JP2011240777A - Cooler - Google Patents

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Publication number
JP2011240777A
JP2011240777A JP2010113197A JP2010113197A JP2011240777A JP 2011240777 A JP2011240777 A JP 2011240777A JP 2010113197 A JP2010113197 A JP 2010113197A JP 2010113197 A JP2010113197 A JP 2010113197A JP 2011240777 A JP2011240777 A JP 2011240777A
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Japan
Prior art keywords
cooling
cooling water
low
flow path
engine
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Pending
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JP2010113197A
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Japanese (ja)
Inventor
Nobuyuki Hashimura
Seiji Inoue
誠司 井上
信幸 橋村
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Denso Corp
株式会社デンソー
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Application filed by Denso Corp, 株式会社デンソー filed Critical Denso Corp
Priority to JP2010113197A priority Critical patent/JP2011240777A/en
Publication of JP2011240777A publication Critical patent/JP2011240777A/en
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    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility
    • Y02T10/7208Electric power conversion within the vehicle
    • Y02T10/7241DC to AC or AC to DC power conversion

Abstract

PROBLEM TO BE SOLVED: To provide a cooler capable of efficiently cooling an electric apparatus without upsizing an existing radiator or integrated radiator.SOLUTION: The cooler is used to cool at least a part of electric apparatuses 20, 30 having a traveling motor 20 as a drive source of a vehicle and an output apparatus 30 for outputting power in relation to the motor 20. The electric apparatuses 20, 30 are cooled with either an engine coolant circulating in an engine cooling circuit 11 or a dedicated coolant circulating in a dedicated cooling circuit 41 exclusively provided to cool the electric apparatuses 20, 30 if an engine 10 is equipped as a drive source of the vehicle, and a low-pressure cooling medium circulating in a freezing cycle 60 for air conditioning of the cabin of the vehicle.

Description

  The present invention relates to a cooling device that cools electric equipment such as a driving motor and an inverter in a hybrid vehicle or an electric vehicle, for example.

  As a conventional cooling apparatus for electric equipment, for example, one disclosed in Patent Document 1 is known. That is, the cooling device of Patent Document 1 is a device that cools a motor generator and its control device (such as an inverter) in a hybrid vehicle using an engine and a motor generator as a driving source for travel. The inverter of Patent Document 1 is composed of a high heat-resistant SiC (silicon carbide) power element, and the inverter and the motor generator are arranged in the middle of an engine cooling system circuit including a radiator to cool the engine. It is cooled by water.

  Further, for example, as in Patent Document 2, there is a cooling device provided with a dedicated EV cooling water circuit for cooling an electrical component group (travel motor inverter, DC / DC converter, air conditioner inverter, etc.) in a hybrid vehicle. Are known. The EV cooling water circuit is provided independently of the engine cooling water circuit including the engine radiator, and is a circuit in which the EV cooling water circulates in the EV radiator. And an electrical component group is arrange | positioned in the middle of this EV cooling water circuit, and is cooled with EV cooling water. The EV radiator is disposed on the lower side of the engine radiator and is formed integrally with the engine radiator to form an integrated radiator.

Japanese Patent Laid-Open No. 2005-199986 JP 2004-203280 A

  However, in recent vehicles, the space in the engine room is very strict (narrow) in order to expand the vehicle interior space and give priority to the vehicle exterior design, and is required for cooling. It is difficult to secure and mount a built-in radiator and integrated radiator. Under such circumstances, a cooling device capable of sufficient cooling is desired in order to ensure the reliability of electrical equipment.

  In view of the above problems, an object of the present invention is to provide a cooling device that enables effective cooling of an electric device without increasing the size of a current radiator or an integrated radiator.

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

According to the first aspect of the present invention, an electric device (20) includes a travel motor (20) that is a travel source of the vehicle and an output device (30) that outputs electric power in association with the travel motor (20). 30) a cooling device for cooling at least a part of
Electrical equipment (20, 30)
When the engine (10) is further provided as a travel source of the vehicle, the engine cooling water circulating through the engine cooling circuit (11) or the dedicated cooling circuit (dedicated cooling circuit provided for cooling the electric devices (20, 30)) 41) any one of the dedicated cooling water circulating in the circulation;
The vehicle is cooled by a low-pressure refrigerant circulating in a refrigeration cycle (60) for vehicle interior air conditioning.

  According to the present invention, the electric equipment (20, 30) can be cooled by the low-pressure refrigerant of the refrigeration cycle (60) in addition to the cooling water, and the cooling capacity can be improved. 11) Or, it is possible to effectively cool the electric devices (20, 30) without increasing the size of the heat exchangers (12, 42) provided in the dedicated cooling circuit (41).

In the invention according to claim 2, the cooling water is divided on the upstream side of the electric device (20, 30),
One of the diverted cooling water is directly supplied for cooling the electrical equipment (20, 30),
The other of the divided cooling water is cooled by the low-pressure refrigerant and then supplied for cooling the electrical equipment (20, 30).

  According to the present invention, one of the divided cooling water can cool the electric equipment (20, 30) with the temperature of the engine cooling water in the engine cooling circuit (11) or the dedicated cooling water of the dedicated cooling circuit (41). . Furthermore, the other of the diverted cooling water is lowered in temperature by the low-pressure refrigerant, and the electric devices (20, 30) can be effectively cooled by the cooling water lowered in temperature.

The invention according to claim 3 further includes another cooling circuit (51) for cooling the electrical equipment (20, 30),
The cooling water for another circuit circulating through the other cooling circuit (51) is supplied for cooling the electrical equipment (20, 30) after being cooled by the low-pressure refrigerant.

  According to this invention, in addition to the engine cooling circuit (11) or the dedicated cooling circuit (41), another cooling circuit (51) can be used to cool the cooling water for the other circuit with the low-pressure refrigerant, In addition to the cooling with the engine cooling water or the dedicated cooling water, the electric equipment (20, 30) can also be cooled by the cooling water for the separate circuit further cooled by the refrigerant.

  The invention according to claim 4 is characterized in that the cooling water is supplied for cooling the electric equipment (20, 30) after being cooled by the low-pressure refrigerant.

  According to the present invention, the temperature of the engine cooling water or the dedicated cooling water can be lowered by the low-temperature refrigerant. Therefore, compared with the case where the electric device (20, 30) is cooled only by the engine cooling water or the dedicated cooling water, The electric devices (20, 30) can be effectively cooled.

In the invention according to claim 5, the upstream side of the electric device (20, 30) with respect to the original flow path (11, 41) of the engine cooling circuit (11) or the dedicated cooling circuit (41) through which the cooling water flows. A bypass channel (15, 45) for bypassing with
Switching means (16, 46) for switching the flow path to the original flow path (11, 41) or the bypass flow path (15, 45),
The cooling water flowing through the bypass passages (15, 45) is cooled by the low-pressure refrigerant,
The cooling water is circulated from the original flow path (11, 41) to the bypass flow path (16, 46) by the switching means (16, 46), and the cooling water is cooled by the low-pressure refrigerant.

  According to this invention, by switching the flow of the cooling water from the original flow path (11, 41) to the bypass flow path (15, 45), the electric device (20, 30) can be cooled as necessary. Become. That is, in normal times, the cooling water is supplied to the original flow paths (11, 41), and the electric devices (20, 30) are cooled at the original cooling water temperature. In addition, when it is desired to cool the electrical equipment (20, 30) more effectively, the temperature of the cooling water is decreased by flowing the cooling water to the bypass passages (15, 45), thereby reducing the temperature of the cooling water by the low-pressure refrigerant. The electric devices (20, 30) can be cooled by the cooling water. Therefore, the cold heat of the low-pressure refrigerant is not wasted.

In the invention according to claim 6, the low-pressure pipe (66) through which the low-pressure refrigerant flows is in contact with the outside of the electric device (20, 30) or penetrates the inside of the electric device (20, 30).
The low-pressure refrigerant is supplied for cooling the electrical equipment (20, 30) by the low-pressure pipe (66).

  According to the present invention, it is possible to effectively cool the electric devices (20, 30) using the low-pressure refrigerant by mainly changing the handling of the low-pressure pipe (66) of the refrigeration cycle (60), and the correspondence is easy. It is.

In invention of Claim 7, the temperature detection means (81) which detects the temperature of the cooling water in an electric equipment (20, 30) is provided,
When the compressor (61) of the refrigeration cycle (60) is stopped when the coolant temperature (Tb) detected by the temperature detection means (81) exceeds a predetermined threshold value (T1). Control means (90) which raises the discharge capability of compressor (61) when compressor (61) is operated or compressor (61) is operated is provided.

  According to this invention, when the cooling water temperature (Tb) exceeds a predetermined threshold value (T1), the compressor (61) is stopped when it is desired to effectively cool the electrical equipment (20, 30). In this case, by operating the compressor (61), the temperature of the low-pressure refrigerant can be lowered, and the cooling water temperature (Tb) can be effectively lowered. Further, when the compressor (61) is operated, the temperature of the low-pressure refrigerant can be lowered by increasing the discharge capacity of the compressor (61), and the cooling water temperature (Tb) can be effectively lowered. . Therefore, it is possible to effectively cool the electric devices (20, 30) when the cooling water temperature (Tb) exceeds a predetermined threshold value (T1) without wastefully using the cold heat of the low-pressure refrigerant. .

In invention of Claim 8, the 1st temperature detection means (81) which detects the temperature of the cooling water in an electric equipment (20, 30),
Second temperature detection means (82) for circulating through the bypass passages (15, 45) and detecting the temperature of the cooling water before being cooled by the low-pressure refrigerant,
When the cooling water temperature (Tb) detected by the first temperature detection means (81) exceeds a predetermined first threshold value (T1), the switching means (16, 46) allows the cooling water to flow through the original flow. Switching to flow from the passage (11, 41) to the bypass passage (15, 45),
When the cooling water temperature (Ta) detected by the second temperature detection means (82) exceeds a second threshold value (T2) set in advance on the lower side than the first threshold value, the refrigeration cycle (60) is compressed. Control means (90) for operating the compressor (61) when the compressor (61) is stopped, or for increasing the discharge capacity of the compressor (61) when the compressor (61) is operated It is characterized by having.

  According to this invention, when the temperature (Tb) of the cooling water in the electrical equipment (20, 30) exceeds the first threshold value (T1), the cooling water is switched by the switching means (16, 46). 45). When the temperature (Ta) of the cooling water flowing through the bypass passages (15, 46) exceeds the second threshold (T2), if the compressor (61) is stopped, the compressor (61) By operating, the temperature of the low-pressure refrigerant can be lowered, and the cooling water temperature (Ta) can be effectively lowered. Further, when the compressor (61) is operated, the temperature of the low-pressure refrigerant can be lowered by increasing the discharge capacity of the compressor (61), and the cooling water temperature (Ta) can be effectively lowered. . And the electric equipment (20, 30) can be effectively cooled by the cooling water whose temperature has been lowered. Therefore, it is possible to effectively cool the electric devices (20, 30) when the cooling water temperature (Ta) exceeds the second threshold (T2) without wastefully using the cold heat of the low-pressure refrigerant. it can.

  The invention described in claim 9 is characterized by comprising a double-pipe heat exchanger (72) for cooling the cooling water with a low-pressure refrigerant.

  According to the present invention, the double-pipe heat exchanger (72) allows one of the cooling water or the low-pressure refrigerant to flow between the outer pipe and the inner pipe and the other of the cooling water or the low-pressure refrigerant to the inside of the inner pipe. When the normal heat exchanger is used to exchange heat between the cooling water flowing through the cooling circuit (11, 41) and the low-pressure refrigerant flowing through the low-pressure pipe (66). Compared to this, it is possible to cope with a small space, and the mountability on the vehicle is not impaired.

  The invention according to claim 10 is characterized in that the electric device (20, 30) is an inverter (30) for controlling the rotational speed of the traveling motor (20).

  According to the present invention, the inverter (30) among the electric devices (20, 30) is an important electric device (20, 30), and the reliability can be sufficiently enhanced by effective cooling.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows a corresponding relationship with the specific means of embodiment description mentioned later.

It is a whole lineblock diagram showing the cooling device in a 1st embodiment. FIG. 2 is a detailed view showing an inverter in FIG. 1. It is a flowchart used when a control apparatus performs cooling control in 1st Embodiment. It is a whole block diagram which shows the cooling device in the modification 1 of 1st Embodiment. It is a whole block diagram which shows the cooling device in the modification 2 of 1st Embodiment. It is a whole block diagram which shows the cooling device in the modification 3 of 1st Embodiment. It is a whole block diagram which shows the cooling device in 2nd Embodiment. It is a whole block diagram which shows the cooling device in the modification 1 of 2nd Embodiment. It is a whole block diagram which shows the cooling device in the modification 2 of 2nd Embodiment. It is a whole block diagram which shows the cooling device in the modification 3 of 2nd Embodiment. It is a whole block diagram which shows the cooling device in 3rd Embodiment. It is a flowchart used when a control apparatus performs cooling control in 3rd Embodiment. It is a whole block diagram which shows the cooling device in the modification 1 of 3rd Embodiment. It is a whole block diagram which shows the cooling device in the modification 2 of 3rd Embodiment. It is a whole block diagram which shows the cooling device in the modification 3 of 3rd Embodiment. It is a whole block diagram which shows the cooling device in 4th Embodiment. It is a whole block diagram which shows the cooling device in the modification 1 of 4th Embodiment. It is a whole block diagram which shows the cooling device in the modification 2 of 4th Embodiment. It is a whole block diagram which shows the cooling device in the modification 3 of 4th Embodiment.

  A plurality of modes for carrying out the present invention will be described below with reference to the drawings. In each embodiment, parts corresponding to the matters described in the preceding embodiment may be denoted by the same reference numerals, and redundant description may be omitted. When only a part of the configuration is described in each mode, the other modes described above can be applied to the other parts of the configuration. Not only combinations of parts that clearly indicate that the combination is possible in each embodiment, but also a combination of the embodiments even if they are not clearly specified unless there is a problem with the combination. It is also possible.

(First embodiment)
A first embodiment of the present invention is shown in FIGS. 1 is an overall configuration diagram showing the cooling device 100A, FIG. 2 is a detailed diagram showing the inverter 30 in FIG. 1, and FIG. 3 is a flowchart used when the control device 90 executes cooling control. The cooling device 100A is applied to a so-called broad electric vehicle (EV) such as a hybrid vehicle or a fuel cell vehicle, which includes a traveling motor (motor generator) 20 as a traveling drive source. 20 is an apparatus for cooling the electrical equipment related to 20. Here, the electric device is a generic term for the traveling motor 20 itself and output devices such as an inverter 30 and a DC / DC converter (not shown) that output electric power in relation to the traveling motor 20. It is.

  The cooling device 100A according to the first embodiment is applied to a hybrid vehicle including both the engine 10 and the traveling motor 20 as a driving source for traveling, and uses the engine cooling water of the engine cooling circuit 11 and the low-pressure refrigerant of the refrigeration cycle 60. It is assumed that the inverter 30 as an electrical device is mainly cooled. Coolers 32 and 35 and a heat exchanger 71 are used for cooling the inverter 30. The cooling of the inverter 30 is controlled by the control device 90.

  The engine 10 is provided with an engine cooling circuit 11 that circulates so that engine cooling water for cooling the engine 10 flows out and returns to the inside. A radiator 12 is provided in the middle of the engine cooling circuit 11. The radiator 12 has a heat exchange part (core part) formed by alternately laminating tubes through which engine coolant flows and corrugated fins for expanding the heat radiation area. Located in front and behind the grille. The radiator 12 exchanges heat between the external air flowing in from the grill and the engine cooling water flowing through the tube to cool the engine cooling water. A pump 13 for circulating engine cooling water is provided on the engine inflow side of the engine cooling circuit 11.

  Further, the engine cooling circuit 11 is formed with a branch flow path 14 that branches from the outflow side of the radiator 12 and joins to the inlet side of the travel motor 20 described later, and the engine cooling water that has flowed out of the radiator 12. Is divided and flows through the original flow path 11 and the branch flow path 14 in parallel. The engine cooling water flowing through the original flow path 11 corresponds to one of the divided cooling water, and the cooling water flowing through the branch flow path 14 corresponds to the other divided cooling water.

  The traveling motor 20 is, for example, a three-phase AC rotary machine that constitutes an electrical device, and includes a motor generator that performs a power generation function in accordance with the traveling conditions of the vehicle in addition to the function of the motor as a traveling drive source. It has been adopted. The traveling motor 20 is disposed on the upstream side of the pump 13 in the engine cooling circuit 11. That is, the cooling oil is circulated inside the traveling motor 20, and the pump is placed on the outer surface corresponding to the position of the oil reservoir provided on the lower side inside the traveling motor 20. An engine cooling circuit 11 that is an upstream portion of 13 is in contact.

  The inverter 30 is a device that controls the rotational speed of the traveling motor 20, receives a DC voltage from a vehicle battery (not shown), and converts the DC voltage into, for example, a three-phase AC voltage by turning on and off the switching element. Then, the voltage is converted in accordance with a command from a control device 90 (motor control unit) to be described later, and the converted voltage is output to the traveling motor 20.

  As shown in FIG. 2, the inverter 30 includes a high heat generating component (the switching element) 31, a cooler 32, a low heat generating component (reactor, photocoupler, etc.) 33, a base 34, a cooler 35, etc. in a housing 36. It is housed and formed.

  The high heat generating component 31 is a switching element as described above, and is a component that converts voltage by an on-off operation. The high heat generating component 31 can be a heat generation source that generates heat with power loss due to an on-off operation, and is fixed so as to contact the upper surface of the cooler 32. The cooler 32 is a heat exchanger that forms a flat container body, and has an internal flow path through which engine coolant can flow. In the engine cooling circuit 11, engine cooling water flows through the internal flow path of the cooler 32 from the radiator 12, flows through the original flow path 11, and reaches the traveling motor 20. On the inner wall of the cooler 32, a plurality of convex portions are arranged, for example, in a staggered manner, and the flow of engine cooling water is disturbed to improve the heat transfer coefficient.

  The low heat generating component 33 constitutes a control unit that controls the operation of the high heat generating component 31 and is fixed so as to come into contact with the upper surface of the substrate 34. Further, the base 34 is fixed so as to contact the upper surface of the cooler 35. The cooler 35 is a heat exchanger formed with the same structure as the cooler 32. Inside the cooler 35, engine cooling water flows from the radiator 12 in the engine cooling circuit 11, flows through the branch flow path 14, and reaches the traveling motor 20.

  The refrigeration cycle 60 constitutes an air conditioner in the vehicle compartment and cools the conditioned air. The compressor 61, the condenser 62, the expansion valve 63, and the evaporator 64 are connected in a ring shape by a refrigerant pipe 65. Is formed. The compressor 61 is a fluid machine that compresses and discharges the refrigerant in the cycle to a high temperature and high pressure, and is disposed in the vicinity of the engine 10. The operation of the compressor 61 is controlled by a control device 90 (air conditioning control unit) described later.

  The condenser 62 is a heat exchanger that cools the high-temperature and high-pressure refrigerant discharged from the compressor 61 by heat exchange with external air to condense and liquefy it. The condenser 62 has a core portion made of tubes and fins similarly to the radiator 12, and is disposed between the grill and the radiator 12 in the engine room. The expansion valve 63 is a decompression device that decompresses and expands the liquid-phase refrigerant flowing out of the condenser 62 to lower the temperature and pressure. The evaporator 64 is a heat exchanger that exchanges heat between the refrigerant decompressed to a low temperature by the expansion valve 63 and the conditioned air, evaporates the refrigerant, and cools the conditioned air.

  In the refrigeration cycle 60, the period from the discharge side of the compressor 61 to the inflow side of the expansion valve 63 is a high pressure region in which the refrigerant is compressed to a high pressure by the compressor 61, and from the outflow side of the expansion valve 63. The low pressure region in which the pressure is reduced by the expansion valve 63 is between the suction side of the compressor 61. Here, the refrigerant pipe in the low pressure region is the low pressure pipe 66. Hereinafter, the refrigerant flowing through the low-pressure pipe 66 is referred to as a low-pressure refrigerant. A heat exchanger 71 is provided between the upstream side of the cooler 35 in the branch flow path 14 and the downstream side of the evaporator 64 in the low-pressure pipe 66.

  The heat exchanger 71 is formed, for example, by interposing a high thermal conductivity member between the branch flow path 14 and the low pressure pipe 66, and the heat of the engine coolant flowing through the branch flow path 14 is low pressure pipe. 66 is transmitted to the low-pressure refrigerant flowing through 66. That is, the engine cooling water flowing through the branch flow path 14 is cooled by the low-pressure refrigerant. In addition, the heat exchanger 71 is good also as what made the branch flow path 14 and the low voltage | pressure piping 66 contact each other directly for a predetermined distance. Alternatively, the heat exchanger 71 may have two flow paths that are arranged close to each other in parallel, and engine cooling water and low-pressure refrigerant may be circulated through the flow paths.

  A temperature sensor 81 is provided on the outer surface of the cooler 32 of the inverter 30 as temperature detecting means for detecting the temperature of engine cooling water whose temperature has been raised by the high heat generating component 31. The temperature signal (cooling water temperature Tb) detected by the temperature sensor 81 is output to the control device 90 described later.

  The control device 90 as a control means controls the operation of the compressor 61 of the refrigeration cycle 60 according to the operation request of the inverter 30 and the air conditioner when the vehicle travels, and particularly the cooling of the inverter 30 is sufficiently required. In this case, the inverter 30 is effectively cooled by controlling the operation of the compressor 61 in accordance with a temperature signal from the temperature sensor 81 (details will be described later).

  Next, the operation and effect of the cooling device 100A based on the above configuration will be described with reference to the flowchart of FIG.

  When the vehicle is traveling (during operation), the engine 10 and the traveling motor 20 are operated, and the drive torques of both are added by a power distribution mechanism (for example, a planetary gear) (not shown) and output to the drive shaft. Depending on the driving conditions of the vehicle, for example, the vehicle is driven mainly by the driving motor 20 during low-speed driving, the vehicle is driven mainly by the engine 10 during high-speed driving, and further during high-load driving. The vehicle is driven by the engine 10 and the traveling motor 20.

  With the operation of the engine 10, the pump 13 is also operated, and the engine cooling water circulates in the engine cooling circuit 11 including the branch flow path 14. The engine coolant is cooled by the radiator 12, and the engine 10 is controlled to an appropriate temperature. At this time, along with the circulation of the engine cooling water, the engine cooling water flows through the cooler 32 and the cooler 35 in the inverter 30, the high heat generating component 31 is cooled by the cooler 32, and the cooler 35 The low heat generating component 33 is cooled, and the inverter 30 is generally cooled. Furthermore, the traveling motor 20 on the downstream side of the inverter 30 in the engine cooling circuit 11 is also cooled by the engine cooling water.

  Further, when an air conditioner switch (air conditioning request) is turned on at the request of an occupant, the control device 90 operates the compressor 61 to circulate the refrigerant in the refrigeration cycle 60 and conditioned air by the evaporator 64. Cool down. At this time, the engine coolant flowing through the branch flow path 14 is cooled by the heat exchanger 71 (the low-pressure refrigerant in the low-pressure pipe 66) and the temperature is lowered. The low heat generating component 33 of the inverter 30 is effectively cooled by the engine cooling water whose temperature has been lowered. That is, the inverter 30 is cooled by normal engine cooling water and the low-pressure refrigerant of the refrigeration cycle 60.

  Here, while the inverter 30 is cooled by the engine cooling water, when the temperature of the engine cooling water itself flowing out from the radiator 12 is high, or depending on the operating conditions of the refrigeration cycle 60, the engine cooling is performed by the low-pressure refrigerant. The case where water cannot be sufficiently cooled can be considered. In the present embodiment, the following control is performed so that the inverter 30 can be always suitably cooled.

  That is, in the flowchart of FIG. 3, the control device 90 first determines in step S100 whether or not the coolant temperature Tb obtained from the temperature sensor 81 is higher than a predetermined threshold value T1. The threshold value T1 is predetermined as an upper limit temperature (for example, 105 ° C.) of engine cooling water to be controlled to maintain the reliability of the inverter 30.

  If an affirmative determination is made in step S100, it is next determined in step S110 whether or not the compressor 61 is in an operating state. If the compressor 61 is not operating, the engine cooling water cannot be cooled by the low-temperature low-pressure refrigerant in the branch flow path 14, and if the cooling load is low even if the compressor 61 is operating, the compressor 61 The refrigerant discharge amount is suppressed, the flow rate of the low-pressure refrigerant is reduced, and the engine coolant in the branch passage 14 cannot be sufficiently cooled.

  Therefore, if the determination in step S110 is negative, that is, if it is determined that the compressor 61 is not in the operating state, the control device 90 intentionally operates the compressor 61 in step S120, even though there is no passenger air conditioning request. Let Then, the refrigerant circulates in the refrigeration cycle 60, the low-pressure refrigerant flows through the low-pressure pipe 66, the engine coolant in the branch flow path 14 is cooled, and the inverter 30 is effectively cooled. In step S130, it is monitored whether or not the cooling water temperature Tb is equal to or lower than the threshold value T1, and if it is equal to or lower than the threshold value T1, the compressor 61 is stopped in step S140.

  On the other hand, when it is determined in step S110 that the compressor 61 is in the operating state, the control device 90 intentionally determines the current discharge capacity of the compressor 61, that is, the refrigerant discharge amount, which is required for air conditioning in step S150. increase. Then, the flow rate of the refrigerant circulating in the refrigeration cycle 60 increases, the flow rate of the low-pressure refrigerant in the low-pressure pipe 66 increases, the temperature drop of the engine coolant in the branch flow path 14 increases, and the inverter 30 is effectively cooled. Will be. In step S160, it is monitored whether or not the cooling water temperature Tb is equal to or lower than the threshold value T1, and if it is equal to or lower than the threshold value T1, the refrigerant discharge amount of the compressor 61 is returned to the original value in step S170.

  As described above, in the present embodiment, in addition to the engine cooling water, the low-pressure refrigerant of the refrigeration cycle 60 is also used to cool the inverter 30 constituting the electric device. Specifically, the branch passage 14 is formed by diverting the engine cooling circuit 11 in the middle, and the inverter 30 is cooled with the engine cooling water that flows through the original engine cooling circuit 11 and also flows through the branch passage 14. After cooling the engine cooling water with the low-pressure refrigerant, the inverter 30 is further cooled with the engine cooling water whose temperature has been lowered.

  Therefore, the inverter 30 can be cooled by the low-pressure refrigerant of the refrigeration cycle 60 in addition to the normal engine cooling water, and the cooling capacity can be improved. Therefore, the radiator 12 in the engine cooling circuit 11 can be enlarged. Even without this, the inverter 30 can be effectively cooled.

(Modification 1 of the first embodiment)
FIG. 4 shows a cooling device 100B according to Modification 1 of the first embodiment. In the first modification (FIG. 4) of the first embodiment, heat is generated between the engine cooling water flowing through the branch flow path 14 and the low-pressure refrigerant in the low-pressure pipe 66 as compared to the first embodiment (FIG. 1). The heat exchanger 71 to be replaced is a double-pipe water refrigerant heat exchanger 72.

  In the double-pipe water refrigerant heat exchanger 72, the inner pipe is disposed so as to be concentric inside the outer pipe, and both longitudinal ends of the outer pipe are closed between the outer peripheral surface of the inner pipe. The heat exchanger has an outer channel formed between the outer tube and the inner tube, and an inner channel formed inside the inner tube. In the vicinity of both ends in the longitudinal direction of the outer tube, an inflow port and an outflow port communicating with the outer flow path are provided.

  In Modification 1 (FIG. 4) of the first embodiment, the inlet and outlet are connected to the branch flow path 14, and the engine cooling water flowing through the branch flow path 14 flows through the outer flow path. ing. Further, both ends in the longitudinal direction of the inner pipe are connected to the low-pressure pipe 66 so that the low-pressure refrigerant flows through the inner flow path.

  According to the first modification of the first embodiment (FIG. 4), in the double-pipe water refrigerant heat exchanger 72, the engine cooling water flows through the outer flow path, and the low pressure refrigerant flows through the internal flow path to generate heat. Can be exchanged. In particular, by connecting the inner pipe and the low-pressure pipe 66, a heat exchanger in which the low-pressure refrigerant flows through the inner flow path can be obtained, so that the low-pressure pipe 66 can be used as it is. As compared with the case of using this heat exchanger, it is possible to cope with a small space, so that the mounting property on the vehicle is not impaired.

(Modification 2 of the first embodiment)
FIG. 5 shows a cooling device 100C according to the second modification of the first embodiment. The modification 2 (FIG. 5) of 1st Embodiment replaces with the radiator cooling water which circulates in the radiator cooling circuit 11 as basic cooling water which cools the inverter 30 with respect to the said 1st Embodiment (FIG. 1). EV cooling water circulating in the EV cooling circuit 41 is used.

  The EV cooling circuit 41 is formed as a dedicated cooling circuit separately from the engine cooling circuit 11, and the EV cooling water inside is circulated through the annular flow path by the EV pump 43. The EV pump 43 is always in an operating state when the vehicle is running (at the time of operation). The traveling motor 20 is arranged on the upstream side of the EV pump 43 so that the outer surface of the traveling motor 20 contacts the EV cooling circuit 41.

  Further, an EV radiator 42 is provided in the middle of the cooling circuit 41 and downstream of the EV pump 43. The EV radiator 42 has a heat exchange portion (core portion) formed by alternately stacking tubes through which EV cooling water flows and corrugated fins for expanding the heat radiation area. Arranged on the side. The EV radiator 42 cools the EV cooling water by exchanging heat between the external air flowing in from the grill and the EV cooling water flowing through the tube. In FIG. 5, the EV radiator 42 is formed as a radiator independent of the radiator 12, but may be formed integrally with the radiator 12.

  Further, the EV cooling circuit 41 is formed with an EV branch flow path 44 that branches from the outflow side of the EV radiator 42 and joins to the inlet side of the traveling motor 20, and the EV cooling flow out from the EV radiator 42 is formed. The water is divided and flows in parallel through both the original flow path 41 and the EV branch flow path 44. The engine cooling water flowing through the original flow path 41 corresponds to one of the diverted cooling waters of the present invention, and the cooling water flowing through the EV branch flow path 44 corresponds to the other diverted cooling water of the present invention. .

  In the cooler 32 of the inverter 30, in the EV cooling circuit 41, EV cooling water flows out from the EV radiator 42, flows through the original flow path 41, and reaches the traveling motor 20. Yes. Further, in the cooler 35, in the EV cooling circuit 41, the engine cooling water flows from the EV radiator 42 to the EV branch flow path 14 and reaches the traveling motor 20. .

  The modification 2 (FIG. 5) of this 1st Embodiment replaces engine cooling water as cooling water, and uses exclusive EV cooling water, and a basic action | operation and an effect are the said 1st Embodiment ( The same as FIG.

  In the second modification (FIG. 5) of the first embodiment, since the dedicated EV cooling water is used instead of the engine cooling water, the temperature of the EV cooling water does not matter regardless of the cooling conditions of the engine 10. The threshold value T1 for determining the coolant temperature Tb in the flowchart described with reference to FIG. 3 is set to a lower value (for example, 65 ° C.) than in the first embodiment. In the second modification (FIG. 5) of the first embodiment, it is possible to substantially cope with EV cooling water having a temperature lower than that of the engine cooling water, and the inverter 30 can be easily cooled.

(Modification 3 of the first embodiment)
FIG. 6 shows a cooling device 100D in Modification 3 of the first embodiment. The modification 3 (FIG. 6) of 1st Embodiment distribute | circulates the EV cooling water which distribute | circulates the EV branch flow path 44, and the low voltage | pressure piping 66 with respect to the modification 2 (FIG. 5) of the said 1st Embodiment. The heat exchanger 71 that exchanges heat with the low-pressure refrigerant is a double-pipe water refrigerant heat exchanger 72. The water-refrigerant heat exchanger 72 is the same as that described in Modification 1 (FIG. 4) of the first embodiment.

  The operation and effect of Modification 3 (FIG. 6) of the first embodiment are the same as Modification 2 (FIG. 5) of the first embodiment.

(Second Embodiment)
FIG. 7 shows a cooling device 100E according to the second embodiment. In the second embodiment (FIG. 7), the branch flow path 14 is eliminated and an EV cooling circuit 51 is provided as another cooling circuit, and the EV cooling circuit 51 is circulated as compared with the first embodiment (FIG. 1). The EV cooling water is cooled with a low-pressure refrigerant, and the inverter 30 is cooled by the EV cooling water whose temperature has been lowered and the engine cooling water circulating in the engine cooling circuit 11.

  The EV cooling circuit 51 is formed as a cooling circuit different from the engine cooling circuit 11 and the EV cooling circuit 41 (FIGS. 1 and 5), and the EV pump 52 causes the internal EV cooling water to flow in an annular shape. It is designed to circulate through the road. The EV pump 52 is always in an operating state when the vehicle travels (when operated).

  Unlike the EV cooling circuit 41 (FIGS. 5 and 6) including the EV radiator 42, the EV cooling circuit 51 does not include the EV radiator 42. A heat exchanger 71 is provided between the EV cooling circuit 51 and the low-pressure pipe 66 of the refrigeration cycle 60. That is, the EV cooling water circulating in the EV cooling circuit 51 is cooled by the low-pressure refrigerant and the temperature is lowered. Then, the EV cooling water whose temperature has been lowered by the heat exchanger 71 flows through the inside of the cooler 35 of the inverter 30. Note that engine cooling water circulating in the engine cooling circuit 11 circulates inside the cooler 32.

  The point of the cooling control based on the cooling water temperature Tb obtained by the temperature sensor 81 and the operating state of the compressor 61 is the same as that in the first embodiment. However, the threshold value T1 for determining the cooling water temperature Tb corresponds to a lower value (for example, 65 ° C.) than that in the first embodiment.

  In the second embodiment (FIG. 7), the inverter 30 is cooled by the engine cooling water circulating through the engine cooling circuit 11 and further by the EV cooling water circulating through the EV cooling circuit 51 whose temperature has been lowered by the low-pressure refrigerant. As a result, the inverter 30 can be effectively cooled.

  As a procedure for cooling control, a temperature sensor is provided in the cooler 35 instead of the temperature sensor 81 of the cooler 32, and when the coolant temperature obtained by this temperature sensor is lower than a predetermined threshold, the EV pump Control may be performed such that the EV pump 52 is operated and the compressor 61 is operated or the discharge amount of the compressor 61 is increased when the cooling water temperature is higher than the threshold.

(Modification 1 of 2nd Embodiment)
FIG. 8 shows a cooling device 100F in Modification 1 of the second embodiment. Modification 1 (FIG. 8) of the second embodiment is different from the second embodiment (FIG. 7) between EV cooling water that circulates in the EV cooling circuit 51 and low-pressure refrigerant that circulates in the low-pressure pipe 66. The heat exchanger 71 for exchanging heat is a double-pipe water refrigerant heat exchanger 72. The water-refrigerant heat exchanger 72 is the same as that described in Modification 1 (FIG. 4) of the first embodiment.

  The operation and effect of the first modification (FIG. 8) of the second embodiment are basically the same as those of the second embodiment (FIG. 7), and the water refrigerant heat exchanger 72 having excellent mountability is used. Thus, it is possible to cool the inverter 30 effectively.

(Modification 2 of the second embodiment)
FIG. 9 shows a cooling device 100G in Modification 2 of the second embodiment. Modification 2 (FIG. 9) of the second embodiment is different from the second embodiment (FIG. 7) in that an engine cooling circuit is used as basic cooling water for cooling the inverter 30 (cooling water flowing through the cooler 32). In this case, EV cooling water circulating in the EV cooling circuit 41 is used instead of the engine cooling water circulating in the engine 11.

  In the second modification (FIG. 9) of the second embodiment, the inverter 30 is cooled by the EV cooling water that circulates through the EV cooling circuit 41 and circulates through the EV cooling circuit 51 that has been lowered in temperature by the low-pressure refrigerant. It is further cooled by the cooling water, and the inverter 30 can be effectively cooled.

(Modification 3 of 2nd Embodiment)
FIG. 10 shows a cooling device 100H in Modification 3 of the second embodiment. The modification 3 (FIG. 10) of the second embodiment is different from the modification 2 (FIG. 9) of the second embodiment in that the EV cooling water circulating in the EV cooling circuit 51 and the low pressure circulating in the low-pressure pipe 66 are used. The heat exchanger 71 that exchanges heat with the refrigerant is a double-pipe water refrigerant heat exchanger 72. The water-refrigerant heat exchanger 72 is the same as that described in Modification 1 (FIG. 4) of the first embodiment.

  The operation and effect of the third modification (FIG. 10) of the second embodiment are the same as those of the second modification (FIG. 9) of the second embodiment, and the water refrigerant heat exchanger 72 having excellent mountability is used. Thus, it is possible to cool the inverter 30 effectively.

(Third embodiment)
A cooling device 100I according to the third embodiment is shown in FIG. The third embodiment (FIG. 11) eliminates the branch flow path 14 and provides a bypass flow path 15 in the engine cooling circuit 11 with respect to the first embodiment (FIG. 1). The circulating engine cooling water is cooled with a low-pressure refrigerant, and the inverter 30 is cooled with the engine cooling water whose temperature has been lowered.

  In the engine cooling circuit 11, a bypass flow path 15 (A in FIG. 11) that bypasses the original flow path 11 (B in FIG. 11) is provided on the outflow side of the radiator 12 and the upstream side of the inverter 30. Is formed. The engine cooling water flowing through the original flow path 11 flows through the cooler 32 of the inverter 30. In the third embodiment (FIG. 11), the cooler 35 of the inverter 30 is eliminated.

  A three-way switching valve 16 is provided at a branch point where the original flow path 11 branches to the bypass flow path 15. In the three-way switching valve 16, the valve opening degree of the valve provided therein is controlled by the control device 90, and the engine cooling water flows into the original flow path 11 (B) and the bypass flow path 15 (A). It is possible to switch to the case of flowing in A heat exchanger 71 is provided between a midway portion of the bypass flow path 15 and the downstream side of the evaporator 64 of the low-pressure pipe 66.

  Further, on the upstream side of the heat exchanger 71 of the bypass passage 15, a temperature sensor 82 is provided that detects the temperature of the engine coolant before flowing through the bypass passage 15 and exchanging heat by the heat exchanger 71. It has been. The temperature signal (cooling water temperature Ta) detected by the temperature sensor 82 is output to the control device 90. The temperature sensor 81 in the cooler 32 of the inverter 30 described in the first embodiment (FIG. 1) corresponds to the first temperature detecting means of the present invention, and the temperature sensor 82 in the bypass flow path 15 is the second temperature detecting device of the present invention. Corresponds to temperature detection means.

  In the third embodiment (FIG. 11), the cooling control is executed based on the flowchart shown in FIG. The flowchart shown in FIG. 12 adds steps S101 to S103 between step S100 and step S110 to the flowchart described in the first embodiment (FIG. 3), and steps S140 and S170, respectively. This is a change to S141 and step S171.

  If the controller 90 determines in step S100 that the coolant temperature Tb in the inverter 30 obtained from the temperature sensor 81 is equal to or lower than the threshold value T1, the controller 90 controls the valve opening of the three-way switching valve 16 in step S102, thereby cooling the engine. Water is allowed to flow through the original flow path 11 (B). In other words, in a state where the coolant temperature Tb is lower than the threshold value T1 and the temperature of the inverter 30 is appropriately maintained, the inverter 30 is cooled only by the engine coolant circulating in the engine cooling circuit 11 in its original form. I am doing so.

  On the other hand, if the determination in step S100 is affirmative, that is, if it is determined that the coolant temperature Tb is higher than the threshold value T1, the controller 90 controls the valve opening of the three-way switching valve 16 in step S101, and the engine coolant is bypassed. 15 (A) is distributed. Then, the engine coolant that has flowed out of the radiator 12 flows through the bypass passage 15 and flows through the cooler 32 of the inverter 30. In step S103, it is determined whether or not the coolant temperature Ta in the bypass passage 15 obtained from the temperature sensor 82 is higher than the threshold value T2. The threshold value T2 is set as a value lower than the threshold value T1, and is predetermined as a temperature (for example, 100 ° C.) required for cooling the inverter 30. The threshold T2 corresponds to the second threshold when the threshold T1 is set as the first threshold in the present invention.

  If NO in step S103, that is, if it is determined that the coolant temperature Ta is equal to or lower than the threshold value T2, the process returns to step S100 and the above control is repeated. However, if the determination in step S103 is affirmative, that is, if it is determined that the coolant temperature Ta is higher than the threshold value T2, the steps after step S110 are performed in the same manner as in the first embodiment (FIG. 3) in order to lower the temperature of the engine coolant. It progresses to S120, step S130, or step S150, step S160.

  By executing Step S120, Step S130, or Step S150, Step S160, the engine coolant flowing through the bypass passage 15 is cooled by the low-pressure refrigerant, and the inverter 30 is effectively cooled by the engine coolant having the temperature lowered. It will be.

  If the cooling water temperature Tb in the inverter 30 becomes equal to or lower than the threshold value T1 in step 130, the compressor 61 is stopped in step S141, and the valve opening degree of the switching three-way valve 16 is controlled, so that the engine cooling water can It distribute | circulates the flow path 11 (B). Further, if the coolant temperature Tb in the inverter 30 becomes equal to or lower than the threshold value T1 in step 160, the refrigerant discharge amount of the compressor 61 is returned to the original in step S171, and the valve opening degree of the switching three-way valve 16 is controlled. The engine coolant is allowed to flow through the original flow path 11 (B).

  As described above, in the third embodiment, when the coolant temperature Tb in the inverter 30 exceeds the first threshold value T1, the engine coolant is circulated to the bypass flow path 15 by the three-way switching valve 16. And when the cooling water temperature Ta in the bypass channel 15 exceeds the second threshold value T2, if the compressor 61 is stopped, the temperature of the low-pressure refrigerant can be lowered by operating the compressor 61, The water temperature Ta can be effectively reduced. Further, when the compressor 61 is operated, the temperature of the low-pressure refrigerant can be lowered by increasing the refrigerant discharge amount of the compressor 61, and the cooling water temperature Ta can be effectively lowered. The inverter 30 can be effectively cooled by the engine coolant whose temperature has been lowered. Therefore, it is possible to effectively cool the inverter 30 when the cooling water temperature Ta exceeds the second threshold T2 without wastefully using the cold heat of the low-pressure refrigerant.

(Modification 1 of 3rd Embodiment)
FIG. 13 shows a cooling device 100J in Modification 1 of the third embodiment. Modification 1 (FIG. 13) of the third embodiment is different from the third embodiment (FIG. 11) between the engine cooling water flowing through the bypass passage 15 and the low-pressure refrigerant flowing through the low-pressure pipe 66. The heat exchanger 71 for exchanging heat is a double-pipe water refrigerant heat exchanger 72. The water-refrigerant heat exchanger 72 is the same as that described in Modification 1 (FIG. 4) of the first embodiment.

  The operation and effect of the modification 1 (FIG. 13) of the third embodiment are basically the same as those of the third embodiment (FIG. 11), and the water refrigerant heat exchanger 72 having excellent mountability is used. Thus, it is possible to cool the inverter 30 effectively.

(Modification 2 of 3rd Embodiment)
FIG. 14 shows a cooling device 100K in Modification 2 of the third embodiment. Modification 2 (FIG. 14) of the third embodiment is different from the third embodiment (FIG. 11) in that an engine cooling circuit is used as basic cooling water (cooling water flowing through the cooler 32) for cooling the inverter 30. In this case, EV cooling water circulating in the EV cooling circuit 41 is used instead of the engine cooling water circulating in the engine 11.

  In the EV cooling circuit 41, an EV bypass flow path 45 (A in FIG. 14) bypasses the original flow path 41 (B in FIG. 14) on the outflow side of the EV radiator 42 and on the upstream side of the inverter 30. ) Is formed. The engine cooling water that flows through the original flow path 41 flows through the cooler 32 of the inverter 30.

  A three-way switching valve 16 is provided at a branch point where the original flow path 41 branches to the EV bypass flow path 45. The three-way switching valve 16 includes a case where the valve opening degree of the valve provided therein is controlled by the control device 90 to flow the EV cooling water into the original flow path 41 (B), and the EV bypass flow path 45 (A ) Can be switched to the case of flowing to. A heat exchanger 71 is provided between a midway portion of the EV bypass passage 45 and the downstream side of the evaporator 64 of the low-pressure pipe 66.

  In the second modification of the third embodiment (FIG. 14), the inverter 30 is cooled by the EV cooling water circulating in the EV cooling circuit 41 and flows through the EV bypass passage 45, and the temperature is lowered by the low-pressure refrigerant. The EV cooling water is further cooled, and the inverter 30 can be effectively cooled.

(Modification 3 of 3rd Embodiment)
FIG. 15 shows a cooling device 100L in Modification 3 of the third embodiment. The third modification of the third embodiment (FIG. 15) is different from the second modification (FIG. 14) of the third embodiment in that the EV cooling water flowing through the bypass passage 45 and the low pressure flowing through the low-pressure pipe 66 are used. The heat exchanger 71 that exchanges heat with the refrigerant is a double-pipe water refrigerant heat exchanger 72. The water-refrigerant heat exchanger 72 is the same as that described in Modification 1 (FIG. 4) of the first embodiment.

  The operation and effect of the third modification of the third embodiment (FIG. 15) are the same as those of the second modification of the third embodiment (FIG. 14), and the water refrigerant heat exchanger 72 having excellent mountability is used. Thus, it is possible to cool the inverter 30 effectively.

(Fourth embodiment)
A cooling device 100M in the fourth embodiment is shown in FIG. In the fourth embodiment (FIG. 16), the branch flow path 14 and the heat exchanger 71 are eliminated and the inverter 30 is directly cooled by the low-pressure refrigerant as compared with the first embodiment (FIG. 1). It is a thing.

  In the engine cooling circuit 11, the engine cooling water flowing out from the radiator 12 flows through the cooler 32 of the inverter 30. Therefore, the inverter 30 is cooled by the engine coolant. In the fourth embodiment (FIG. 16), the cooler 35 of the inverter 30 is eliminated.

  And the low-pressure piping 66 of the refrigerating cycle 60 is arrange | positioned so that the outer surface of the housing | casing 36 of the inverter 30 may be contacted, and the inverter 30 is cooled also with a low-pressure refrigerant | coolant in addition to the said engine cooling water. It has become.

  The cooling control in the fourth embodiment is the same as that described in the first embodiment (FIGS. 1 and 3).

  In the fourth embodiment, mainly by changing the handling of the low-pressure pipe 66 of the refrigeration cycle 60, the inverter 30 using the low-pressure refrigerant can be effectively cooled, and the response is easy.

(Modification 1 of 4th Embodiment)
FIG. 17 shows a cooling device 100N according to Modification 1 of the fourth embodiment. Modification 1 (FIG. 17) of the fourth embodiment is different from the fourth embodiment (FIG. 16) in that an engine cooling circuit is used as basic cooling water for cooling the inverter 30 (cooling water flowing through the cooler 32). In this case, EV cooling water circulating in the EV cooling circuit 41 is used instead of the engine cooling water circulating in the engine 11.

  In the EV cooling circuit 41, the EV cooling water flowing out from the EV radiator 42 flows through the cooler 32 of the inverter 30. Therefore, the inverter 30 is cooled by the EV cooling water. And the low-pressure piping 66 of the refrigerating cycle 60 is arrange | positioned so that the outer surface of the housing | casing 36 of the inverter 30 may be contacted, and the inverter 30 is effectively cooled also with a low-pressure refrigerant in addition to the EV cooling water. Is done.

(Modification 2 of 4th Embodiment)
FIG. 18 shows a cooling device 100O in Modification 2 of the fourth embodiment. Modification 2 (FIG. 18) of the fourth embodiment is such that the low-pressure pipe 66 of the refrigeration cycle 60 penetrates the inside of the casing 36 of the inverter 30 with respect to the fourth embodiment (FIG. 16). It is.

  In Modification 2 (FIG. 18) of the fourth embodiment, the inverter 30 is effectively cooled by low-pressure refrigerant in addition to engine cooling water, as in the fourth embodiment (FIG. 16).

(Modification 3 of 4th Embodiment)
FIG. 19 shows a cooling device 100P in Modification 3 of the fourth embodiment. Modification 3 (FIG. 19) of the fourth embodiment penetrates the inside of the housing 36 of the inverter 30 through the low-pressure pipe 66 of the refrigeration cycle 60 as compared to Modification 1 (FIG. 17) of the fourth embodiment. It is what I did.

  In Modification 3 (FIG. 19) of the fourth embodiment, similarly to Modification 1 (FIG. 17) of the fourth embodiment, the inverter 30 is effectively cooled by low-pressure refrigerant in addition to EV cooling water. The

(Other embodiments)
In each of the above-described embodiments, the inverter 30 is described as an example of the cooling target of the electric equipment using the cooling water (engine cooling water or EV cooling water) and the low-pressure refrigerant. However, the cooling target is not limited to the inverter 30. Depending on the degree of cooling required, the traveling motor 20, the DC / DC converter, or a combination thereof can be implemented.

  In the first and second embodiments (including the respective modifications), the original engine cooling water or EV cooling water is circulated through the cooler 32, and the cooling water cooled by the low-pressure refrigerant is circulated through the cooler 35. However, it may be reversed. In short, the inverter 30 may be cooled with both cooling waters.

  In the embodiment using the water refrigerant heat exchanger 72, the inlet and outlet of the water refrigerant heat exchanger 72 are connected to the low pressure pipe 66, and the inner pipe is connected to the branch flow path 14 or the EV cooling circuit 51. The low-pressure refrigerant may be circulated through the outer flow path, and the engine cooling water or EV cooling water may be circulated through the inner flow path.

  Further, in the third embodiment (including each modification), bypass flow paths 15 and 45 are provided so that engine cooling water or EV cooling water flowing through the bypass flow paths 15 and 45 is cooled with a low-pressure refrigerant. However, the bypass flow paths 15 and 45 may be eliminated, and each cooling water of the engine cooling circuit 11 or the EV cooling circuit 41 on the upstream side of the inverter 30 may be cooled with a low-pressure refrigerant. In this case, the cooling control may be performed based on the flowchart described in FIG.

  Further, although the low-pressure refrigerant on the downstream side of the evaporator 64 is used as the low-pressure refrigerant for cooling the cooling water of the engine cooling circuit 11 and the EV cooling circuits 41 and 51, the refrigerant reaches the evaporator 64 from the outflow side of the expansion valve 63. A low-pressure refrigerant in between may be used.

  Further, the target vehicle is a hybrid vehicle that uses both the engine 10 and the travel motor 20 as a travel drive source. However, the present invention is not limited to this, and the travel motor 20 is mainly used as a travel drive source. You may apply to the hybrid vehicle which uses the engine 10 mainly as a drive source for electric power generation.

  Furthermore, although the hybrid vehicle has been exemplified as the target vehicle, the present invention is not limited thereto, and a fuel cell vehicle that does not include the engine 10 may be the target vehicle. In this case, since the engine cooling circuit 11 is not provided, the EV cooling circuit 41 or the EV cooling water of the EV cooling circuit 51 is used as the cooling water.

10 Engine 11 Engine cooling circuit (original flow path)
15 Bypass flow path 16 Three-way switching valve (switching means)
20 Traveling motor (electrical equipment)
30 Inverter (electric equipment, output equipment)
40 EV cooling circuit (dedicated cooling circuit, original flow path)
45 EV bypass channel (bypass channel)
46 EV three-way switching valve (switching means)
51 EV cooling circuit (another cooling circuit)
60 Refrigeration cycle 61 Compressor 66 Low-pressure piping 72 Water refrigerant heat exchanger 81 Temperature sensor (temperature detection means, first temperature detection means)
82 Temperature sensor (second temperature detection means)
90 Control device (control means)
100A-100P Cooling device

Claims (10)

  1. At least a part of an electric device (20, 30) including a travel motor (20) serving as a travel source of the vehicle and an output device (30) that outputs electric power in association with the travel motor (20). A cooling device for cooling,
    The electrical devices (20, 30)
    When the engine (10) is further provided as a traveling source of the vehicle, the engine cooling water circulating in the engine cooling circuit (11) or the dedicated cooling provided exclusively for cooling the electric equipment (20, 30) One of the dedicated cooling water circulating in the circuit (41), and
    A cooling device, wherein the cooling device is cooled by a low-pressure refrigerant circulating in a refrigeration cycle (60) for indoor air conditioning of the vehicle.
  2. The cooling water is diverted upstream of the electrical equipment (20, 30),
    One of the diverted cooling water is directly supplied for cooling the electrical equipment (20, 30),
    The cooling device according to claim 1, wherein the other of the divided cooling water is supplied for cooling of the electric device (20, 30) after being cooled by the low-pressure refrigerant.
  3. Furthermore, it has another cooling circuit (51) for cooling the electrical equipment (20, 30),
    The cooling water for another circuit circulating in the other cooling circuit (51) is supplied for cooling the electrical equipment (20, 30) after being cooled by the low-pressure refrigerant. The cooling device described.
  4.   The cooling device according to claim 1, wherein the cooling water is supplied for cooling the electrical equipment (20, 30) after being cooled by the low-pressure refrigerant.
  5. A bypass flow that bypasses the original flow path (11, 41) of the engine cooling circuit (11) or the dedicated cooling circuit (41) through which the cooling water flows, upstream of the electrical equipment (20, 30). Road (15, 45),
    Switching means (16, 46) for switching the flow path to the original flow path (11, 41) or the bypass flow path (15, 45),
    The cooling water flowing through the bypass flow path (15, 45) is cooled by the low-pressure refrigerant,
    The switching means (16, 46) causes the cooling water to flow from the original flow path (11, 41) to the bypass flow path (16, 46), and the cooling water is cooled by the low-pressure refrigerant. The cooling device according to claim 4.
  6. The low-pressure pipe (66) through which the low-pressure refrigerant flows is in contact with the outside of the electric device (20, 30) or penetrates the inside of the electric device (20, 30);
    The cooling device according to claim 1, wherein the low-pressure refrigerant is supplied by the low-pressure pipe (66) for cooling the electrical equipment (20, 30).
  7. Temperature detecting means (81) for detecting the temperature of the cooling water in the electrical equipment (20, 30),
    When the compressor (61) of the refrigeration cycle (60) is stopped when the coolant temperature (Tb) detected by the temperature detection means (81) exceeds a predetermined threshold (T1). Comprises a control means (90) for operating the compressor (61) or increasing the discharge capacity of the compressor (61) when the compressor (61) is operated. The cooling device according to any one of claims 1 to 6.
  8. First temperature detection means (81) for detecting the temperature of the cooling water in the electrical equipment (20, 30);
    Second temperature detection means (82) for circulating through the bypass flow path (15, 45) and detecting the temperature of the cooling water before being cooled by the low-pressure refrigerant,
    When the cooling water temperature (Tb) detected by the first temperature detection means (81) exceeds a predetermined first threshold (T1), the switching means (16, 46) is used to supply the cooling water. Switching from the original flow path (11, 41) to the bypass flow path (15, 45),
    When the cooling water temperature (Ta) detected by the second temperature detecting means (82) exceeds a second threshold value (T2) set in advance on the side lower than the first threshold value, the refrigeration cycle (60) When the compressor (61) is stopped, the compressor (61) is operated. When the compressor (61) is operated, the discharge capacity of the compressor (61) is increased. 6. Cooling device according to claim 5, characterized in that it comprises control means (90) for raising.
  9.   The cooling device according to any one of claims 2 to 5, further comprising a double-pipe heat exchanger (72) for cooling the cooling water with the low-pressure refrigerant.
  10.   The cooling according to any one of claims 1 to 9, wherein the electric device (20, 30) is an inverter (30) for controlling a rotation speed of the traveling motor (20). apparatus.
JP2010113197A 2010-05-17 2010-05-17 Cooler Pending JP2011240777A (en)

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WO2013073019A1 (en) * 2011-11-16 2013-05-23 トヨタ自動車株式会社 Device for cooling electrical apparatus
WO2013073021A1 (en) * 2011-11-16 2013-05-23 トヨタ自動車株式会社 Device for cooling electrical apparatus
WO2015011920A1 (en) * 2013-07-26 2015-01-29 パナソニックIpマネジメント株式会社 Air conditioning device for vehicle
JPWO2015011920A1 (en) * 2013-07-26 2017-03-02 パナソニックIpマネジメント株式会社 Air conditioner for vehicles
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JP2015223063A (en) * 2014-05-23 2015-12-10 本田技研工業株式会社 Cooling apparatus for power conversion device
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