat medium circulates through the condenser 12 and the second indoor heat exchanger 25-2. A second circuit C2 circulated by two pumps 22 is formed.

In FIG. 1, the flow of the relatively low-temperature heat medium that has flowed out of the evaporator 14 is indicated by a solid line, and the flow of the relatively high-temperature heat medium that has flowed out of the condenser 12 is indicated by a dashed line. Paths through which neither cold nor hot heat transfer medium is being pumped (unused paths) are indicated by dashed lines. The meaning of broken lines is the same in other figures.

The heat medium that has radiated heat to the refrigerant by the evaporator 14 absorbs heat from the outside air by the outdoor heat exchanger 23 and returns to the evaporator 14 via the first switching valve 31 . By supplying the heat medium to the first heat exchange path 414 via the first switching valve 31 and the first battery switching valve 34 as necessary, the battery device 6 can be cooled.
On the other hand, the heat medium that has absorbed heat from the refrigerant by the condenser 12 is used for heating the interior of the passenger compartment 8 by the second indoor heat exchanger 25-2, and then passes through the first switching valve 31 to the condenser 12. return.

The heat pump mode HP uses the outside air as a part of the heat source, thereby suppressing an increase in power consumption of the compressor 11, the pumps 21, 22, etc., and ensuring the heating capacity.

Heater mode HT (Fig. 3):
The heater mode HT is suitable for heating operation when the outside temperature is much lower than the freezing point (for example, the outside temperature is −20° C. or lower). The heater mode HT is operated using the compressor 11 as a heat source.

When the heating operation is selected by the operation of the occupant or by the temperature control system 1, the control device 5 applies a threshold value to the outside temperature detected by the outside temperature sensor 61, for example, so that when the outside temperature is high, The heat pump mode HP described above can be selected, and the heater mode HT can be selected when it is low.

In the heater mode HT, a single continuous first continuous flow channel CC1 is formed. At this time, the heat medium circulates through the condenser 12 , the indoor heat exchanger 25 , the evaporator 14 , and the outdoor bypass path 24 in this order by the first pump 21 and the second pump 22 . With respect to heat carrier flow, the evaporator 14 and the condenser 12 are arranged in series. By supplying the heat medium to the second heat exchange path 415 via the first switching valve 31 and the second battery switching valve 35 as necessary, the battery device 6 can be cooled.

Although one of the first pump 21 and the second pump 22 can be stopped in the heater mode HT, both the first pump 21 and the second pump 22 are operated in this embodiment. This also applies to the stored heat defrosting mode HS.

In FIG. 3 as well, a relatively low-temperature heat medium is indicated by a solid line, and a relatively high-temperature heat medium is indicated by a dashed line. However, unlike the case where the first circuit C1 and the second circuit C2 are formed, the flow of the heat medium flowing out of the evaporator 14 and flowing into the condenser 12 is indicated by a solid line. , and the flow of the heat medium until it flows into the evaporator 14 is indicated by a dashed line. This indicates that when the heat medium flows into the evaporator 14, the temperature of the heat medium drops due to heat radiation to the refrigerant, and when the heat medium flows into the condenser 12, the temperature of the heat medium rises due to heat absorption from the refrigerant. It means that

When the heat medium flowing out of the condenser 12 is used to heat the passenger compartment 8 by the second indoor heat exchanger 25-2, it passes through the first switching valve 31 to the evaporator 14 and the evaporator bypass path 14A. At least it flows into the evaporator 14 . The heat medium radiated to the refrigerant by the evaporator 14 flows from the second switching valve 32 through the outdoor bypass path 24, and further flows into at least the condenser 12 out of the condenser 12 and the condenser bypass path 12A. Endothermic.

In the heater mode HT, the heat medium is bypassed from the outdoor heat exchanger 23 through the outdoor bypass path 24 to avoid heat radiation from the heat medium to the outside air, and the heat amount corresponding to the power of the compressor 11 is supplied to the vehicle compartment 8 by the heat medium. transport to According to the first continuous flow path CC1, the heat medium that has passed through the condenser 12 and the second indoor heat exchanger 25-2 radiates heat to the refrigerant by the evaporator 14, and the low pressure of the refrigerant circuit 10 rises. As a result, the density of the refrigerant sucked into the compressor 11 increases and the circulation amount of the refrigerant increases, so that the heating capacity can be ensured even if the outside air temperature is extremely low.

Thermal storage defrosting mode HS (Fig. 4):
The stored heat defrosting mode HS uses the heat stored in the heat medium in the heat pump mode HP or the heater mode HT to defrost the outdoor heat exchanger 23 .
In the heat-storage defrosting mode HS, a single continuous second continuous flow path CC2 is formed. At this time, the heat medium is pumped through the condenser 12, the indoor heat exchanger 25, at least one of the evaporator 14 and the evaporator bypass path 14A, and the outdoor heat exchanger 23 in this order by the first pump 21 and the second pump 22. Circulate. With respect to heat carrier flow, the evaporator 14 and the condenser 12 are arranged in series.

In the heat storage defrosting mode HS, it is preferable to bypass the heat medium from the evaporator 14 through the evaporator bypass path 14A in order to prevent heat radiation from the heat medium to the refrigerant and maintain the amount of heat stored in the heat medium.

In FIG. 4 as well, the relatively low-temperature heat medium is indicated by a solid line, and the relatively high-temperature heat medium is indicated by a dashed line. However, the flow of the heat medium that flows out from the condenser 12, flows through the evaporator bypass path 14A, and flows into the outdoor heat exchanger 23 is indicated by a dashed line. A solid line indicates the flow of the heat medium until it flows into the .

The example shown in FIG. 4 shows a state in which the main power _source is turned off by operating the power source operation unit while the vehicle is stopped, and the compressor 11 is stopped accordingly. Since the refrigerant circuit 10 is not in operation at this time, it is indicated by a dashed line. When the vehicle is running and the temperature control system 1 is in operation, the compressor 11 is typically in operation.

Pumps 21 and 22 are operated by a sub-power supply even when the main power supply of a main control system of a vehicle is off.
In the example shown in FIG. 4, the outdoor fan 23A and the indoor fan 25A are operated, but this is not the only option. Either or both of the outdoor fan 23A and the indoor fan 25A may be stopped.

Switching from heat pump mode HP to heat storage defrosting mode HS:
When the outside air temperature is below the freezing point and the heat pump mode HP is operated, the outdoor heat exchanger 23 is frosted. In order to avoid deterioration of the heating capacity due to progress of frost formation, the outdoor heat exchanger 23 can be defrosted using the high-temperature heat medium existing in the second circuit C2 in the heat pump mode HP.
However, even if the high-temperature heat medium is supplied to the outdoor heat exchanger 23 while the vehicle is traveling at a normal speed, the outside air and the high-temperature heat medium are heat-exchanged, and the heat energy of the high-temperature heat medium is transferred to the outdoor heat exchanger. It is hardly used to melt the frost adhering to 23.

Therefore, during operation of the heat pump mode HP, as described above, the mode switching unit 51 switches from the heat pump mode HP to defrosting using heat storage when the switching information A regarding the state of running or stopping of the vehicle corresponds to the switching condition B. Switch the operating mode to mode HS.
For example, this is the case where the wind speed _vw of the outside air passing through the air passage of the outdoor heat exchanger 23 is lower than the predetermined wind speed _vw0 (switching information A1 and switching condition B1). As the traveling speed of the vehicle decreases, or as frost formation on the outdoor heat exchanger 23 progresses, the wind speed _vw decreases.

Switching from the heat pump mode HP to the stored heat defrosting mode HS may be performed in the following cases.
When the running speed _vr of the vehicle is lower than the predetermined running speed _r0 (switching information A2 and switching condition B2).
When main power off is selected as the power state _sp of the main control system of the vehicle (switching information A3 and switching condition B3). In this case, if the battery system 6 is not connected to an external power source for charging, the compressor 11 is stopped.

In any of the above three patterns of switching, the operation mode is switched from the heat pump mode HP to the heat storage utilization defrosting mode HS when the running speed of the vehicle is sufficiently low or when the vehicle is stopped. Therefore, by supplying the heat stored in the heat medium to the outdoor heat exchanger 23 before switching the mode while suppressing the influence of vehicle running on the efficiency of defrosting, the frost of the outdoor heat exchanger 23 is efficiently removed. can do.

Further, according to the stored heat defrosting mode HS, the required heating capacity can be ensured by supplying the heat medium to the outdoor heat exchanger 23 and operating the compressor 11 as a heat source.
Although it is not always necessary to heat the interior of the passenger compartment 8 when the vehicle is stopped, the compressor 11 can be operated to heat the interior of the passenger compartment 8 when the battery device 6 is connected to an external power supply. When heating is not performed, it is preferable to maintain the amount of heat stored in the heat medium by stopping the operation of the indoor fan 25A.

Since the second circuit C2 in the heat pump mode HP includes piping routed from the outdoor side to the indoor heat exchanger 25, it has a longer path length than the first circuit C1. Therefore, the second circuit C2 holds a larger amount of heat medium than the first circuit C1. The temperature of the heat medium in the second circuit C2 is sufficiently higher than the temperature of the heat medium in the first circuit C1, which is equivalent to the outside air temperature.

In order to use the high-temperature heat medium of the second circuit C2 for defrosting the outdoor heat exchanger 23 without waste, the defrosting end processing unit 56 is operated after the operation mode is switched from the heat pump mode HP to the stored heat defrosting mode HS. , based on the end information a2 and the end condition b2, the pumps 21 and 22 are preferably operated for a predetermined time _t0 calculated from the volume of the second circuit C2 and the discharge flow rate of the pumps 21 and 22. That is, the defrosting end processing unit 56 stops the circulation of the heat medium when the time t from the start of the heat storage utilizing defrosting mode HS has passed the predetermined time _t0 .
It is preferable that the defrosting end processing unit 56 increases the rotation speed of the outdoor fan 23A as the circulation of the heat medium is stopped. By doing so, the water adhering to the outdoor heat exchanger 23 is blown away from the outdoor heat exchanger 23 by the melting of the frost, so that the outdoor heat exchanger 23 can be prevented from being frosted again.

As described above, by limiting the operation time of the pumps 21 and 22 in the heat storage defrosting mode HS to a certain time, a predetermined amount of high-temperature heat medium stored in the heat pump mode HP moves the outdoor heat exchanger 23. By ending the circulation of the heat medium at the point of circulation, it is possible to prevent re-cooling of the outdoor heat exchanger 23 due to the low-temperature heat medium circulating through the outdoor heat exchanger 23 .
At the same time, the pump rotation speed setting unit 55 preferably increases the rotation speed N of the pumps 21 and 22 from the first rotation speed _N1 in the heat pump mode HP to the second rotation speed _N2 . By doing so, the amount of heat transmitted from the pumps 21 and 22 to the heat medium increases as the power loss of the pumps 21 and 22, so the temperature of the heat medium supplied to the outdoor heat exchanger 23 can be maintained high.

Before the mode switching unit 51 switches the operation mode to the heat storage utilization defrosting mode HS, the defrosting necessity determining unit 52 may determine whether the outdoor heat exchanger 23 needs to be defrosted. In this case, when the determination result of whether defrosting is necessary is “necessary” and the switching information A (A1 etc.) corresponds to the switching condition B (B1 etc.), the mode switching unit 51 switches to the stored heat defrosting mode. Perform HS.

Switching from heater mode HT to heat storage defrosting mode HS:
The mode switching unit 51 switches from the heater mode HT to the stored heat defrosting mode HS when the switching information A (A1 etc.) corresponds to the switching condition B (B1 etc.) during operation in the heater mode HT.
Unlike the heat pump mode HP, the heater mode HT bypasses the heat medium from the outdoor heat exchanger 23 through the outdoor bypass path 24, so frosting of the outdoor heat exchanger 23 does not progress. Therefore, the mode switching unit 51 switches the switching information A to the switching condition B when the history information Dh indicating that the heat pump mode HP is switched to the heater mode HT due to the low outside air temperature is acquired by the history information processing unit 54 . , the heat storage utilization defrosting mode HS should be implemented.
Alternatively, when the defrosting necessity determination result by the defrosting necessity determination unit 52 is "required" and the switching information A corresponds to the switching condition B, the heat storage utilization defrosting mode HS may be implemented. .

Since the switching information A and the switching condition B can be considered in the same manner as in the heat pump mode HP, the description thereof is omitted. By using the switching information A and the switching condition B, the heat stored in the heat medium before the mode switching is supplied to the outdoor heat exchanger 23 while suppressing the influence of vehicle running on the efficiency of defrosting. 23 frost can be removed efficiently.
Further, according to the heat storage utilization defrosting mode HS, except for the case where the compressor 11 is stopped, by operating the compressor 11 as a heat source while supplying the heat medium to the outdoor heat exchanger 23, the necessary The heating capacity can be secured.

In the heater mode HT, the average temperature of the heat medium flowing through the first continuous flow path CC1 without heat exchange with the outside air is the difference between the heat medium flowing through the first circuit C1 and the heat medium flowing through the second circuit C2 in the heat pump mode HP. Higher than average temperature. Even if the temperature of the heat medium flowing in the high temperature section (chain line) in the heater mode HT is equal to the temperature of the heat medium flowing in the first circuit C1 in the heat pump mode HP, the temperature of the heat medium flowing in the low temperature section (solid line) in the heater mode HT The temperature of the heat medium is sufficiently higher than the temperature (eg, -5°C) of the heat medium flowing through the second circuit C2 in the heat pump mode HP.

After the operation mode is switched from the heater mode HT to the stored heat defrosting mode HS, defrosting of the outdoor heat exchanger 23 proceeds by the heat medium circulating through the second continuous flow path CC2. During the operation of the heat-storage defrosting mode HS, the pump rotation speed setting unit 55 sets the rotation speed N of the pumps 21 and 22 to a second rotation speed _N2 that is higher than the first rotation speed N1 in the heat pump mode HP _. Better to increase. By doing so, the amount of heat transmitted from the pumps 21 and 22 to the heat medium increases as the power loss of the pumps 21 and 22, so the temperature of the heat medium supplied to the outdoor heat exchanger 23 can be maintained high.

The defrosting end processing unit 56 determines that the temperature T _M of the heat medium is lower than the predetermined temperature T ₀ (eg, 0° C.) based on the end information a1 and the end condition b1 from the start of the heat storage utilizing defrosting mode HS. When the conditions are met, it is preferable to stop the operation of the pumps 21 and 22 and stop the circulation of the heat medium in order to stop defrosting.
It is preferable that the defrosting end processing unit 56 increases the rotation speed of the outdoor fan 23A as the circulation of the heat medium is stopped. By doing so, the water adhering to the outdoor heat exchanger 23 is blown off from the outdoor heat exchanger 23, so re-frost can be prevented.

The following can be applied both when switching from the heat pump mode HP to the heat storage defrosting mode HS and when switching from the heater mode HT to the heat storage defrosting mode HS.
When the parking time is assumed to be long, the heat storage utilization defrosting mode HS is preferably performed immediately after parking.

“If the parking time is assumed to be long”, the stop information processing unit 53 can determine whether or not the stop information Ds regarding the current position of the vehicle corresponds to the registered place Dr. The user can register in advance a place where the vehicle is parked for a long time, such as the user's home, in the registered place Dr. When the stop information processing unit 53 determines that the stop information Ds corresponds to the registered location Dr, the mode switching unit 51 determines whether or not defrosting is necessary as necessary, and then switches to the stored heat defrosting mode HS. You can start quickly.
According to this control, when the parking place information Ds does not correspond to the registered place Dr, even if the switching information A corresponds to the switching condition B, the heat storage utilization defrosting mode HS is not performed. It is possible to avoid shifting from the mode HP or the heater mode HT to the stored heat defrosting mode HS. If the defrosting mode HS using heat storage is not performed without such control, the temperature of the heat medium decreases. It takes time.

The user can register the defrosting execution time zone Dt in place of the registered location Dr or in combination with the registered location Dr. The defrosting execution time zone Dt is, for example, a night time zone. When the vehicle is stopped during the defrosting execution time period Dt, defrosting using the heat stored in the heat medium can be automatically performed immediately after the vehicle is stopped in the stored heat defrosting mode HS.
Further, the control device 5 is not necessarily premised on the registration of the registration location Dr and the defrosting execution time zone Dt, but can perform the defrosting mode HS using heat storage based on the vehicle usage history data regarding the position and time of the vehicle. can be done. In other words, the control device 5 can automatically perform the stored heat defrosting mode HS when it is estimated from the data of the vehicle usage history that the parking time at the current parking position is long.

[Modification]
As shown in FIG. 5, the heat medium may flow into the evaporator 14 in the stored heat defrosting mode HS. In this case, assuming that the heat pump mode HP is switched to the stored heat defrosting mode HS, the temperature of the heat medium flowing out of the evaporator 14 increases due to the heat dissipation of the heat medium to the refrigerant in the evaporator 14. It is lower than the temperature of the heat medium flowing out of the evaporator 14 in the heat storage defrosting mode HS (FIG. 4). When the heat of the heat medium is used for defrosting, the temperature of the heat medium (indicated by the thick solid line) flowing out of the outdoor heat exchanger 23 is also lower than in the above embodiment. Therefore, in terms of defrosting efficiency, the above embodiment, in which the heat medium is bypassed from the condenser 12 through the evaporator bypass path 14A, is advantageous.
On the other hand, assuming that the heater mode HT is switched to the heat storage defrosting mode HS, the evaporator temperature exceeds 0° C. Therefore, after operating for a certain period of time in the heat storage defrosting mode HS (FIG. 4) of the above embodiment, When the temperature of the heat medium decreases, it is preferable to let the heat medium flow into the evaporator 14 . By doing so, the temperature of the heat medium can be raised and defrosting can be continued.

In addition to the above, it is possible to select the configurations mentioned in the above embodiments, or to change them to other configurations as appropriate.

[Appendix]
[1] A temperature control system for a vehicle,
a refrigerant circuit (10) including a compressor (11), a high-pressure side heat exchanger (12), a pressure reducing section (13), and a low-pressure side heat exchanger (14), and configured to allow refrigerant to circulate according to a refrigeration cycle; ,
a heat medium circuit (20) configured so that a heat medium that transfers heat to and receives heat from the refrigerant can be circulated;
The heat medium circuit (20)
the high-pressure side heat exchanger (12) for exchanging heat between the refrigerant and the heat medium;
the low-pressure side heat exchanger (14) for exchanging heat between the refrigerant and the heat medium;
a low-pressure side bypass path (14A) for bypassing the heat medium from the low-pressure side heat exchanger (14);
a first pump (21) and a second pump (22) configured to pump the heat medium;
an outdoor heat exchanger (23) for exchanging heat between the outside air and the heat medium;
an outdoor bypass path (24) for bypassing the heat medium from the outdoor heat exchanger (23);
A temperature control device (6, 25-2) heated or cooled by the heat medium or used for heating or cooling a temperature control target,
The temperature control system has, as an operation mode,
A first circuit (C1) in which the heat medium circulates through the low-pressure side heat exchanger (14) and the outdoor heat exchanger (23) by the first pump (21), and the high-pressure side heat exchanger (12) and a heat pump mode (HP) in which a second circuit (C2) is formed in which the heat medium is circulated through the temperature control device (6, 25-2) by the second pump (22);
The high-pressure side heat exchanger (12), the temperature control device (6, 25-2), the low-pressure side heat exchanger (14), and the outdoor bypass path (24) pass through the first pump ( 21) and a compressor heat source mode (HT) in which a first continuous flow path (CC1) circulating is formed by at least one of the second pump (22);
the high-pressure side heat exchanger (12), the temperature control device (6, 25-2), at least one of the low-pressure side heat exchanger (14) and the low-pressure side bypass route (14A), and the outdoor heat exchange heat storage defrosting mode (HS) in which a second continuous flow path (CC2) is formed in which the heat medium circulates through the container (23) by at least one of the first pump (21) and the second pump (22). and
When the switching information regarding the running or stopping state of the vehicle equipped with the temperature control system satisfies a predetermined switching condition, the defrosting using heat storage is switched from the heat pump mode (HP) or the compressor heat source mode (HT). a controller (5) configured to switch said operating mode to mode (HS);
Vehicle temperature control system.

[2] In the defrosting mode using heat storage (HS), the heat stored in the heat medium before switching to the defrosting mode using heat storage (HS) is used for defrosting the outdoor heat exchanger (23). to be
[1] The vehicle temperature control system according to the item.

[3] The switching information corresponds to the wind speed of the air passing through the outdoor heat exchanger (23),
The switching condition corresponds to the wind speed being lower than a predetermined wind speed.
[1] or [2] The temperature control system for a vehicle.

[4] the switching information corresponds to the traveling speed of the vehicle;
The switching condition corresponds to the running speed being lower than a predetermined running speed.
[1] or [2] The temperature control system for a vehicle.

[5] The switching information corresponds to the power supply state of the vehicle,
The switching condition corresponds to selecting main power OFF as the state of the power supply.
[1] or [2] The temperature control system for a vehicle.

[6] The control device (5)
When the stop place information regarding the current position of the vehicle when the vehicle is stopped corresponds to a predetermined registered place and the state of the power supply corresponds to the switching condition, the defrosting mode using heat storage (HS) is performed. to be
The vehicle temperature control system according to any one of [1] to [5].

[7] The control device (5)
If there is history information indicating that the heat pump mode (HP) has shifted to the compressor heat source mode (HT) since the vehicle was powered on, and if the switching information satisfies the switching condition, the configured to implement a heat storage defrosting mode (HS);
[1] The vehicle temperature control system according to the item.

[8] The control device (5)
When the result of determining the necessity of defrosting of the outdoor heat exchanger (23) is required and the switching information corresponds to the switching condition, the defrosting mode using heat storage (HS) is performed. consists of
The vehicle temperature control system according to any one of [1] to [7].

[9] The control device (5)
At the time of the heat-storage defrosting mode (HS), at least the first pump (21) and the second pump (22) are set to a second speed higher than the first speed set in the heat pump mode (HP). configured to give to one
The vehicle temperature control system according to any one of [1] to [8].

[10] In the heat storage defrosting mode (HS),
The heat medium flows through the second continuous flow in the order of the low-pressure side heat exchanger (14), the outdoor heat exchanger (23), the high-pressure side heat exchanger (12), and the temperature control device (25-2). circulating through the road (CC2),
The vehicle temperature control system according to any one of [1] to [9].

[11] The control device (5)
When the end information regarding whether or not defrosting of the outdoor heat exchanger (23) is possible in the defrosting mode using heat storage (HS) corresponds to a predetermined end condition, the circulation of the heat medium is stopped.
The vehicle temperature control system according to any one of [1] to [10].

[12] The end information corresponds to the temperature of the heat medium,
The termination condition corresponds to the temperature of the heat medium being lower than a predetermined temperature.
[11] The vehicle temperature control system according to the item.

[12] The end information corresponds to the time from the start of the heat storage defrosting mode (HS),
The termination condition corresponds to the elapse of a predetermined period of time.
[11] The vehicle temperature control system according to the item.

[13] The control device (5)
When the circulation of the heat medium is stopped during the defrosting mode using heat storage (HS), the rotation speed of the outdoor fan that blows air to the outdoor heat exchanger (23) is increased.
[11] The vehicle temperature control system according to the item.

[15] A temperature control method using a vehicle temperature control system,
The temperature control system is
a refrigerant circuit (10) including a compressor (11), a high-pressure side heat exchanger (12), a pressure reducing section (13), and a low-pressure side heat exchanger (14), and configured to allow refrigerant to circulate according to a refrigeration cycle; ,
a heat medium circuit (20) configured so that a heat medium that transfers heat to and receives heat from the refrigerant can be circulated;
The heat medium circuit (20)
the high-pressure side heat exchanger (12) for exchanging heat between the refrigerant and the heat medium;
the low-pressure side heat exchanger (14) for exchanging heat between the refrigerant and the heat medium;
a low-pressure side bypass path (14A) for bypassing the heat medium from the low-pressure side heat exchanger (14);
a first pump (21) and a second pump (22) configured to pump the heat medium;
an outdoor heat exchanger (23) for exchanging heat between the outside air and the heat medium;
an outdoor bypass path (24) for bypassing the heat medium from the outdoor heat exchanger (23);
A temperature control device (6, 25-2) heated or cooled by the heat medium or used for heating or cooling a temperature control target,
The temperature control system has, as an operation mode,
A first circuit (C1) in which the heat medium circulates through the low-pressure side heat exchanger (14) and the outdoor heat exchanger (23) by the first pump (21), and the high-pressure side heat exchanger (12) and a heat pump mode (HP) in which a second circuit (C2) is formed in which the heat medium is circulated through the temperature control device (6, 25-2) by the second pump (22);
The high-pressure side heat exchanger (12), the temperature control device (6, 25-2), the low-pressure side heat exchanger (14), and the outdoor bypass path (24) pass through the first pump ( 21) and a compressor heat source mode (HT) in which a first continuous flow path (CC1) circulating is formed by at least one of the second pump (22);
the high-pressure side heat exchanger (12), the temperature control device (6, 25-2), at least one of the low-pressure side heat exchanger (14) and the low-pressure side bypass route (14A), and the outdoor heat exchange heat storage defrosting mode (HS) in which a second continuous flow path (CC2) is formed in which the heat medium circulates through the container (23) by at least one of the first pump (21) and the second pump (22). and
The temperature control method is
When the switching information regarding the running or stopping state of the vehicle equipped with the temperature control system satisfies a predetermined switching condition, the defrosting using heat storage is switched from the heat pump mode (HP) or the compressor heat source mode (HT). By switching the operating mode to mode (HS),
Using the heat stored in the heat medium for defrosting the outdoor heat exchanger before switching to the defrosting mode using heat storage,
Vehicle temperature control method.

1 Temperature control system (vehicle temperature control system)
5 control device 6 battery device (temperature control device)
8 vehicle compartment 10 refrigerant circuit 11 compressor 12 condenser (high pressure side heat exchanger)
12A Condenser bypass path 12V Condenser flow control valve 13 Expansion valve (decompression part)
14 evaporator (low pressure side heat exchanger)
14A evaporator bypass route (low pressure side bypass route)
14V Evaporator flow control valve 20 Heat medium circuit 21 First pump 22 Second pump 23 Outdoor heat exchanger 23A Outdoor blower 24 Outdoor bypass route 25-1 First indoor heat exchanger 25-2 Second indoor heat exchanger (temperature equipment)
25A indoor fan 26 indoor bypass route 31 first switching valve 32 second switching valve 33 third switching valve 34 first battery switching valve 35 second battery switching valve 51 mode switching unit 52 defrosting necessity determination unit 53 stop Information processing unit 54 History information processing unit 55 Pump rotation speed setting unit 56 Defrosting end processing unit 61 Outside air temperature sensors 62, 63 Temperature sensor 64 Pressure sensor 414 First heat exchange path 415 Second heat exchange path 501 Memory 502 Operation unit 503 Storage unit 504 Input/output unit C1 First circuit C2 Second circuit CC1 First continuous flow channel CC2 Second continuous flow channel HP Heat pump mode HS Heat storage defrosting mode HT Heater mode (compressor heat source mode)
U HVAC unit

Claims (15)

A temperature control system for a vehicle,
a refrigerant circuit including a compressor, a high-pressure side heat exchanger, a decompression section, and a low-pressure side heat exchanger, and configured to allow refrigerant to circulate according to the refrigeration cycle;
a heat medium circuit configured so that a heat medium that transfers heat to and receives heat from the refrigerant can be circulated,
The heat medium circuit is
the high pressure side heat exchanger for exchanging heat between the refrigerant and the heat medium;
the low-pressure side heat exchanger for exchanging heat between the refrigerant and the heat medium;
a low-pressure side bypass path that bypasses the heat medium from the low-pressure side heat exchanger;
a first pump and a second pump configured to pump the heat medium;
an outdoor heat exchanger for exchanging heat between the outside air and the heat medium;
an outdoor bypass path that bypasses the heat medium from the outdoor heat exchanger;
A temperature control device that is heated or cooled by the heat medium or used for heating or cooling a temperature control target,
The temperature control system has, as an operation mode,
a first circuit in which the heat medium is circulated through the low-pressure side heat exchanger and the outdoor heat exchanger by the first pump; and a first circuit in which the heat medium is circulated through the high-pressure side heat exchanger and the temperature controller by the second pump. a heat pump mode in which a circulating second circuit is formed;
a first continuous flow path through which the heat medium circulates through the high-pressure side heat exchanger, the temperature control device, the low-pressure side heat exchanger, and the outdoor bypass path by at least one of the first pump and the second pump; a compressor heat source mode formed;
The high-pressure side heat exchanger, the temperature control device, at least one of the low-pressure side heat exchanger and the low-pressure side bypass passage, and the outdoor heat exchanger are heated by the heat medium of the first pump and the second pump. a heat storage defrosting mode in which a second continuous flow path circulating is formed by at least one of the
When the switching information regarding the running or stopping state of the vehicle equipped with the temperature control system satisfies a predetermined switching condition, the operation mode is changed from the heat pump mode or the compressor heat source mode to the heat storage defrosting mode. a controller configured to switch between
Vehicle temperature control system. In the defrosting mode using heat storage, the heat stored in the heat medium before switching to the defrosting mode using heat storage is used for defrosting the outdoor heat exchanger.
The vehicle temperature control system according to claim 1. The switching information corresponds to the wind speed of the air passing through the outdoor heat exchanger,
The switching condition corresponds to the wind speed being lower than a predetermined wind speed.
The vehicle temperature control system according to claim 1. The switching information corresponds to the traveling speed of the vehicle,
The switching condition corresponds to the running speed being lower than a predetermined running speed.
The vehicle temperature control system according to claim 1. The switching information corresponds to the state of the power supply of the vehicle,
The switching condition corresponds to selecting main power OFF as the state of the power supply.
The vehicle temperature control system according to claim 1. The control device is
The defrosting mode using stored heat is configured to be performed when the stop place information regarding the current position of the vehicle when the vehicle is stopped corresponds to a predetermined registered place and the state of the power source of the vehicle corresponds to the switching condition. Ru
The vehicle temperature control system according to claim 1. The control device is
If there is history information indicating that the heat pump mode has been switched to the compressor heat source mode since the vehicle was powered on, and if the switching information satisfies the switching condition, the stored heat defrosting mode is switched. configured to implement
The vehicle temperature control system according to claim 1. The control device is
When the result of determining whether or not defrosting of the outdoor heat exchanger is necessary is required, and when the switching information corresponds to the switching condition, the stored heat utilization defrosting mode is configured to be performed.
The vehicle temperature control system according to claim 1. The control device is
During the defrosting mode using stored heat, at least one of the first pump and the second pump is provided with a second rotation speed that is higher than the first rotation speed set during the heat pump mode.
The vehicle temperature control system according to claim 1. In the heat storage defrosting mode,
The heat medium circulates through the second continuous flow path in the order of the low-pressure side heat exchanger, the outdoor heat exchanger, the high-pressure side heat exchanger, and the temperature control device.
The vehicle temperature control system according to any one of claims 1 to 9. The control device is
In the defrosting mode using heat storage, when termination information regarding whether or not defrosting of the outdoor heat exchanger meets a predetermined termination condition, circulation of the heat medium is stopped.
The vehicle temperature control system according to any one of claims 1 to 9. The end information corresponds to the temperature of the heat medium,
The termination condition corresponds to the temperature of the heat medium being lower than a predetermined temperature.
The vehicle temperature control system according to claim 11. The end information corresponds to the time from the start of the defrosting mode using heat storage,
The termination condition corresponds to the elapse of a predetermined period of time.
The vehicle temperature control system according to claim 11. The control device is
When the circulation of the heat medium is stopped during the defrosting mode using heat storage, the rotation speed of the outdoor fan that blows air to the outdoor heat exchanger is increased.
The vehicle temperature control system according to claim 11. A temperature control method using a temperature control system for a vehicle,
The temperature control system is
a refrigerant circuit including a compressor, a high-pressure side heat exchanger, a decompression section, and a low-pressure side heat exchanger, and configured to allow refrigerant to circulate according to the refrigeration cycle;
a heat medium circuit configured so that a heat medium that transfers heat to and receives heat from the refrigerant can be circulated,
The heat medium circuit is
the high pressure side heat exchanger for exchanging heat between the refrigerant and the heat medium;
the low-pressure side heat exchanger for exchanging heat between the refrigerant and the heat medium;
a low-pressure side bypass path that bypasses the heat medium from the low-pressure side heat exchanger;
a first pump and a second pump configured to pump the heat medium;
an outdoor heat exchanger for exchanging heat between the outside air and the heat medium;
an outdoor bypass path that bypasses the heat medium from the outdoor heat exchanger;
A temperature control device that is heated or cooled by the heat medium or used for heating or cooling a temperature control target,
The temperature control system has, as an operation mode,
a first circuit in which the heat medium is circulated through the low-pressure side heat exchanger and the outdoor heat exchanger by the first pump; and a first circuit in which the heat medium is circulated through the high-pressure side heat exchanger and the temperature controller by the second pump. a heat pump mode in which a circulating second circuit is formed;
a first continuous flow path through which the heat medium circulates through the high-pressure side heat exchanger, the temperature control device, the low-pressure side heat exchanger, and the outdoor bypass path by at least one of the first pump and the second pump; a compressor heat source mode formed;
The high-pressure side heat exchanger, the temperature control device, at least one of the low-pressure side heat exchanger and the low-pressure side bypass passage, and the outdoor heat exchanger are heated by the heat medium of the first pump and the second pump. a heat storage defrosting mode in which at least one circulates a second continuous flow path is formed,
The temperature control method is
When the switching information regarding the running or stopping state of the vehicle equipped with the temperature control system satisfies a predetermined switching condition, the operation mode is changed from the heat pump mode or the compressor heat source mode to the heat storage defrosting mode. By switching
Using the heat stored in the heat medium for defrosting the outdoor heat exchanger before switching to the defrosting mode using heat storage,
Vehicle temperature control method.

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