CN116458042A - Temperature adjusting device - Google Patents

Temperature adjusting device Download PDF

Info

Publication number
CN116458042A
CN116458042A CN202180077480.XA CN202180077480A CN116458042A CN 116458042 A CN116458042 A CN 116458042A CN 202180077480 A CN202180077480 A CN 202180077480A CN 116458042 A CN116458042 A CN 116458042A
Authority
CN
China
Prior art keywords
loop
pipe
refrigerant
line
cooling circuit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202180077480.XA
Other languages
Chinese (zh)
Inventor
冈村大地
雨贝太郎
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nidec Corp
Original Assignee
Nidec Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nidec Corp filed Critical Nidec Corp
Publication of CN116458042A publication Critical patent/CN116458042A/en
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/64—Constructional details of batteries specially adapted for electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • B60L58/32—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load
    • B60L58/33—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • B60L58/32—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load
    • B60L58/34—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load by heating
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/63—Control systems
    • H01M10/633—Control systems characterised by algorithms, flow charts, software details or the like
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/655—Solid structures for heat exchange or heat conduction
    • H01M10/6556—Solid parts with flow channel passages or pipes for heat exchange
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/19—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Abstract

One embodiment of the present invention is a temperature control device that includes a motor that drives a vehicle, a battery that supplies power to the motor, a cooler that extracts heat from a refrigerant, and a cooling circuit through which the refrigerant flows. The cooling circuit has a 1 st line through the motor, a 2 nd line through the battery, a 3 rd line through the cooler, and a plurality of switching valves. The cooling circuit has a 1 st mode and a 2 nd mode that are shifted by switching of the switching valve. The cooling circuit of mode 1 has: a 1 st loop formed by connecting a 1 st pipeline and a 3 rd pipeline in a loop shape, and circulating a refrigerant; and a 2 nd loop formed by connecting both ends of the 2 nd pipeline in a loop shape, and circulating the refrigerant. The cooling circuit of the 2 nd mode has a 3 rd loop formed by connecting the 1 st pipeline and the 2 nd pipeline in a loop shape, and the 3 rd loop circulates the refrigerant to separate the 3 rd pipeline from the 3 rd loop.

Description

Temperature adjusting device
Technical Field
The present invention relates to a temperature control device.
Background
An electric vehicle or a hybrid vehicle is equipped with a cooling circuit for cooling a motor, a battery, and the like. Patent document 1 discloses a system for controlling the temperature of a passenger cab by using waste heat recovered from a motor and a battery.
Prior art literature
Patent literature
Patent document 1: japanese laid-open publication: japanese patent laid-open publication No. 2011-255879
Disclosure of Invention
Problems to be solved by the invention
In the system of the prior art, a cooler is disposed in a loop of a refrigerant passing through a battery, and the refrigerant passes through the cooler regardless of whether or not heat exchange is performed by the cooler. Therefore, there is a problem in that the pressure loss of the refrigerant circulating in the loop becomes large.
An object of one embodiment of the present invention is to provide a temperature control device capable of improving the circulation efficiency of a refrigerant without performing heat exchange by a cooler.
Means for solving the problems
One embodiment of the present invention is a temperature control device, comprising: a motor that drives the vehicle; a battery that supplies power to the motor; a cooler that extracts heat from the refrigerant; and a cooling circuit through which the refrigerant flows. The cooling circuit has: a 1 st line passing through the motor; a 2 nd pipe passing through the battery; a 3 rd line passing through the cooler; a plurality of switching valves. The cooling circuit has a 1 st mode and a 2 nd mode that are shifted by switching of the switching valve. The cooling circuit of the 1 st mode has: a 1 st loop in which the 1 st pipe and the 3 rd pipe are connected in a loop, and the refrigerant is circulated; and a 2 nd circuit formed by connecting both ends of the 2 nd pipe in a loop shape, the 2 nd circuit circulating the refrigerant. The cooling circuit of the 2 nd mode has a 3 rd loop formed by connecting the 1 st pipe and the 2 nd pipe in a loop shape, and the 3 rd loop circulates the refrigerant to separate the 3 rd pipe from the 3 rd loop.
Effects of the invention
According to one aspect of the present invention, a temperature control device is provided that can improve the circulation efficiency of a refrigerant without performing heat exchange by a cooler.
Drawings
Fig. 1 is a schematic view of a temperature control device according to an embodiment.
Fig. 2 is a schematic view of the 1 st mode of the cooling circuit according to one embodiment.
Fig. 3 is a schematic view of the 2 nd mode of the cooling circuit according to one embodiment.
Fig. 4 is a schematic view of the 3 rd mode of the cooling circuit according to one embodiment.
Fig. 5 is a schematic view of the 4 th mode of the cooling circuit according to one embodiment.
Fig. 6 is a schematic view of the 6 th mode of the cooling circuit according to one embodiment.
Fig. 7 is a schematic diagram of a cooling circuit according to a modification.
Detailed Description
A temperature control device according to an embodiment of the present invention will be described below with reference to the drawings. In the drawings below, the actual structure may be different from the scale, the number, and the like in each structure for easy understanding of each structure.
Fig. 1 is a schematic view of a temperature control device 1 according to an embodiment.
The temperature control device 1 is mounted on a vehicle 90 having a motor as a power source, such as an Electric Vehicle (EV), a Hybrid Electric Vehicle (HEV), or a plug-in hybrid electric vehicle (PHV).
The temperature control device 1 includes a motor 2, an electric power control device 4, an inverter 3, a radiator 5, a battery 6, a cooler 7, a heater 8, a cooling circuit 10, an air conditioner 50, and a control unit 60. The refrigerant flows in the cooling circuit 10.
The motor 2 is a motor generator having both a function as a motor and a function as a generator. The motor 2 is connected to wheels of the vehicle 90 via a deceleration mechanism, not shown. The motor 2 is driven by the ac current supplied from the inverter 3, and rotates the wheels. Thereby, the motor 2 drives the vehicle 90. The motor 2 regenerates the rotation of the wheel to generate an alternating current. The generated electric power is stored in the battery 6 via the inverter 3. The housing of the motor 2 stores therein oil for cooling and lubricating each part of the motor.
The inverter 3 converts the direct current of the battery 6 into alternating current. The inverter 3 is electrically connected to the motor 2. The ac current converted by the inverter 3 is supplied to the motor 2. That is, the inverter 3 converts the direct current supplied from the battery 6 into alternating current and supplies the alternating current to the motor 2.
The power control device 4 is also called IPS (Integrated Power System: integrated power system). The power control device 4 has an AC/DC conversion circuit and a DC/DC conversion circuit. The AC/DC conversion circuit converts alternating current supplied from an external power source into direct current and supplies it to the battery 6. That is, the power control device 4 converts an alternating current supplied from an external power source into a direct current in the AC/DC conversion circuit and supplies the direct current to the battery 6. The DC/DC conversion circuit converts the direct current supplied from the battery 6 into direct current having a different voltage, and supplies the direct current to the control unit 60 that performs switching of the switching valve 30.
The battery 6 supplies electric power to the motor 2 via the inverter 3. In addition, the battery 6 charges the electric power generated by the motor 2. The battery 6 may also be filled by an external power source. The battery 6 is, for example, a lithium ion battery. The battery 6 may be any secondary battery that can be repeatedly charged and discharged.
The cooler 7 extracts heat from the refrigerant flowing in the cooling circuit 10. The cooler 7 is connected to an air conditioning apparatus 50. The cooler 7 is a heat exchanger that exchanges heat between the refrigerant in the cooling circuit 10 and the refrigerant in an air-conditioning refrigerant circuit (not shown) provided in the air-conditioning apparatus 50.
The air conditioning apparatus 50 adjusts the air temperature of the living space of the vehicle 90. The air conditioner 50 receives heat from the refrigerant in the cooling circuit 10 via the cooler 7, and is used for adjusting the air temperature in the living space of the vehicle 90. The air conditioner 50 includes an air-conditioning refrigerant circuit (not shown) that circulates an air-conditioning refrigerant. The air conditioning refrigerant circuit is a circuit independent of the cooling circuit 10, and is configured to flow a refrigerant different from the cooling circuit 10.
The heater 8 heats the refrigerant flowing through the cooling circuit 10. The heater 8 generates heat by being supplied with direct current from the battery 6.
The radiator 5 has a fan to cool the refrigerant by releasing heat of the refrigerant to the outside air. That is, the radiator 5 is an exchanger that performs heat exchange with outside air.
The control unit 60 controls each unit of the temperature control device 1 using the electric power supplied from the battery 6. The control unit 60 is connected to a thermometer for measuring the temperatures of the motor 2, the inverter 3, the power control device 4, and the battery 6, respectively. The control unit 60 controls the radiator 5, the heater 8, the switching valve 30 of the cooling circuit 10, and the 1 st pump 41 and the 2 nd pump 42 based on the measurement result of the thermometer.
The cooling circuit 10 has a plurality of pipes 29, a plurality of switching valves 30, a 1 st pump 41, and a 2 nd pump 42.
The plurality of pipes 29 form a loop (circulation path) that connects each other and allows the refrigerant to flow.
In the following description, when the plurality of lines 29 are distinguished from one another, they are referred to as a 1 st line 11, a 2 nd line 12, a 3 rd line 13, a 4 th line 14, a 5 th line 15, a 7 th line 17, an 8 th line 18, a 9 th line 19, a 10 th line 20, a 11 th line 21, a 12 th line 22, a 13 th line 23, a 14 th line 24, a 15 th line 25, and a 16 th line 26.
The switching valve 30 is connected to the control unit 60, and switches the opening or closing of the switching valve to switch the pipe 29 through which the refrigerant passes. Some of the plurality of switching valves 30 (the 2 nd valve 32 and the 4 th valve 34) are disposed in the path of the pipe 29. The switching valve 30 disposed in the path of the pipe 29 can switch between opening and closing of the pipe 29. The other switching valves 30 (1 st valve 31, 5 th valve 35, and 6 th valve 36) are disposed at portions (hereinafter, referred to as connecting portions) where 3 or more pipes join. The switching valve 30 disposed in the connection portion communicates any 2 of the plurality of connected pipes 29, and closes the other pipe 29. The switching valve 30 can be selectively switched to close any pipe.
In the following description, when the plurality of switching valves 30 are distinguished from one another, they are referred to as a 1 st valve 31, a 2 nd valve 32, a 4 th valve 34, a 5 th valve 35, and a 6 th valve 36.
The 1 st pump 41 and the 2 nd pump 42 are respectively disposed in different pipelines 29. The 1 st pump 41 and the 2 nd pump 42 pump the refrigerant in the pipe 29 disposed in one direction.
Hereinafter, the structure of each pipe 29 will be specifically described. In the description of each of the pipes 29, the "one end portion" and the "other end portion" of the pipe 29 only indicate either one of the two end portions of the pipe 29, and do not necessarily indicate the flow direction of the refrigerant.
One end of the 1 st pipe 11 is connected to the 10 th pipe 20 and the 16 th pipe 26. The other end of the 1 st line 11 is connected to the 4 th line 14 and the 5 th line 15 via the 1 st valve 31. The 1 st line 11 passes through the 1 st pump 41, the power control device 4, the inverter 3, and the motor 2. The 1 st pump 41 pumps the refrigerant from one end side toward the other end side in the 1 st pipe 11.
One end of the 2 nd line 12 is connected to the 14 th line 24 and the 15 th line 25 via the 6 th valve 36. The other end of the 2 nd line 12 is connected to the 7 th line 17 and the 11 th line 21 via the 5 th valve 35. The 2 nd line 12 passes through the 2 nd pump 42 and the battery 6. The 2 nd pump 42 pumps the refrigerant from one end side toward the other end side in the 2 nd pipe 12.
One end of the 3 rd line 13 is connected to the 12 th line 22 and the 13 th line 23. The other end of the 3 rd pipe 13 is connected to the 10 th pipe 20 and the 11 th pipe 21. Line 3 passes through cooler 7. The refrigerant passing through the 3 rd line 13 is cooled by the cooler 7.
One end of the 4 th pipe 14 is connected to the 1 st pipe 11 and the 5 th pipe 15 via the 1 st valve 31. Namely, the 4 th pipe 14 is connected to the 1 st pipe 11. The other end of the 4 th pipe 14 is connected to the 5 th pipe 15 and the 8 th pipe 18. The 4 th line 14 passes through the radiator 5. The refrigerant passing through the 4 th line 14 is cooled by the radiator 5.
One end of the 5 th pipe 15 is connected to the 1 st pipe 11 and the 4 th pipe 14 via the 1 st valve 31. The other end of the 5 th pipe 15 is connected to the 4 th pipe 14 and the 8 th pipe 18. That is, the 5 th pipe 15 is connected to both ends of the 4 th pipe 14, and bypasses the 4 th pipe 14.
One end of the 7 th pipe 17 is connected to the 2 nd pipe 12 and the 11 th pipe 21 via the 5 th valve 35. The other end of the 7 th pipe 17 is connected to the 12 th pipe 22 and the 15 th pipe 25. The 7 th line 17 passes through the heater 8. During driving of the heater 8, the refrigerant passing through the 2 nd line 12 is heated by the heater 8.
One end of the 8 th pipe 18 is connected to the 4 th pipe 14 and the 5 th pipe 15. The other end of the 8 th pipe 18 is connected to the 9 th pipe 19 and the 16 th pipe 26.
One end of the 9 th pipe 19 is connected to the 8 th pipe 18 and the 16 th pipe 26. The other end of the 9 th pipe 19 is connected to the 13 th pipe 23 and the 14 th pipe 24.
One end of the 10 th pipe 20 is connected to the 3 rd pipe 13 and the 11 th pipe 21. The other end of the 10 th pipe 20 is connected to the 1 st pipe 11 and the 16 th pipe 26.
One end of the 11 th pipe 21 is connected to the 2 nd pipe 12 and the 7 th pipe 17 via the 5 th valve 35. The other end of the 11 th pipe 21 is connected to the 3 rd pipe 13 and the 10 th pipe 20.
One end of the 12 th pipe 22 is connected to the 7 th pipe 17 and the 15 th pipe 25. The other end of the 12 rd line 22 is connected to the 3 rd line 13 and the 13 rd line 23.
One end of the 13 th pipe 23 is connected to the 9 th pipe 19 and the 14 th pipe 24. The other end of the 13 rd line 23 is connected to the 3 rd line 13 and the 12 th line 22. A 2 nd valve 32 is disposed in the path of the 13 th pipe 23.
One end of the 14 th pipe 24 is connected to the 9 th pipe 19 and the 13 th pipe 23. The other end of the 14 th pipe 24 is connected to the 2 nd pipe 12 and the 15 th pipe 25 via the 6 th valve 36.
One end of the 15 th pipe 25 is connected to the 7 th pipe 17 and the 12 th pipe 22. The other end of the 15 th pipe 25 is connected to the 2 nd pipe 12 and the 14 th pipe 24 via the 6 th valve 36.
One end of the 16 th pipe 26 is connected to the 8 th pipe 18 and the 9 th pipe 19. The other end of the 16 th pipe 26 is connected to the 1 st pipe 11 and the 10 th pipe 20. A 4 th valve 34 is disposed in the path of the 16 th pipe 26.
The 1 st valve 31 is a three-way valve. The 1 st valve 31 is disposed at the connection portion of the 1 st pipe 11, the 4 th pipe 14, and the 5 th pipe 15. The 1 st valve 31 communicates either the 4 th pipe 14 or the 5 th pipe 15 with the 1 st pipe 11. Thus, the 1 st valve 31 causes the refrigerant flowing through the 1 st line 11 to flow into either the 4 th line 14 or the 5 th line 15.
The 2 nd valve 32 is disposed in the path of the 13 th pipe 23. The 2 nd valve 32 can switch between an open state in which the refrigerant flows in the 13 th pipe 23 and a closed state in which the flow of the refrigerant is stopped.
The 4 th valve 34 is disposed in the path of the 16 th conduit 26. The 4 th valve 34 can switch between an open state in which the refrigerant flows in the 16 th pipe 26 and a closed state in which the flow of the refrigerant is stopped.
The 5 th valve 35 is a three-way valve. The 5 th valve 35 is disposed at the connection portion of the 2 nd pipe 12, the 7 th pipe 17, and the 11 th pipe 21. The 5 th valve 35 communicates any 2 nd line 12, 7 th line 17 and 11 th line 21 while closing the remaining one.
The 6 th valve 36 is a three-way valve. The 6 th valve 36 is disposed at the connection portion of the 2 nd pipeline 12, the 14 th pipeline 24 and the 15 th pipeline 25. Valve 6 communicates any 2 of lines 12, 24 and 25 with the remaining one closed.
The cooling circuit 10 of the present embodiment has the 1 st mode, the 2 nd mode, the 3 rd mode, the 4 th mode, and the 5 th mode, which are shifted by the switching of the switching valve 30.
Fig. 2 is a schematic diagram of the cooling circuit 10 in the 1 st mode. Fig. 3 is a schematic view of the cooling circuit 10 in the 2 nd mode. Fig. 4 is a schematic view of the cooling circuit 10 in the 3 rd mode. Fig. 5 is a schematic view of the cooling circuit 10 in the 4 th mode. Fig. 6 is a schematic view of the cooling circuit 10 in the 5 th mode. The cooling circuit 10 of each mode forms a loop in which the refrigerant circulates while flowing in one direction.
(mode 1)
As shown in fig. 2, the cooling circuit 10 of the 1 st mode has a 1 st loop L1 and a 2 nd loop L2. In the 1 st loop L1, the 1 st, 5 th, 8 th, 9 th, 13 th, 23 rd, 13 rd, and 10 th pipes 11, 15 th, 18 th, 19 th, 23 rd, 13 rd, and 20 th pipes are connected in a loop shape, and the refrigerant is circulated. In the 2 nd loop L2, the 2 nd line 12, the 7 th line 17, and the 15 th line 25 are connected in a loop shape to circulate the refrigerant. That is, the 2 nd loop L2 is formed by connecting both ends of the 2 nd pipe 12 in a loop shape via the 7 th pipe 17 and the 15 th pipe 25.
The cooling circuit 10 is set to the 1 st mode by switching the switching valve 30 as follows. That is, the 1 st valve 31 connects the 1 st line 11 and the 5 th line 15, and closes the 4 th line 14. The 2 nd valve 32 is open. The 4 th valve 34 is closed. The 5 th valve 35 communicates the 2 nd line 12 with the 7 th line 17, while closing the 11 th line 21. Valve 6 connects line 12 with line 25 at 15 and closes line 24 at 14.
The 1 st loop L1 circulates the refrigerant through the 1 st pump 41, the power control device 4, the inverter 3, the motor 2, and the cooler 7. In the 1 st loop L1, the refrigerant is pumped by the 1 st pump 41 in the counterclockwise direction in the drawing. The refrigerant pumped by the 1 st pump 41 passes through the parts of the 1 st loop L1 in the order of the power control device 4, the inverter 3, the motor 2, and the cooler 7.
In the 1 st loop L1, heat of the motor 2, the inverter 3, and the power control device 4 is transferred to the refrigerant. Further, the heat is recovered by the cooler 7 and utilized in the air conditioning apparatus 50. In the 1 st loop L1, heat generated by the motor 2, the inverter 3, and the power control device 4 is recovered by the cooler 7. The motor 2, the inverter 3, and the power control device 4 are cooled by the cooler 7.
In the 1 st mode, the 1 st sub-loop L1a can be configured by switching the path passing through the 1 st loop L1 from the 5 th pipe 15 to the 4 th pipe 14. That is, the 1 st mode has a 1 st loop L1 and a 1 st sub loop L1a that can be switched to each other. In the 1 st sub-loop L1a, the refrigerant passes through the radiator 5. The 5 th pipe 15 and the 4 th pipe 14 are switched by the 1 st valve 31. The 1 st sub-loop L1a is configured by communicating the 1 st line 11 and the 4 th line 14 with the 1 st valve 31 to close the 5 th line 15.
The 1 st loop L1 is selected when the heat generation amount of the motor 2, the inverter 3, and the power control device 4 is relatively small. In the 1 st loop L1, the refrigerant can be cooled only by the cooler 7 without passing through the radiator 5, and the waste heat can be effectively utilized. In the 1 st loop L1, the 5 th pipe 15 functions as a bypass that bypasses the radiator 5.
On the other hand, when the heat generation amount of the motor 2, the inverter 3, and the power control device 4 is relatively large, the 1 st sub-loop L1a is selected. In the 1 st sub-loop L1a, the refrigerant passes through not only the cooler 7 but also the radiator 5, and therefore the cooling efficiency of the refrigerant improves. Therefore, even when the amount of heat generated by the motor 2, the inverter 3, and the power control device 4 is large, the temperature of the refrigerant can be appropriately maintained. In the 1 st sub-loop L1a, the load on the cooler 7 can be reduced while suppressing excessive temperatures of the motor 2, the inverter 3, and the power control device 4.
The 1 st valve (bypass switching valve) 31 of the present embodiment employs a solenoid valve controlled by the control unit 60. The 1 st valve 31 communicates one of the 4 th pipe 14 and the 5 th pipe 15 with the 1 st pipe 11 in response to a command from the control unit 60. In the case where the 1 st valve 31 is a solenoid valve, the 1 st valve 31 may be disposed at a connection portion of the 4 th pipe 14, the 5 th pipe 15, and the 8 th pipe 18.
In the present embodiment, the 1 st valve 31 may be a thermostat that switches a line to be connected according to the temperature of the refrigerant passing therethrough. In this case, the 1 st valve 31 as the thermostat causes the refrigerant to flow into the 4 th line 14 when the temperature of the refrigerant passing therethrough is higher than a preset threshold value, and causes the refrigerant to flow into the 5 th line 15 when the temperature is lower than the preset threshold value. According to this structure, when the temperature rises, the refrigerant in each loop is automatically guided to the radiator 5 and cooled. That is, since the 1 st valve 31 as the thermostat is autonomously switched independently of the control unit 60, wiring for connection to the control unit 60, a thermometer as a basis for control in the control unit 60, and the like are not required. As a result, the number of components of the entire temperature control device 1 can be reduced, and the temperature control device 1 can be configured at low cost. In addition, in the case of using a thermostat as the 1 st valve 31, the 1 st valve 31 needs to be located at the end portion on the upstream side of the 5 th pipe 15.
Here, the upstream end of the 5 th pipe 15 means an end located on the upstream side of the refrigerant flowing in the 5 th pipe 15. Therefore, the upstream end of the 5 th pipe 15 is connected to the discharge port of the 1 st pump 41 when reaching the upstream side along the pipe connected to the end. In the present embodiment, the 1 st pipe 11 in which the motor 2, the inverter 3, the power control device 4, and the 1 st pump 41 are disposed is connected to an end portion on the upstream side of the 5 th pipe 15.
Loop 2L 2 circulates the refrigerant through pump 2 42, battery 6, and heater 8. In the 2 nd loop L2, the refrigerant is pumped by the 2 nd pump 42 in the clockwise direction in the drawing. The refrigerant pumped by the 2 nd pump 42 passes through the portions of the 2 nd loop L2 in the order of the battery 6 and the heater 8.
The 1 st mode is selected in case the temperature of the battery 6 is sufficiently low. In mode 1, the 7 th line 17 through the heater 8 is included in the 2 nd loop L2. In the 2 nd loop L2, by driving the heater 8, heat of the heater 8 moves to the refrigerant, and the heat moves to the battery 6, whereby the battery 6 is heated. This can raise the temperature of the battery 6 and suppress the degradation of the characteristics of the battery 6.
In the 1 st mode, the refrigerant may be circulated through the 2 nd loop L2 while the heater 8 is stopped. The battery 6 may have a variation in temperature distribution among a plurality of cells to be formed, and may have a local characteristic degradation. In the 2 nd loop L2, by circulating the refrigerant in a state where the heater 8 is stopped, the temperatures of the plurality of cells of the battery 6 can be kept uniform without heating the battery 6.
According to the present embodiment, the cooling circuit 10 of the 1 st mode has a 1 st loop L1 (or 1 st sub-loop L1 a) through the motor 2 and a 2 nd loop L2 through the battery 6. The 1 st loop L1 (or the 1 st sub loop L1 a) and the 2 nd loop L2 are independent of each other. Therefore, the motor 2 and the battery 6 can be adjusted to different optimal temperatures. The term "the loops are independent of each other" as used herein means that the refrigerants circulating in the loops are not stably mixed with each other.
(mode 2)
As shown in fig. 3, the cooling circuit 10 of the 2 nd mode has a 3 rd loop L3. In the 3 rd loop L3, the 1 st, 5 th, 8 th, 18, 9 th, 14 th, 24 nd, 2 nd, 12 th, 11 th, 21 nd, and 10 th loops 11, 15 are connected in a loop shape to circulate the refrigerant.
The cooling circuit 10 is set to the 2 nd mode by switching the switching valve 30 as follows. That is, the 1 st valve 31 connects the 1 st line 11 and the 5 th line 15 to close the 4 th line 14. The 2 nd valve 32 is closed. The 4 th valve 34 is closed. The 5 th valve 35 connects the 2 nd line 12 and the 11 th line 21 to close the 7 th line 17. Valve 6 connects line 12 and line 24 14 to close line 25 at 15.
Loop 3 circulates the refrigerant through pump 1 41, power control device 4, inverter 3, motor 2, pump 2 42, and battery 6. In the 3 rd loop L3, the refrigerant is pumped by the 1 st pump 41 and the 2 nd pump 42. The refrigerant pumped by the 1 st pump 41 and the 2 nd pump 42 passes through the respective parts of the 3 rd loop L3 in the order of the power control device 4, the inverter 3, the motor 2, and the battery 6.
In the 3 rd loop L3, heat of the motor 2, the inverter 3, the power control device 4, and the battery 6 is transferred to the refrigerant. Further, the heat moves to the battery 6. According to the present embodiment, in the 3 rd loop L3, the temperature of the battery 6 can be increased to suppress a decrease in the characteristics of the battery 6.
In the 2 nd mode, the 3 rd sub-loop L3a can be configured by switching the path passing through the 3 rd loop L3 from the 5 th pipe 15 to the 4 th pipe 14. That is, the 2 nd mode has a 3 rd loop L3 and a 3 rd sub loop L3a that can be switched to each other. The 3 rd sub-loop L3a is configured by communicating the 4 th pipe 14 and the 1 st pipe 11 with the 1 st valve 31 to close the 5 th pipe 15.
The cooling circuit 10 in the 2 nd mode switches the path through which the refrigerant passes from the 3 rd loop L3 to the 3 rd sub loop L3a when the temperature of the refrigerant exceeds a preset threshold value. In the 3 rd sub-loop L3a, by cooling the refrigerant with the radiator 5, the temperature of the refrigerant can be appropriately maintained even when the heat generation amount of the motor 2, the inverter 3, and the power control device 4 is large. Therefore, even when the refrigerant temperature exceeds the appropriate temperature of the battery 6 due to heat absorption from the motor 2, the inverter 3, and the power control device 4, the temperature of the refrigerant can be reduced by the radiator 5. As a result, the temperature of the refrigerant passing through the battery 6 can be controlled within a range suitable for the battery 6, and reliability of the battery 6 can be improved.
In the 2 nd mode of the present embodiment, the 3 rd line 13 of the cooler 7 is separated from the 3 rd loop L3 and the 3 rd sub loop L3a. In general, the cooler 7 has a large line surface area with respect to the flow path cross-sectional area of the refrigerant, and thus the pressure loss related to the passage of the refrigerant increases. According to the present embodiment, in the 3 rd loop L3 and the 3 rd sub loop L3a, the refrigerant can be circulated in a path that does not pass through the cooler 7. Therefore, without the need to supply heat to the air conditioning apparatus 50, the pressure loss of the refrigerant can be reduced, and the refrigerant can be circulated smoothly. In addition, according to the present embodiment, switching of the line 29 can control on/off of cooling of the refrigerant by the cooler 7 in real time.
Similarly, in the 2 nd mode of the present embodiment, the 7 th pipe 17 of the heater 8 is separated from the 3 rd loop L3 and the 3 rd sub loop L3a. Therefore, in the 3 rd loop L3 and the 3 rd sub loop L3a, the refrigerant can be circulated in a path that does not pass through the heater 8, and the pressure loss of the refrigerant due to the passage through the heater 8 can be reduced.
(mode 3)
As shown in fig. 4, the cooling circuit 10 of the 3 rd mode has a 4 th loop L4. In the 4 th loop L4, the 1 st, 5 th, 8 th, 18, 9 th, 14 th, 24 nd, 2 nd, 12 th, 7 th, 17 th, 12 th, 22 rd, 3 rd, 13 th, and 10 th loops are connected to circulate the refrigerant.
The cooling circuit 10 is set to the 3 rd mode by switching the switching valve 30 as follows. That is, the 1 st valve 31 connects the 1 st line 11 and the 5 th line 15 to close the 4 th line 14. The 2 nd valve 32 is closed. The 4 th valve 34 is closed. The 5 th valve 35 connects the 2 nd line 12 and the 7 th line 17 to close the 11 th line 21. Valve 6 connects line 12 and line 24 14 to close line 25 at 15.
The 4 th loop L4 circulates the refrigerant through the 1 st pump 41, the power control device 4, the inverter 3, the motor 2, the 2 nd pump 42, the battery 6, the heater 8, and the cooler 7. In the 4 th loop L4, the refrigerant is pumped by the 1 st pump 41 and the 2 nd pump 42. The refrigerant pumped by the 1 st pump 41 and the 2 nd pump 42 passes through the respective portions of the 4 th loop L4 in the order of the power control device 4, the inverter 3, the motor 2, the battery 6, the heater 8, and the cooler 7.
In the 4 th loop L4, heat of the motor 2, the inverter 3, the power control device 4, and the battery 6 is transferred to the refrigerant. Further, the heat is recovered by the cooler 7 and utilized in the air conditioning apparatus 50. In the 4 th loop L4, heat generated by the motor 2, the inverter 3, the power control device 4, and the battery 6 is recovered by the cooler 7. The motor 2, the inverter 3, the power control device 4, and the battery 6 are cooled by the cooler 7.
When the temperature of the battery 6 is lower than the temperature of the refrigerant, heat that has moved from the motor 2, the inverter 3, and the power control device 4 to the refrigerant moves to the battery 6. This can raise the temperature of the battery 6 and suppress the degradation of the characteristics of the battery 6.
In the 3 rd mode, the driving and stopping of the heater 8 are switched, for example, according to the temperature of the refrigerant passing through the heater 8, or the like. When the temperatures of the motor 2, the inverter 3, and the power control device 4 are high and the refrigerant can be sufficiently heated, the heat exchange efficiency in the cooler 7 can be sufficiently ensured, and therefore the heater 8 is stopped. On the other hand, when the temperatures of the motor 2, the inverter 3, and the power control device 4 are low and the refrigerant cannot be sufficiently heated, the heat exchange efficiency in the cooler 7 can be improved by driving the heater 8 to heat the refrigerant.
In the 3 rd mode, the 4 th sub-loop L4a can be configured by switching the path passing through the 4 th loop L4 from the 5 th pipe 15 to the 4 th pipe 14. That is, the 3 rd mode has a 4 th loop L4 and a 4 th sub loop L4a that can be switched to each other.
The cooling circuit 10 in the 3 rd mode switches the path through which the refrigerant passes from the 4 th loop L4 to the 4 th sub loop L4a when the temperature of the refrigerant exceeds a preset threshold value. In the 4 th sub-loop L4a, by cooling the refrigerant with the radiator 5, the temperature of the refrigerant can be appropriately maintained even when the heat generation amount of the motor 2, the inverter 3, and the power control device 4 is large. As a result, the load on the cooler 7 can be reduced while suppressing excessive temperatures of the motor 2, the inverter 3, and the power control device 4.
(mode 4)
As shown in fig. 5, the cooling circuit 10 of the 4 th mode has a 2 nd loop L2 and a 5 th loop L5. The 2 nd loop L2 is the same loop as the 2 nd loop L2 formed by the 1 st mode. In the 5 th loop L5, the 1 st, 5 th, 8 th, and 16 th pipes 11, 15, 18, and 26 are connected in a loop shape to circulate the refrigerant. That is, in the 5 th loop L5, both ends of the 1 st line 11 are connected in a loop shape via the 5 th line 15, the 8 th line 18, and the 16 th line 26, and the refrigerant is circulated.
The cooling circuit 10 is set to the 4 th mode by switching the switching valve 30 as follows. That is, the 1 st valve 31 connects the 1 st line 11 and the 5 th line 15 to close the 4 th line 14. The 2 nd valve 32 is closed. The 4 th valve 34 is open. The 5 th valve 35 connects the 2 nd line 12 and the 7 th line 17 to close the 11 th line 21. Valve 6 connects line 12 and line 25 at line 2 and closes line 24 at line 14.
The 5 th loop L5 circulates the refrigerant through the 1 st pump 41, the power control device 4, the inverter 3, and the motor 2. In the 5 th loop L5, the refrigerant is pumped by the 1 st pump 41 in the counterclockwise direction in the drawing. The refrigerant pumped by the 1 st pump 41 passes through the 5 th loop L5 in the order of the power control device 4, the inverter 3, and the motor 2.
In the 5 th loop L5, heat of the motor 2, the inverter 3, and the power control device 4 is transferred to the refrigerant. That is, the refrigerant is heated by the motor 2, the inverter 3, and the power control device 4. When the heat stored in the refrigerant in the 5 th loop L5 of the 4 th mode is switched to the 1 st mode, the cooling circuit 10 can move the heat to the cooler 7 and can be effectively used in the air conditioner 50.
In the 4 th mode, the 5 th sub-loop L5a can be configured by switching the path passing through the 5 th loop L5 from the 5 th pipe 15 to the 4 th pipe 14. That is, the 4 th mode has a 5 th loop L5 and a 5 th sub loop L5a that can be switched to each other. The 5 th sub-loop L5a is configured by communicating the 4 th pipe 14 and the 1 st pipe 11 with the 1 st valve 31 to close the 5 th pipe 15.
The cooling circuit 10 in the 4 th mode switches the path through which the refrigerant passes from the 5 th loop L5 to the 5 th sub loop L5a when the temperature of the refrigerant exceeds a preset threshold. In the 5 th sub-loop L5a, heat of the motor 2, the inverter 3, and the power control device 4 is transferred to the refrigerant. Further, the heat is released to the outside air through the radiator 5. That is, the motor 2, the inverter 3, and the power control device 4 are cooled by the radiator 5.
According to the present embodiment, the cooling circuit 10 in the 4 th mode is separated from the 2 nd loop L2, the 5 th loop L5 and the 5 th sub loop L5a by the 3 rd line 13 of the cooler 7. Therefore, the cooling circuit 10 of mode 4 can circulate the refrigerant in a path that does not pass through the cooler 7, and can reduce the pressure loss of the refrigerant without providing heat to the air conditioning apparatus 50.
According to the present embodiment, the cooling circuit 10 of the 4 th mode has the 5 th loop L5 (or the 5 th sub loop L5 a) through the motor 2 and the 2 nd loop L2 through the battery 6. The 5 th loop L5 (or the 5 th sub loop L5 a) and the 2 nd loop L2 are independent of each other. Therefore, the motor 2 and the battery 6 can be adjusted to different optimal temperatures.
(mode 5)
As shown in fig. 6, the cooling circuit 10 of the 5 th mode has a 5 th loop L5 (or a 5 th sub loop L5 a) and a 6 th loop L6. The 5 th loop L5 and the 5 th sub loop L5a are similar to the 5 th loop L5 and the 5 th sub loop L5a formed in the 4 th mode. In the 6 th loop L6, the 2 nd, 11 th, 3 rd, 12 th, and 15 th pipes 12, 21, 13, 22, and 25 are connected in a loop shape to circulate the refrigerant.
The cooling circuit 10 is set to the 5 th mode by switching the switching valve 30 as follows. That is, the 1 st valve 31 connects the 1 st line 11 and the 5 th line 15 to close the 4 th line 14. The 2 nd valve 32 is closed. The 4 th valve 34 is open. The 5 th valve 35 connects the 2 nd line 12 and the 11 th line 21 to close the 7 th line 17. Valve 6 connects line 12 and line 25 at line 2 and closes line 24 at line 14. In the 5 th mode, the route of the refrigerant passing through is switched to either one of the 4 th line 14 and the 5 th line 15, whereby either one of the 5 th loop L5 and the 5 th sub loop L5a can be selected.
Loop 6L 6 circulates the refrigerant through pump 2 42, battery 6, and chiller 7. In the 6 th loop L6, the refrigerant is pumped by the 2 nd pump 42 in the clockwise direction in the drawing. The refrigerant pumped by the 2 nd pump 42 passes through the parts of the 6 th loop L6 in the order of the battery 6 and the cooler 7.
In loop 6L 6, the heat of battery 6 is transferred to the refrigerant. Further, the heat is recovered by the cooler 7 and utilized in the air conditioning apparatus 50. In the 6 th loop L6, heat generated from the battery 6 can be recovered by the cooler 7. The battery 6 is cooled by a cooler 7.
According to the present embodiment, the cooling circuit 10 of the 5 th mode has a 5 th loop L5 (or 5 th sub loop L5 a) through the motor 2 and a 6 th loop L6 through the battery 6. The 5 th loop L5 (or the 5 th sub loop L5 a) and the 6 th loop L6 are independent of each other. Therefore, the motor 2 and the battery 6 can be adjusted to different optimal temperatures.
In the present embodiment, the 6 th loop L6 is different from the 2 nd loop L2 (mode 4 (see fig. 5)) mainly in that it passes through the cooler 7 instead of the heater 8. In the present embodiment, switching between the 2 nd loop L2 and the 6 th loop L6 is performed by the operation of the 5 th valve 35. That is, according to the present embodiment, in the loop passing through the battery 6, the path passing through the heater 8 and the path passing through the cooler 7 can be selected alternatively. Therefore, in either of the case where the temperature of the battery 6 is excessively high and the case where it is low, the temperature of the battery 6 can be adjusted by the refrigerant.
The cooling circuit 10 of the present embodiment includes a 1 st valve 31, a 2 nd valve 32, a 4 th valve 34, a 5 th valve 35, and a 6 th valve 36. These multiple switching valves are solenoid valves. Therefore, according to the present embodiment, these switching valves can be controlled together by the control unit 60. Further, among these switching valves, the 1 st valve 31, the 5 th valve 35, and the 6 th valve 36 are three-way valves, and therefore components can be shared. As a result, the types of components constituting the cooling circuit 10 can be reduced.
(modification)
A cooling circuit 10A according to a modification that can be used in place of the cooling circuit 10 according to the above embodiment will be described. In the description of the present modification, the same reference numerals are given to the constituent elements of the same embodiment as those of the above-described embodiment, and the description thereof is omitted.
Fig. 7 is a schematic diagram of a cooling circuit 10A according to the present modification.
The cooling circuit 10A of the present modification is different from the above-described embodiment mainly in that it includes a 6 th pipe 16A, a 2 nd valve 32A, and a 3 rd valve 33A.
The 6 th pipe 16A is connected to the 1 st pipe 11 at both ends. The upstream end of the 6 th pipe 16A is connected to the 1 st pipe 11 between the motor 2 and the inverter 3. The end of the 6 th pipe 16A on the downstream side is connected to the 1 st pipe 11 on the downstream side of the motor 2. The 6 th line 16A bypasses the motor 2 in the 1 st line 11.
Further, a 3 rd valve 33A is disposed at either one of both end portions of the 6 th pipe 16A. The 3 rd valve 33A is a three-way valve. The 3 rd valve 33A selectively switches whether or not to pass the refrigerant through the motor 2 among the 1 st loop L1, the 1 st sub loop L1a, the 3 rd loop L3, the 3 rd sub loop L3A, the 4 th loop L4, the 4 th sub loop L4a, the 5 th loop L5, or the 5 th sub loop L5a.
When the temperature of the motor 2 is sufficiently lower than the temperatures of the inverter 3 and the power control device 4, the heat of the inverter 3 and the power control device 4 moves to the motor 2 when the refrigerant is caused to pass through the 1 st line 11. Therefore, heat of the inverter 3 and the power control device 4 is less likely to move to the cooler 7, and heat exchange efficiency in the cooler 7 is reduced.
In contrast, according to the present modification, the refrigerant can be circulated around the motor 2 in each loop, and even when the temperature of the motor 2 is low, the heat of the inverter 3 and the power control device 4 can be efficiently moved to the cooler 7.
When the temperature of the motor 2 is low, the viscosity of the oil filled in the housing of the motor 2 increases, and the circulation efficiency of the oil in the housing tends to be low. According to the present modification, by bypassing the motor 2 in the 1 st line 11, the cooling of the motor 2 can be stopped while continuing the cooling of the inverter 3 and the power control device 4. Thus, when the temperature of the oil is low, the oil can be heated by heat generation of the motor 2, and the viscosity of the oil can be reduced.
The 2 nd valve 32A is a three-way valve. The 2 nd valve 32A is disposed at the connection portion of the 9 th pipe 19, the 13 th pipe 23, and the 14 th pipe 24. The 2 nd valve 32A communicates any 2 of the 9 th pipe 19, the 13 th pipe 23 and the 14 th pipe 24 while closing the remaining one. The 2 nd valve 32A of the present modification can be used instead of the 2 nd valve 32 of the above-described embodiment.
The structure of the 16 th pipe 26 and the structures of the 2 nd valve 32A and the 3 rd valve 33A may be adopted individually as modifications of the above-described embodiment.
While the embodiments and modifications of the present invention have been described above, the structures and combinations thereof in the embodiments and modifications are examples, and the structures may be added, omitted, substituted, and other modified without departing from the spirit of the present invention. The present invention is not limited to the embodiments.
Description of the reference numerals
1: a temperature adjusting device; 2: a motor; 3: an inverter; 4: a power control device; 5: a heat sink; 6: a battery; 7: a cooler; 8: a heater; 10. 10A: a cooling circuit; 11: a 1 st pipeline; 12: a 2 nd pipeline; 13: a 3 rd pipeline; 14: a 4 th pipeline; 15: a 5 th pipeline; 16A: a 6 th pipeline; 17: a 7 th pipeline; 29: a pipeline; 30: a switching valve; 31: valve 1 (bypass switching valve); 90: a vehicle; l1: loop 1; l2: loop 2; l3: loop 3; l4: loop 4; l5: loop 5; l6: loop 6.

Claims (10)

1. A thermostat device having:
a motor that drives the vehicle;
a battery that supplies power to the motor;
a cooler that extracts heat from the refrigerant; and
a cooling circuit through which the refrigerant flows,
the cooling circuit has:
a 1 st line passing through the motor;
a 2 nd pipe passing through the battery;
a 3 rd line passing through the cooler; and
a plurality of the switching valves are arranged on the valve body,
the cooling circuit has a 1 st mode and a 2 nd mode that are shifted by switching of the switching valve,
the cooling circuit of the 1 st mode has:
a 1 st loop in which the 1 st pipe and the 3 rd pipe are connected in a loop, and the refrigerant is circulated; and
a 2 nd circuit formed by connecting both ends of the 2 nd pipe in a loop shape, for circulating the refrigerant,
the cooling circuit of the 2 nd mode has a 3 rd loop formed by connecting the 1 st pipe and the 2 nd pipe in a loop shape, the 3 rd loop circulating the refrigerant,
the 3 rd line is separated from the 3 rd loop.
2. The thermostat device of claim 1, wherein,
the cooling circuit has a 3 rd mode that is shifted by switching of the switching valve,
the cooling circuit in the 3 rd mode has a 4 th loop formed by connecting the 1 st line, the 2 nd line, and the 3 rd line in a loop shape, and the 4 th loop circulates the refrigerant.
3. Temperature regulating device according to claim 1 or 2, wherein,
the temperature regulating device has a radiator for cooling the refrigerant,
the cooling circuit has:
a 4 th pipeline connected with the 1 st pipeline and passing through the radiator; and
and the 5 th pipeline is connected with the two ends of the 4 th pipeline and bypasses the 4 th pipeline.
4. A temperature regulating device according to claim 3, wherein,
the cooling circuit has a bypass switching valve at an end portion on an upstream side of the 5 th pipe,
the bypass switching valve is a thermostat that causes the refrigerant to flow to the 5 th line when the temperature of the refrigerant passing therethrough is lower than a threshold value.
5. The thermostat device as claimed in any one of claims 1 to 4, wherein,
the temperature adjusting device comprises:
a power control device that converts alternating current supplied from an external power source into direct current and supplies the direct current to the battery; and
an inverter that converts direct current supplied from the battery into alternating current and supplies the alternating current to the motor,
the 1 st pipeline passes through the power control device and the inverter.
6. The thermostat of claim 5, wherein,
the cooling circuit has a 6 th pipe that bypasses the motor in the 1 st pipe.
7. The thermostat device as claimed in any one of claims 1 to 6, wherein,
the cooling circuit has a 4 th mode that is shifted by switching of the switching valve,
the cooling circuit of the 4 th mode has:
the 2 nd loop; and
and a 5 th loop formed by connecting both ends of the 1 st pipeline in a loop shape, wherein the refrigerant is circulated, and the 3 rd pipeline is separated from the 2 nd and 5 th loops.
8. The thermostat device as claimed in any one of claims 1 to 7, wherein,
the cooling circuit has a 5 th mode that is shifted by switching of the switching valve,
the cooling circuit of the 5 th mode has:
a 5 th loop formed by connecting both ends of the 1 st pipe in a loop shape, the 5 th loop circulating the refrigerant; and
and a 6 th loop formed by connecting the 2 nd and 3 rd pipes in a loop shape, and circulating the refrigerant.
9. The thermostat device according to any one of claims 1 to 8, wherein,
the temperature regulating device has a heater for heating the refrigerant,
the cooling circuit has a 7 th conduit through the heater,
in the mode 1, the 7 th pipeline is contained in the 2 nd loop,
in the 2 nd mode, the 7 th pipe is separated from the 3 rd loop.
10. The temperature regulating device according to any one of claims 1 to 9, wherein,
a plurality of the switching valves are solenoid valves.
CN202180077480.XA 2020-11-20 2021-07-08 Temperature adjusting device Pending CN116458042A (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP2020193706 2020-11-20
JP2020-193706 2020-11-20
PCT/JP2021/025753 WO2022107383A1 (en) 2020-11-20 2021-07-08 Temperature regulating device

Publications (1)

Publication Number Publication Date
CN116458042A true CN116458042A (en) 2023-07-18

Family

ID=81708735

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202180077480.XA Pending CN116458042A (en) 2020-11-20 2021-07-08 Temperature adjusting device

Country Status (2)

Country Link
CN (1) CN116458042A (en)
WO (1) WO2022107383A1 (en)

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015186989A (en) * 2014-03-12 2015-10-29 カルソニックカンセイ株式会社 On-vehicle temperature control device, vehicle air conditioner, and battery temperature control device
JP2016159707A (en) * 2015-02-27 2016-09-05 トヨタ自動車株式会社 Hybrid vehicle
JP6743844B2 (en) * 2017-07-24 2020-08-19 株式会社デンソー Cooling water circuit
DE102017120615A1 (en) * 2017-09-07 2019-03-07 Volkswagen Aktiengesellschaft Motor vehicle with a cooling system
JP7087822B2 (en) * 2018-08-22 2022-06-21 トヨタ自動車株式会社 Vehicle cooling device control device
JP2020108260A (en) * 2018-12-27 2020-07-09 パナソニックＩｐマネジメント株式会社 Charging device and vehicle
DE102019100096B4 (en) * 2019-01-04 2021-01-28 Hanon Systems Air conditioning and battery cooling arrangement as well as method for operating an air conditioning and battery cooling arrangement

Also Published As

Publication number Publication date
WO2022107383A1 (en) 2022-05-27

Similar Documents

Publication Publication Date Title
CN110770070B (en) Cooling water circuit
CN110014840B (en) Motor-equipped vehicle
JP5336467B2 (en) Battery cooling device for vehicle
CN111902303B (en) Cooling device
JP6997884B2 (en) vehicle
US11731483B2 (en) Temperature adjustment circuit
CN111354997A (en) Temperature adjusting loop and control method thereof
CN116783376A (en) Temperature adjusting device
JP7038231B2 (en) vehicle
JP2021017230A (en) Thermal regulation system provided with peltier cell for electric drive vehicle
CN111347931A (en) Temperature adjusting loop and control method thereof
JP7042362B2 (en) Temperature control circuit
KR20200104645A (en) Cooling system for electric vehicle
CN116458042A (en) Temperature adjusting device
CN116457224A (en) Temperature adjusting device
CN112449553B (en) Vehicle with a vehicle body having a vehicle body support
WO2022107381A1 (en) Temperature regulating device
WO2022107382A1 (en) Temperature regulating device
WO2022107428A1 (en) Temperature regulator
CN116547855A (en) Temperature adjusting device
WO2022107384A1 (en) Temperature regulating device
JP2012228999A (en) Cooling control system
CN114206650A (en) Motor unit, temperature regulation system and vehicle

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination