JP2006321389A - Waste heat using device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a waste heat using device for a vehicle of hybrid type without raising unnecessarily the rate of operation of an engine for running in conformity to a heating request, excellent in the warming-up performance, and capable of enhancing the ability of other apparatus using the waste heat of the engine. <P>SOLUTION: The waste heat using device for the vehicle of hybrid type uses the engine 10 and a motor 30 as drive source for running and is equipped with an engine cooling circuit 20 to cool the engine 10 and a motor cooling circuit 40 to cool the motor 30, and a heat pump cycle 110 is installed having a heat absorber 114 to absorb the heat in fluid on the low pressure side of a compressor 111 for circulating the fluid in the cycle and a heat radiator 112 to radiate the heat from the fluid on the high pressure side of the compressor 111, wherein the heat absorber 114 is installed in the motor cooling circuit 40 while the radiator 112 is installed in the engine cooling circuit 20. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle waste heat utilization device that makes it possible to utilize waste heat of a travel motor in a hybrid vehicle for heating a heat engine.

In recent years, hybrid vehicles that have an engine and a motor as driving sources for vehicles and that use both driving sources in accordance with driving conditions have become popular. In this vehicle, the waste heat of the engine is supplied to the heater core in the heater circuit, so that it is used as a heat source for heating (Patent Document 1).
Japanese Patent Laid-Open No. 10-278568

  However, in the above hybrid vehicle, the engine operating rate is set low during low-speed operation, and it takes time to warm up the engine or the warm-up itself is not sufficiently performed. There is a problem that the waste heat cannot be sufficiently supplied as a heat source for the heater core. Therefore, in a hybrid vehicle, in order to secure a heat source for the heater core, the engine must be operated even during low-speed driving at the expense of fuel efficiency.

  In view of the above problems, the object of the present invention is to improve the performance of other equipment that uses the waste heat of the engine, with excellent warm-up performance without unnecessarily increasing the operating rate of the traveling engine in the hybrid vehicle due to heating requirements. An object of the present invention is to provide a vehicle waste heat utilization device that can be used.

  In order to achieve the above object, the present invention employs the following technical means.

  In the first aspect of the present invention, the engine (10) and the motor (30) are used as driving sources for driving, the engine cooling circuit (20) for cooling the engine (10), and the motor cooling for cooling the motor (30). A waste heat utilization device for a vehicle applied to a hybrid vehicle having a circuit (40), and a heat absorber (114) that absorbs heat to the fluid on a low pressure side of the compressor (111) that circulates the fluid in the cycle; A heat pump cycle (110) having a radiator (112) that radiates heat of the fluid on the high pressure side of the compressor (111), and the heat absorber (114) is disposed in the motor cooling circuit (40), The radiator (112) is arranged in the engine cooling circuit (20).

  Thereby, the waste heat of the motor cooling circuit (40) that has been wasted in the past can be transmitted to the engine cooling circuit (20) by the heat pump cycle (110), and without increasing the operating rate of the engine (10) unnecessarily. The warm-up property of the engine (10) can be improved. As a result, the capability of other equipment using the waste heat of the engine (10) can be improved.

  In the second aspect of the present invention, the heat transfer amount by heat absorption and heat dissipation of the heat pump cycle (110) is adjusted according to the operating state of the compressor (111), and the cooling temperature of the motor cooling circuit (40) is adjusted. It is characterized by being controlled within a predetermined temperature range.

  As a result, a part of the waste heat of the motor cooling circuit (40) can be radiated to the heat absorber (114) of the heat pump cycle (110) for heat balance, so that the cooling capacity in the motor cooling circuit (40) is reduced. can do.

  In the invention according to claim 3, the heat pump cycle (110) includes bypass channels (119, 116) capable of bypassing the heat absorber (114), and outside air disposed in the bypass channels (116). A connecting flow path (131) is provided that enables the connection to the low pressure side of the compressor (111) by depressurizing the fluid downstream of the heat absorber (116a) or the radiator (112). It is said.

  Thus, by providing the outside air heat absorber (116a) in the bypass channel (116), the engine cooling circuit absorbs heat from the outside air mainly by the compressor (111), the radiator (112), and the outside air heat absorber (116a). Since the heat pump cycle for transferring heat to (20) can be formed, it is possible to prevent excessive deprivation of the motor cooling circuit (40) when the temperature of the motor cooling circuit (40) is low.

  In addition, by providing the connection flow path (131), the heat of the compression work of the compressor (111) can be dissipated from the radiator (112) mainly by the compressor (111) and the radiator (112). Since the gas cycle (130) can be formed, heat can be transferred to the engine cooling circuit (20) even when the heat pump cycle cannot absorb heat when the outside air temperature is extremely low.

  In the invention according to claim 4, in the heat pump cycle (110), the fluid discharged from the radiator (112) is directly flowed into the heat absorber (114), and the fluid discharged from the heat absorber (114) is supplied to the heat pump cycle (110). It is characterized in that switching channels (134, 135) for reducing the pressure and connecting to the low pressure side of the compressor (111) are provided.

  Thereby, the heat of the compression work of the compressor (111) can be radiated from the radiator (112) and the heat absorber (114) mainly by the compressor (111), the radiator (112), and the heat absorber (114). Therefore, when both the engine cooling circuit (20) and the motor cooling circuit (40) are at a low temperature, both (20, 40) can be heated at the same time.

  In the fifth aspect of the present invention, the motor cooling circuit (40) includes the coolant flow rate to the cooling heat exchanger (42) for cooling the coolant circulating in the circuit (40). It is characterized in that flow rate adjusting means (43, 44) for adjusting according to the above is provided.

  Thereby, since the cooling capability by the heat exchanger for cooling (42) is adjusted according to the temperature of the coolant, the temperature of the motor cooling circuit (40) can be easily controlled to a desired temperature.

  The invention according to claim 6 is characterized in that the motor cooling circuit (40) is provided with a power supply section (33) for supplying power to the motor (30).

  Thereby, since the power supply part (33) is maintained at the temperature of a motor cooling circuit (40), the performance fall which arises in a low temperature environment can be prevented.

  The invention according to claim 7 is characterized in that the engine cooling circuit (20) is provided with a heater (26) using a coolant circulating through the circuit (20) as a heating source.

  Thereby, the capability of a heater (26) can be improved as apparatus using the waste heat of an engine (10).

  In the invention according to claim 8, the heat pump cycle (110) includes the radiator (112) as the heater (112) that heats the fluid by the heat from the engine cooling circuit (20). It is characterized by having a Rankine cycle (120) for recovering power by expanding the fluid to be discharged by an expander (111a).

  Thereby, when the warm-up of the engine (10) is completed and the waste heat from the engine (10) is obtained, the waste heat of the engine (10) is activated by operating the Rankine cycle (120). Power can be recovered.

  The invention according to claim 9 is characterized in that the expander (111a) functions as the compressor (111) by switching the flow of fluid in the reverse direction by the flow path switching mechanism.

  Thereby, a compressor (111) and an expander (111a) can be made into a compact fluid machine as an expander and compressor (111a), and a Rankine cycle (120) can be reduced in size.

  Incidentally, the reference numerals in parentheses of each means described above are an example showing the correspondence with the specific means described in the embodiments described later.

(First embodiment)
In the present embodiment, a vehicle waste heat utilization device (hereinafter, waste heat utilization device) 100 according to the present invention is applied to a hybrid vehicle including a water-cooled engine 10 and a travel motor 30 as a travel drive source. FIG. 1 is a schematic diagram showing a waste heat utilization apparatus 100 according to this embodiment.

  As shown in FIG. 1, the engine 10 of the hybrid vehicle is provided with an engine cooling circuit 20, and the motor 30 is provided with a motor cooling circuit 40.

  The engine cooling circuit 20 is a circuit that cools the engine 10 that generates heat during operation by engine cooling water flowing through the inside and maintains the engine 10 at a predetermined temperature, and is driven by a mechanical water pump 21 that is operated by the driving force of the engine 10. It has a radiator circuit 20A through which engine coolant circulates and a heater circuit 20B. The heater circuit 20B includes an electric water operated by an electric motor so that the engine coolant in the heater circuit 20B can be circulated even when the engine 10 (water pump 21) is stopped. A pump 25 is provided. The operation of the water pump 25 is controlled by a control device (not shown).

  The radiator circuit 20A is provided with a radiator 22 that cools engine coolant by heat exchange with external air. Further, the radiator circuit 20A is provided at a bypass flow path 23 that bypasses the radiator 22, and at a downstream junction of the radiator 22 and the bypass flow path 23, and on the radiator 22 side, the bypass flow path according to the engine cooling water temperature. A thermostat 24 whose opening degree on the 23 side is variable is provided. The flow rate of the engine coolant flowing through the radiator 22 is adjusted by the bypass flow path 23 and the thermostat 24.

  In the heater circuit 20B, engine cooling water flows out from an engine part different from the radiator circuit 20A, and is connected to the water pump 21 via the thermostat 24. The engine cooling water (hot water) is used as a heating source in the middle of the heater circuit 20B. A heater core (corresponding to the heater in the present invention) 26 for heating is provided. The heater core 26 is disposed in an air conditioning duct of an air conditioner (not shown) and heats conditioned air flowing through the air conditioning duct.

  The water pump 21 may be an electric type instead of the mechanical type. In this case, the water pump 25 of the heater circuit 20B may be eliminated.

  On the other hand, the motor cooling circuit 40 is a circuit that cools the motor 30 that generates heat during operation by motor cooling water (corresponding to the cooling liquid in the present invention) flowing through the inside, and maintains the motor at a predetermined temperature. Motor cooling water is circulated by the electric water pump 41 that is operated. The operation of the water pump 41 is controlled by a control device (not shown).

  The motor cooling circuit 40 is provided with a sub-radiator (corresponding to the cooling heat exchanger in the present invention) 42 for cooling the motor cooling water by heat exchange with the external air. Further, the motor cooling circuit 40 is provided at a bypass flow path 43 that bypasses the sub-radiator 42 and a downstream junction of the sub-radiator 42 and the bypass flow path 43, and the sub-radiator 42 side according to the temperature of the motor cooling water A thermostat 44 having a variable opening degree on the bypass flow path 43 side is provided. The flow rate of the motor coolant flowing through the sub radiator 42 is adjusted by the bypass flow path 43 and the thermostat 44. The bypass flow path 43 and the thermostat 44 correspond to the flow rate adjusting means in the present invention.

  Between the motor 30 and the water pump 41, a converter 31 and an inverter 32 that generate heat during operation are disposed in the same manner as the motor 30. The converter 31 converts a high voltage from a DC battery (not shown) for the motor 30 into a predetermined voltage, and the inverter 32 converts the DC power from the converter 31 into AC power and also to the motor 30. The operation of the motor 30 is controlled by adjusting the amount of power supplied.

  The waste heat utilization apparatus 100 is formed by disposing a radiator 112 and a heat absorber 114 in the heat pump cycle 110 in the heater circuit 20B of the engine cooling circuit 20 and the motor cooling circuit 40.

  The heat pump cycle 110 moves waste heat on the motor cooling circuit 40 side to the engine cooling circuit 20 (heater circuit 20B). As a basic configuration, the compressor 111, the radiator 112, the throttle 113, the heat absorber 114, and the accumulator are included. 115 is formed in an annular connection.

  The compressor 111 is a fluid machine that sucks a refrigerant (corresponding to the fluid in the present invention) and compresses the refrigerant to a high temperature and a high pressure. As a drive source of the compressor 111, only the engine 10, only the electric motor, or selective combination of the engine 10 and the electric motor can be used.

  The radiator 112 is provided on the refrigerant discharge side of the compressor 111, and heats between the refrigerant compressed to high temperature and high pressure and the engine coolant in the heater circuit 20B (here, between the thermostat 24 and the heater core 26). It is a heat exchanger to be exchanged. Specifically, the refrigerant is condensed and liquefied by dissipating the heat of the refrigerant to the engine cooling water. The restrictor 113 is a decompression unit that decompresses and expands the liquid-phase refrigerant condensed and liquefied by the radiator 112 in an enthalpy manner.

  The heat absorber 114 is a heat exchanger that exchanges heat between the refrigerant decompressed by the throttle 113 and the motor cooling water in the motor cooling circuit 40 (here, between the motor 30 and the bypass flow path 43). The refrigerant is evaporated by absorbing heat from the motor cooling water. The accumulator 115 is a receiver that separates the refrigerant flowing out of the heat absorber 114 into a gas phase refrigerant and a liquid phase refrigerant and returns the gas phase refrigerant to the compressor 111.

  The heat pump cycle 110 is provided with a bypass passage 116 that bypasses the radiator 112, and the bypass passage 116 condenses and liquefies the refrigerant from the compressor 111 through heat exchange with external air. 116a is disposed. Further, a three-way valve 116b is provided at a branch point on the compressor 111 side of the bypass channel 116, and the refrigerant from the compressor 111 is transferred to either the radiator 112 side or the condenser 116a side by the three-way valve 116b. It can be distributed. Further, an electromagnetic valve 116c for opening and closing the bypass passage 116 is provided on the downstream side of the condenser 116a of the bypass passage 116. Channel switching by the three-way valve 116b and channel opening / closing by the electromagnetic valve 116c are controlled by a control device (not shown).

  The heat pump cycle 110 is provided with a bypass channel 117 that bypasses the heat absorber 114 in addition to the bypass channel 116. In this bypass flow path 117, a throttle 117a for decompressing and expanding the refrigerant flowing out from the radiator 112 or the condenser 116a, and the refrigerant from the throttle 117a as conditioned air are arranged in the air conditioning duct like the heater core 26. An evaporator 117b that evaporates by heat exchange (heat absorption from the conditioned air) and cools the conditioned air, and a check valve 117c that allows the refrigerant to flow only from the evaporator 117b side to the compressor 111 side. Yes.

  An electromagnetic valve 118 is provided between the heat absorber 114 and the accumulator 115 of the heat pump cycle 110, and the refrigerant flows to either the heat absorber 114 side or the evaporator 117b side by opening and closing the electromagnetic valve 118. It is made possible. The opening and closing of the flow path by the electromagnetic valve 118 is controlled by a control device (not shown).

  The compressor 111, the condenser 116a, the throttle 117a, and the evaporator 117b form a refrigeration cycle 116A.

  Next, the operation of the waste heat utilization apparatus 100 based on the above configuration and the operation and effect thereof will be described with reference to FIGS.

1. Heat pump warm-up mode (see Fig. 1)
In this operation mode, the waste heat of the motor cooling circuit 40 is absorbed by the heat absorber 114 by operating the heat pump cycle 110 mainly at low temperatures such as in winter, and the heat is dissipated to the heater circuit 20B by the radiator 112 ( This is an operation mode in which warm-up of the engine 10 is promoted.

  Specifically, when the vehicle is started (the engine 10 is turned on or the motor 30 is turned on), the control device (not shown) switches the three-way valve 116b so that the radiator 112 side opens, opens the electromagnetic valve 118, The valve 116c is closed. Then, the water pump 41 and the compressor 111 are operated. The water pump 25 is operated when the engine 10 is stopped.

  After the start-up, the engine coolant temperature in the engine cooling circuit 20 is low, the thermostat 24 opens the bypass passage 23 side, and when the engine 10 is operating, the engine coolant is supplied to the radiator circuit 20A by the water pump 21. It circulates on the bypass channel 23 side. Further, the engine coolant is circulated in the heater circuit 20B by the water pump 21 or the water pump 25. Further, the motor cooling water temperature in the motor cooling circuit 40 is also low, the thermostat 44 opens the bypass flow path 43 side, and the motor cooling water is operated by the operation of the water pump 41 to bypass the bypass flow path 43, the converter 31, and the inverter 32. The motor 30 is circulated.

  On the other hand, the refrigerant in the heat pump cycle 110 circulates in the order of the compressor 111 → the three-way valve 116 b → the radiator 112 → the throttle 113 → the heat absorber 114 → the electromagnetic valve 118 → the accumulator 115 → the compressor 111. At this time, the heat accompanying the operation of the motor 30, the converter 31, and the inverter 32 disposed in the motor cooling circuit 40 is transmitted to the motor cooling water in the motor cooling circuit 40, and this heat is further absorbed by the heat absorber 114. It is transferred to the refrigerant of the heat pump cycle 110. Then, the heat transferred to the refrigerant is radiated to the engine cooling water of the heater circuit 20B by the radiator 112, and the engine cooling water is positively heated (the engine 10 is positively warmed up).

  When the thermostat 24 opens the radiator 22 side as the engine coolant temperature rises, the operation of the compressor 111, that is, the heat pump cycle 110 is stopped, and the engine coolant is cooled by the radiator 22. Thus, the temperature of the engine cooling water is maintained at a predetermined temperature (for example, 80 to 100 ° C.).

  Further, in the motor cooling circuit 40, during operation of the heat pump cycle 110, the motor cooling water is cooled by the heat absorber 114 absorbing the heat. In addition, after the heat pump cycle 110 is stopped, when the motor cooling water temperature rises, the thermostat 44 opens the sub radiator 42 side, and the motor cooling water is cooled by the sub radiator 42. In general, the temperature of the motor cooling water is maintained at a predetermined motor temperature (for example, 20 to 40 ° C.).

2. Refrigeration cycle cooling mode (see Fig. 2)
This operation mode is a mode in which normal refrigeration is performed by operating the refrigeration cycle 116A provided in the heat pump cycle 110 mainly at high temperatures such as in summer.

  Specifically, the control device (not shown) switches the three-way valve 116b so that the condenser 116a side opens, opens the electromagnetic valve 116c, and closes the electromagnetic valve 118. Then, the compressor 111 is operated.

  Then, the refrigerant in the refrigeration cycle 116A circulates in the order of the compressor 111 → the three-way valve 116b → the condenser 116a → the electromagnetic valve 116c → the throttle 117a → the evaporator 117b → the check valve 117c → the compressor 111. And the conditioned air which distribute | circulates the inside of an air conditioning duct is cooled by the evaporator 117b, and a vehicle interior is cooled.

  The engine coolant in the engine cooling circuit 20 is cooled by the radiator 22 and maintained at a predetermined temperature. Further, the motor cooling water in the motor cooling circuit 40 is circulated by the operation of the water pump 41 and is cooled by the sub radiator 42 to be maintained at a predetermined motor temperature.

3. Refrigeration cycle cooling + warm-up mode (see Fig. 3)
In this operation mode, the refrigeration cycle 116B using the radiator 112 in the heat pump cycle 110 as a condenser is operated mainly at a high temperature such as in summer, thereby performing normal cooling of the passenger compartment and warming up of the engine 10. Mode.

  Specifically, the control device (not shown) switches the three-way valve 116b so that the radiator 112 side is opened, and closes the electromagnetic valves 116c and 118. Then, the compressor 111 is operated. The water pump 25 is operated when the engine 10 is stopped.

  Then, the refrigerant circulates in the order of the compressor 111 → the three-way valve 116b → the radiator 112 → the throttle 117a → the evaporator 117b → the check valve 117c → the compressor 111 (operation of the refrigeration cycle 116B). And the conditioned air which distribute | circulates the inside of an air conditioning duct is cooled by the evaporator 117b, and a vehicle interior is cooled.

  Further, the heat of the refrigerant in the refrigeration cycle 116B is radiated to the engine coolant of the heater circuit 20B by the radiator 112, and the engine 10 is actively warmed up. Here, if an electric motor is used as a drive source of the compressor 111, the compressor 111 and the water pump 25 are operated from the pre-starting stage of the vehicle, thereby cooling (pre-cooling) and warming (pre-warming). ) Can be executed simultaneously.

  When the thermostat 24 opens the radiator 22 side as the engine coolant temperature rises, the engine coolant is cooled by the radiator 22, and the temperature of the engine coolant is maintained at a predetermined temperature. . Alternatively, after the engine 10 has been warmed up, it may be switched to the refrigeration cycle cooling mode described in FIG.

  Further, the motor cooling water in the motor cooling circuit 40 is circulated by the operation of the water pump 41 and is cooled by the sub radiator 42 to be maintained at a predetermined motor temperature.

4). Refrigeration cycle cooling + motor cooling mode (see Fig. 4)
This operation mode is a case where the refrigeration cycle cooling mode by the refrigeration cycle 116A is executed mainly when the temperature is extremely high as in midsummer, and the motor cooling water in the motor cooling circuit 40 is cooled only by the sub radiator 42. In this case, in a severe case, the cooling of the motor coolant is assisted by switching the opening and closing of the electromagnetic valve 118.

  Specifically, the control device (not shown) switches the three-way valve 116b to open on the condenser 116a side, opens the electromagnetic valve 116c, closes the electromagnetic valve 118, and operates the compressor 111 and the water pump 41. While normal vehicle interior cooling is performed and the motor cooling water in the motor cooling circuit 40 is cooled by the sub-radiator 42 (FIG. 2), the electromagnetic valve 118 is opened when the motor cooling water temperature exceeds a predetermined motor temperature.

  Then, the refrigerant in the refrigeration cycle 116A circulates so as to return to the compressor 111 through the throttle 113 → the heat absorber 114 → the electromagnetic valve 118 after flowing out of the condenser 116a. In addition to the cooling by the sub radiator 42, the motor cooling water is cooled by the heat absorber 114 absorbing the heat.

  A control device (not shown) opens and closes the electromagnetic valve 118 intermittently (for example, 5 seconds open, 55 seconds closed) so that the cooling of the conditioned air by the evaporator 117b is not significantly hindered.

  As described above, in the present embodiment, since the heat pump cycle 110 that absorbs heat from the motor cooling circuit 40 and dissipates heat to the engine cooling circuit 20 (heater circuit 20B) is provided, as described in FIG. The waste heat of the motor cooling circuit 40 that has been discarded can be transmitted to the engine cooling circuit 20 by the heat pump cycle 110, and the warm-up performance of the engine 10 can be improved without unnecessarily increasing the operating rate of the engine 10. As a result, the heating performance of the heater core 26 using the waste heat of the engine 10 can be improved.

  FIG. 5 shows a case in which about 1 kW is absorbed from the motor cooling circuit 40 and 2 kW is dissipated (heated) to the engine cooling circuit 20 (heater circuit 20B) in the North American driving mode (LA # 4 mode at Cold start). This shows the simulation results. In the present embodiment, the heat generated in the motor cooling circuit 40 (heat that has been discarded from the conventional sub-radiator 42) can be effectively used to heat the engine cooling water. It was confirmed that the sufficient rise time to a water temperature of 60 ° C. could be greatly shortened (210 seconds shortened), and that the time to reach the water temperature of 60 ° C. from the start could be reduced to about ½.

  Moreover, the amount of heat transfer of the heat pump cycle 110 can be adjusted by controlling the discharge capacity by using the compressor 111 as a variable capacity type, or by controlling the rotation speed as an electric type, so that the motor cooling water in the motor cooling circuit 40 can be adjusted. The temperature of the motor can be easily controlled within a predetermined temperature range of the motor.

  Further, since the motor cooling circuit 40 is provided with a bypass flow path 43 and a thermostat 44 as flow rate adjusting means for the sub radiator 42, the cooling capacity by the sub radiator 42 is adjusted according to the temperature of the motor cooling water. Therefore, the temperature of the motor cooling circuit 40 can be easily controlled to the predetermined motor temperature.

  Further, since the condenser 116a, the throttle 117a, the evaporator 117b, and the like are provided in the heat pump cycle 110 and the refrigeration cycle 116A that also serves as the compressor 111 is formed, the vehicle interior can be cooled (FIG. 2). . Further, by operating the refrigeration cycle 116B using the radiator 112 as a condenser, the engine 10 can be warmed up early while cooling (FIG. 3).

  Further, the motor cooling water can be cooled by opening the electromagnetic valve 118 while cooling by the refrigeration cycle 116A (FIG. 4), and the size of the sub-radiator 42 can be reduced.

(Second Embodiment)
A second embodiment of the present invention is shown in FIG. The second embodiment is different from the first embodiment in that the refrigeration cycle 116A in the heat pump cycle 110, specifically, the bypass flow path 116, the condenser 116a, the three-way valve 116b, the electromagnetic valve 116c, and the bypass flow path. 117, the throttle 117a, the evaporator 117b, and the check valve 117c are abolished.

  In the second embodiment, the refrigeration cycle cooling mode (FIG. 2), the refrigeration cycle cooling + warm-up mode (FIG. 3), and the refrigeration cycle cooling + motor cooling mode (FIG. 4) in the first embodiment cannot be executed. The heat pump warm-up mode, which is the basis of the present invention, can be executed, and the engine cooling water temperature can be quickly increased without effectively increasing the operating rate of the engine 10 by effectively using the waste heat of the motor cooling circuit 40. It is possible to improve the warm-up property of the engine 10 by raising it. As a result, the heating performance of the heater core 26 using the waste heat of the engine 10 can be improved.

(Third embodiment)
A third embodiment of the present invention is shown in FIG. 3rd Embodiment adds Rankine cycle 120 in the heat pump cycle 110 with respect to the said 1st Embodiment.

  Here, instead of the compressor 111, an expander / compressor 111a having a function as an expander is used. The expander / compressor 111a can switch the flow direction of the refrigerant by a flow path switching mechanism (not shown). Specifically, when a check valve function is added to the flow path by the flow path switching mechanism so that the refrigerant flows from the low pressure side to the high pressure side, the expander / compressor 111a functions as a compressor. When the flow path is opened by the flow path switching mechanism so that the refrigerant flows from the high pressure side to the low pressure side, the expander / compressor 111a functions as an expander.

  A generator / motor 111b is connected to the expander / compressor 111a. When power is supplied from a battery (not shown), the generator / motor 111b operates as an electric motor (for example, forward rotation), and operates the expander / compressor 111a as a compressor. When the expander / compressor 111a is operated as an expander and the generator / motor 111b is operated by the driving force obtained at that time (reverse rotation), the generator / motor 111b operates as a generator. The electric power is stored in a battery (not shown).

  Between the radiator 112 and the electromagnetic valve 116c, an electromagnetic valve 121 that opens and closes between the two 112 and 116c is provided, and a refrigerant pump 123 is provided in a pump flow path 122 that bypasses the electromagnetic valve 121. . The operation of the solenoid valve 121 and the refrigerant pump 123 is controlled by a control device (not shown).

  In addition, a low-pressure side flow path 124 that connects the low-pressure side of the expander / compressor 111a and the condenser 116a and the three-way valve 116b is provided, and this low-pressure side flow path 124 is used when operating as an expander. A check valve 125 is provided that allows the refrigerant to flow only from the expander / compressor 111a side to the condenser 116a side.

  The Rankine cycle 120 is formed by the refrigerant pump 123, the radiator 112, the expander / compressor 111a, and the condenser 116a.

  In the third embodiment, in addition to the four modes (FIGS. 1 to 4) described in the first embodiment, the waste heat recovery of the engine 10 by the Rankine cycle 120 (the expander / compressor 111a and the power generation) Power regeneration by the machine / motor 111b) (Rankine power generation mode).

  That is, as shown in FIG. 7, when the heat pump cycle 110 and the refrigeration cycle 116 </ b> A are not used, the control device (not shown) determines that the engine cooling water temperature of the engine cooling circuit 20 is equal to or higher than a predetermined temperature. The valve 116b is switched so that the radiator 112 side is opened, the electromagnetic valve 116c is opened, and the electromagnetic valves 118 and 121 are closed. Then, the flow path switching mechanism of the expander / compressor 111a is switched for the expander, and the refrigerant pump 123 is operated. The water pump 25 is operated when the engine 10 is stopped.

  Then, the refrigerant circulates in the order of the refrigerant pump 123 → the radiator 112 → the three-way valve 116b → the expander / compressor 111a → the check valve 125 → the condenser 116a → the electromagnetic valve 116c → the refrigerant pump 123 (Rankine cycle 120 operation). .

  The radiator 112 functions as a heater that heats the refrigerant using the engine coolant of the heater circuit 20B as a heating source, and the refrigerant 112 heats the refrigerant. The heated superheated steam refrigerant flows into the expander / compressor 111a, the expander / compressor 111a is rotationally driven by the expansion of the superheated steam refrigerant, and the generator / motor 111b operates as a generator by the driving force at this time. (Reverse rotation operation). The electric power generated by the generator / motor 111b is stored in a battery. Furthermore, it is used for the operation of other equipment.

  Thus, when the warm-up of the engine 10 is completed and the waste heat from the engine 10 is obtained, the Rankine cycle 120 is operated to recover the power from the waste heat of the engine 10, Furthermore, electric power can be stored by the generator / motor 111b.

  In this embodiment, since the compressor and the expander are used together, the expander / compressor 111a can be a compact fluid machine, and the Rankine cycle 120 can be downsized.

(Fourth embodiment)
A fourth embodiment of the present invention is shown in FIGS. In the fourth embodiment, a battery (corresponding to the power supply unit in the present invention) 33 for the motor 30 is disposed in the motor cooling circuit 40 (between the converter 31 and the water pump 41), and the battery 33 is cooled together with the motor 30. It is made to be done.

  Here, when the heat pump warm-up mode described in FIG. 1 of the first embodiment is executed, the motor cooling circuit 40 becomes overcooled particularly at low temperatures, and the performance of the battery 33 deteriorates. Heating means (a hot gas cycle 130 and a heat pump cycle 110A described below) that does not affect the motor cooling circuit 40 at low temperatures is provided to cope with it.

  The fourth embodiment is as follows based on the third embodiment. That is, the accumulator 115 is disposed directly under the low pressure side of the expander / compressor 111a, and the check valve 125 of the low pressure side flow path 124 is changed to an electromagnetic valve 124a. A connection flow path 131 is provided to connect between the radiator 112 and the refrigerant pump 123 and between the accumulator 115 and the electromagnetic valve 124a. The connection flow path 131 is provided with a throttle 132 and an electromagnetic valve 133. ing. A hot gas cycle 130 is formed by the expander / compressor 111a, the radiator 112, the throttle 132, and the accumulator 115.

  Further, a bypass flow path 119 that bypasses the refrigerant pump 123 is provided, and the bypass flow path 119 is provided with a throttle 119a and an electromagnetic valve 119b. The expander / compressor 111a, the radiator 112, the throttle 119a, the condenser 116a, and the accumulator 115 form a heat pump cycle 110A that uses the condenser 116a as an external heat absorber that absorbs heat from outside air.

  Note that the opening and closing of each flow path by the electromagnetic valves 124a, 133, and 119b is controlled by a control device (not shown).

  In the fourth embodiment, in addition to the four modes (FIGS. 1 to 4) described in the first embodiment and the Rankine power generation mode (FIG. 7) described in the third embodiment, a hot gas cycle is used. The engine 10 can be warmed up by 130 (hot gas warm-up mode) and the engine 10 can be warmed up by the heat pump cycle 110A (outside air endothermic heat pump warm-up mode).

1. Hot gas warm-up mode (see Fig. 8)
In extreme cold (for example, the outside air temperature is −10 ° C. or lower), a control device (not shown) switches the three-way valve 116b so that the radiator 112 side opens, opens the electromagnetic valve 133, and closes the electromagnetic valves 121, 124a, and 119b. Then, the generator / motor 111b is operated as an electric motor, and the expander / compressor 111a is operated as a compressor. Further, the water pump 41 is operated. The water pump 25 is operated when the engine 10 is stopped.

  Then, the refrigerant circulates in the order of the expander / compressor 111a → the three-way valve 116b → the radiator 112 → the electromagnetic valve 133 → the throttle 132 → the accumulator 115 → the expander / compressor 111a (operation of the hot gas cycle 130). At this time, the heat of the compression work of the expander / compressor 111a is radiated to the engine coolant of the heater circuit 20B by the radiator 112, and the engine coolant is positively heated (the engine 10 is actively warmed up). Will be). In this way, the hot gas cycle 130 heats the engine coolant by moving the heat of the compression work of the expander / compressor 111a even when heat cannot be absorbed from the external air, such as during cold weather. Make it possible.

  In the motor cooling circuit 40, the motor cooling water temperature is in a low state, the bypass flow path 43 side is opened by the thermostat 44, and the temperature of the motor cooling water rises early without being cooled by the sub radiator 42.

2. Outside air endothermic heat pump warm-up mode (see Fig. 9)
When the temperature is low (for example, the outside air temperature is −10 to 10 ° C.), the control device (not shown) switches the three-way valve 116b so that the radiator 112 side opens, opens the electromagnetic valves 119b, 116c, and 124a, 133 and 118 are closed. Then, the generator / motor 111b is operated as an electric motor, and the expander / compressor 111a is operated as a compressor. Further, the water pump 41 is operated. The water pump 25 is operated when the engine 10 is stopped.

  Then, the refrigerant is in the order of the expander / compressor 111a → the three-way valve 116b → the radiator 112 → the electromagnetic valve 119b → the throttle 119a → the electromagnetic valve 116c → the condenser 116a → the electromagnetic valve 124a → the accumulator 115 → the expander / compressor 111a. Circulate (heat pump cycle 110A operation). At this time, heat is absorbed from the external air by the condenser 116a and transferred to the refrigerant of the heat pump cycle 110A. Then, the heat transferred to the refrigerant is radiated to the engine cooling water of the heater circuit 20B by the radiator 112, and the engine cooling water is positively heated (the engine 10 is positively warmed up). In this way, when the heat pump cycle 110A can absorb heat from the external air as at low temperatures, the heat pump cycle 110A moves the heat of the heat absorption from the condenser 116a and the compression work of the expander / compressor 111a, Allows heating of engine cooling water.

  In the motor cooling circuit 40, similarly to the hot gas warm-up mode, the motor cooling water flows through the bypass flow path 43 and is further cooled without being cooled by the sub-radiator 42.

  After the motor cooling water temperature of the motor cooling circuit 40 has sufficiently increased, the mode is switched to the heat pump warm-up mode described in FIG. 1 (the heat pump cycle 110 is operated), and the motor cooling water temperature is set to a predetermined motor temperature (20 to 20). The heat transfer amount of the heat pump cycle 110 is controlled by varying the rotational speed (or discharge capacity) of the expander / compressor 111a so that the heat pump cycle 110 becomes 40 ° C.

  As described above, by operating the hot gas cycle 130 or the heat pump cycle 110A at extremely cold or low temperatures, the engine 10 is prevented from degrading the performance of the battery 33 without taking heat away from the motor cooling circuit 40. Can be warmed up early.

(Fifth embodiment)
A fifth embodiment of the present invention is shown in FIG. The fifth embodiment is different from the first embodiment in that the battery 33 is disposed in the motor cooling circuit 40 and the hot gas cycle 130A is provided to heat the motor cooling circuit 40 in extreme cold so that the battery 33 is maintained at the optimum temperature at an early stage.

  Here, a bypass flow path (corresponding to the switching flow path in the present invention) 134 that bypasses the throttle 113 is provided, and the refrigerant flows to either the throttle 113 side or the bypass flow path 134 side at the branch point of the bypass flow path 134. A three-way valve 134a for switching is provided.

  Further, a bypass flow path (corresponding to the switching flow path in the present invention) 135 having a restriction 135 a is provided downstream of the heat absorber 114, and the original heat pump cycle 110 side or the bypass flow path 135 is provided at a branch point of the bypass flow path 135. A three-way valve 135b for switching the refrigerant flow is provided on either side. The compressor 111, the heat radiator 112, the heat absorber 114, the throttle 135a, and the accumulator 115 form a hot gas cycle 130A in which the heat radiator 112 and the heat absorber 114 are both heat radiators.

  The switching of each flow path by the three-way valves 134a and 135b is controlled by a control device (not shown).

  In the fifth embodiment, in addition to the four modes (FIGS. 1 to 4) described in the first embodiment, the engine cooling circuit 20 (heater circuit 20 </ b> B) at the time of extreme cold by the hot gas cycle 130 </ b> A, and Simultaneous heating (hot gas double warm-up mode) of the motor cooling circuit 40 is enabled.

  That is, in extreme cold (for example, outside air temperature is −10 ° C. or lower), the control device (not shown) allows the three-way valve 135b to open the three-way valve 116b so that the radiator 112 side opens, and the bypass channel 134 side to open the three-way valve 134a. Is switched so that the bypass flow path 135 side is opened, and the electromagnetic valve 116c is closed. Then, the compressor 111 and the water pump 41 are operated. The water pump 25 is operated when the engine 10 is stopped.

  Then, the refrigerant circulates in the order of the compressor 111 → the three-way valve 116b → the radiator 112 → the three-way valve 134a → the heat absorber 114 → the three-way valve 135b → the throttle 135a → the accumulator 115 → the compressor 111 (operation of the hot gas cycle 130A). At this time, the heat for the compression work of the expander / compressor 111a is radiated to the engine cooling water of the heater circuit 20B by the radiator 112, and is also radiated to the motor cooling water of the motor cooling circuit 40 by the heat absorber 114. The cooling water and the motor cooling water are positively heated (the engine 10 and the battery 33 are positively warmed up).

  When the motor coolant temperature of the motor cooling circuit 40 is raised to a predetermined motor temperature by the operation of the hot gas cycle 130A, the control device (not shown) opens the three-way valve 134a on the throttle 113 side, The valve 135b is switched so that the heat pump cycle 110 side is opened to switch to the heat pump warm-up mode described in FIG.

  Thereby, in this embodiment, when the engine cooling circuit 20 and the motor cooling circuit 40 are both low temperature, the heat of the compression work of the compressor 111 is dissipated from the radiator 112 and the heat absorber 114 by the hot gas cycle 130A. Thus, both 20 and 40 can be heated simultaneously.

It is a schematic diagram which shows the waste heat utilization apparatus for vehicles in 1st Embodiment of this invention (heat pump warm-up mode). It is a schematic diagram which shows the waste heat utilization apparatus for vehicles in 1st Embodiment of this invention (refrigeration cycle cooling mode). It is a schematic diagram which shows the waste heat utilization apparatus for vehicles in 1st Embodiment of this invention (refrigeration cycle cooling + warming-up mode). It is a schematic diagram which shows the waste heat utilization apparatus for vehicles in 1st Embodiment of this invention (refrigeration cycle cooling + motor cooling mode). It is a graph which shows the engine coolant temperature change with respect to the time after vehicle starting at the time of heat pump warm-up mode execution. It is a schematic diagram which shows the waste heat utilization apparatus for vehicles in 2nd Embodiment of this invention. It is a schematic diagram which shows the waste heat utilization apparatus for vehicles in 3rd Embodiment of this invention (Rankine power generation mode). It is a schematic diagram which shows the waste heat utilization apparatus for vehicles in 4th Embodiment of this invention (hot gas warm-up mode). It is a schematic diagram which shows the waste heat utilization apparatus for vehicles in 4th Embodiment of this invention (outside air thermal absorption heat pump warm-up mode). It is a schematic diagram which shows the waste heat utilization apparatus for vehicles in 5th Embodiment of this invention (hot gas double warm-up mode).

Explanation of symbols

10 Engine 20 Engine cooling circuit 26 Heater core (heater)
30 Motor 33 Battery (Power supply)
40 Motor cooling circuit 42 Sub-radiator (cooling heat exchanger)
43 Bypass channel (flow rate adjusting means)
44 Thermostat (Flow rate adjusting means)
DESCRIPTION OF SYMBOLS 100 Waste heat utilization apparatus for vehicles 110 Heat pump cycle 111 Compressor 111a Expander and compressor (expander)
112 Heatsink (heater)
114 Heat Absorber 116 Bypass Channel 116a Condenser (Outside Air Heat Absorber)
120 Rankine cycle 131 Connection flow path 134 Bypass flow path (switching flow path)
135 Bypass channel (switching channel)

Claims (9)

The engine (10) and the motor (30) are used as driving sources for driving, and the engine cooling circuit (20) for cooling the engine (10) and the motor cooling circuit (40) for cooling the motor (30) are provided. Applied to hybrid vehicles,
A heat absorber (114) that absorbs heat to the fluid on the low pressure side of the compressor (111) that circulates the fluid in the cycle;
A heat pump cycle (110) having a radiator (112) for radiating heat of the fluid on the high pressure side of the compressor (111),
The heat absorber (114) is disposed in the motor cooling circuit (40);
The waste heat utilization apparatus for vehicles, wherein the radiator (112) is disposed in the engine cooling circuit (20). According to the operating state of the compressor (111), the amount of heat transfer of the heat pump cycle (110) by heat absorption and heat dissipation is adjusted,
The vehicle waste heat utilization apparatus according to claim 1, wherein a cooling temperature of the motor cooling circuit (40) is controlled within a predetermined temperature range. The heat pump cycle (110) includes bypass channels (119, 116) that allow the heat absorber (114) to be bypassed, and an outside air heat absorber (116a) disposed in the bypass channel (116),
Alternatively, a connection flow path (131) is provided that allows the fluid to be decompressed downstream of the radiator (112) to enable connection to the low pressure side of the compressor (111). The waste heat utilization apparatus for vehicles of Claim 1 or Claim 2.   In the heat pump cycle (110), the fluid flowing out from the radiator (112) is directly flowed into the heat absorber (114), and the fluid flowing out from the heat absorber (114) is decompressed, The vehicle waste heat utilization device according to claim 1 or 2, further comprising a switching channel (134, 135) that enables connection to the low pressure side of the compressor (111).   The motor cooling circuit (40) has a flow rate adjustment for adjusting the flow rate of the coolant to the cooling heat exchanger (42) for cooling the coolant circulating in the circuit (40) according to the temperature of the coolant. The vehicle waste heat utilization apparatus according to any one of claims 1 to 4, further comprising means (43, 44).   The power supply unit (33) for supplying power to the motor (30) is disposed in the motor cooling circuit (40), according to any one of claims 1 to 5. Vehicle waste heat utilization device.   The engine cooling circuit (20) is provided with a heater (26) using a coolant circulating through the circuit (20) as a heating source. The waste heat utilization apparatus for vehicles as described in one. The heat pump cycle (110) uses the radiator (112) as a heater (112) that heats the fluid by heat from the engine cooling circuit (20)
The Rankine cycle (120) which expands the fluid which flows out of the heater (112) with an expander (111a), and collects motive power, It has any 1 paragraph of Claims 1-7 characterized by the above-mentioned. The waste heat utilization apparatus for vehicles as described in.   The waste heat for vehicles according to claim 8, wherein the expander (111a) functions as the compressor (111) by switching a flow of the fluid in a reverse direction by a flow path switching mechanism. apparatus.

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