JP2012017056A - Temperature adjustment system for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To achieve an appropriate temperature adjustment of various equipment mounted on an electric vehicle.SOLUTION: In a control device 100 of a temperature adjustment system 10 for a vehicle, a cooling water circulation circuit 12 is switched to a first circulation circuit 13 in which cooling water heated by a heating device 131 is flowed into a battery 11 during battery warming mode, and switched to the second circulation circuit 14 in which the cooling water is flowed into the heat radiator 141 in which heat of the cooling water heated by the heating device 131 is radiated to an outdoor heat exchanger 34 during defrosting operation mode in which frost attached to the outdoor heat exchanger 34 of a heat pump cycle 30 is eliminated. Thereby, during battery heating mode, the battery 11 is warmed by heat quantity of the cooling water heated by the heating device 131, during defrosting operation mode, without stopping heating of a space in a cabin, frost attached to the outdoor heat exchanger 34 can be eliminated by radiating heat of the cooling water heated by the heating device 131 to the outdoor heat exchanger 34 from the heat radiator 141.

Description

  The present invention relates to a vehicle temperature adjustment system for adjusting the temperature of various devices mounted on a vehicle.

  Conventionally, Patent Document 1 discloses a vehicle heating device applied to a vehicle equipped with a fuel cell unit. The vehicle heating device described in Patent Document 1 is intended to preheat the fuel cell unit at an early stage when the fuel cell unit is started at a low temperature.

  Specifically, in the vehicle heating device described in Patent Document 1, a fuel cell unit, a heating unit that heats cooling water, and a heater core that heats blown air that is blown into the vehicle interior by the heat of the cooling water are annularly connected. When the temperature of the cooling water is lower than the set temperature, the cooling water is heated by the heating means, and the fuel cell is used without using the heat of the heated cooling water in the heater core. The unit is used as a heat source for preheating the unit.

JP 2002-127734 A

  By the way, in recent years, an electric vehicle (including a hybrid vehicle and a fuel cell vehicle) that uses a traveling motor that is driven by power supplied from a large-capacity battery as a driving source for the vehicle is increasing.

  In this electric vehicle, the waste heat of the vehicle is less than that of a conventional vehicle driven by an internal combustion engine (engine). It is necessary to provide a dedicated heating device such as an electric heater.

  For example, since a battery that supplies power to the traveling motor has low battery charge / discharge performance in a low temperature environment, it is necessary to separately provide a heating device for warming up the battery in a low temperature environment.

  In addition, when a heat pump cycle capable of cooling and heating the vehicle interior is adopted for the air conditioner in the vehicle interior of an electric vehicle, the outdoor heat exchanger that absorbs heat from the outside air and evaporates the refrigerant when the heating operation is performed in a low temperature environment. Frost formation may occur. In this case, it is conceivable to remove frost attached to the outdoor heat exchanger by flowing a high-temperature refrigerant through the outdoor heat exchanger, but heating of the vehicle interior is stopped. For this reason, in order to remove the frost adhering to an outdoor heat exchanger, continuing heating of a vehicle interior, it is necessary to provide the heating apparatus etc. which heat an outdoor heat exchanger separately.

  However, if a heating device is provided for each of various devices that require temperature adjustment, the number of devices mounted on the vehicle increases, which causes a significant increase in vehicle cost and the like, making it difficult to realistically employ them.

  As described above, in an electric vehicle, a sufficient heat source for adjusting the temperature of various devices mounted on the vehicle cannot be secured, and appropriate temperature adjustment of the various devices mounted on the electric vehicle is realized. There is a problem that cannot be done.

  In view of the above points, an object of the present invention is to realize appropriate temperature adjustment of various devices mounted on an electric vehicle.

  In order to achieve the above object, it functions as an evaporator that absorbs heat from outside air during the heating operation for heating the vehicle interior and evaporates the refrigerant, and also functions as a radiator that dissipates the heat of the refrigerant to the outside air during the cooling operation for cooling the vehicle interior. Applied to an electric vehicle including a heat pump cycle (30) configured to include an outdoor heat exchanger (34) and a battery (11) for supplying power to a travel motor as a vehicle travel drive source, A vehicle temperature adjusting device that adjusts the temperature of at least the battery (11) and the outdoor heat exchanger (34), and heating the temperature adjusting fluid for adjusting the temperature of the battery (11) and the battery (11). A first fluid circulation circuit (13) connected to the means (131) for circulating the temperature adjustment fluid, a battery (11), a heating means (131), and a temperature adjustment flow; The second fluid circulation circuit (14), which is connected to the radiator (141) capable of radiating the heat of the heat to the outdoor heat exchanger (34), circulates the temperature adjusting fluid, and the first fluid circulation circuit (13) and the second fluid circulation circuit. Fluid circulation means (15) for circulating the temperature adjusting fluid in the fluid circulation circuit (14), circulation circuit switching means (16) for switching between the first fluid circulation circuit (13) and the second fluid circulation circuit (14), And at least a heating means (131), a circulation circuit switching means (16), and a control means (100) for controlling the operation of the fluid circulation means (15). The control means (100) warms the battery (11). In the battery warm-up mode, the temperature adjusting fluid is heated by the heating means (131), switched to the first fluid circulation circuit (13) by the circulation circuit switching means (16), and the fluid circulation means (15). Heating means (13 In the defrosting operation mode in which the temperature adjusting fluid heated in step) is introduced into the battery (11) and frost adhering to the outdoor heat exchanger (34) is removed, the temperature adjusting fluid is heated by the heating means, and the circulation circuit is switched. The means (16) is switched to the second fluid circulation circuit (14), and the temperature adjusting fluid heated by the heating means in the fluid circulating means (15) is caused to flow into the radiator (141), so that the temperature adjusting fluid Heat is radiated to the outdoor heat exchanger (34).

  According to this, in the battery warm-up mode, the battery (11) can be warmed up by the temperature adjusting fluid heated by the heating means (131). In the defrosting operation mode, the heat of the temperature adjusting fluid heated by the heating means (131) is radiated from the radiator (141) without stopping the heating of the vehicle interior space, and the radiator (141) ) Can remove frost attached to the outdoor heat exchanger (34). In other words, the battery (11) can be warmed up and the outdoor heat exchanger (34) of the heat pump cycle 30 can be defrosted without providing a dedicated heating means for each of various devices that require temperature adjustment. . Accordingly, it is possible to realize appropriate temperature adjustment of various devices mounted on the electric vehicle.

  Here, since the battery (11) is deteriorated when charging / discharging in a state where the temperature (battery temperature) is high, it is necessary to cool the battery (11) so as not to become higher than necessary. .

  Accordingly, in the invention according to claim 2, in the vehicle temperature control system according to claim 1, in the battery cooling mode in which the control means (100) cools the battery (11), the circulation circuit switching means (16). Is switched to the second fluid circulation circuit (14), and the temperature adjustment fluid radiated by the radiator (141) by the fluid circulation means (15) is caused to flow into the battery (11).

  According to this, the temperature adjusting fluid radiated (cooled) by the radiator (141) is allowed to flow into the battery (11), so that the battery (11) can be cooled so as not to become unnecessarily high.

  Further, in an electric vehicle, an electric device (142) such as an inverter that controls driving of the driving motor and the driving motor generates heat when the vehicle is running. If these electric devices (142) are too hot, they may adversely affect the running of the vehicle. Therefore, it is necessary to adjust (cool) the temperature so that the temperature does not become higher than necessary.

  Therefore, in the invention according to claim 3, in the vehicle temperature control system according to claim 2, the second fluid circulation circuit (14) is mounted on the vehicle and needs to be temperature-controlled (142). ) And the battery (11), and the first bypass circuit (18) for allowing the temperature adjustment fluid to flow into the electric device (142) and the first bypass circuit (18) side in the second fluid circulation circuit (14) A flow rate adjusting means (18c) for adjusting the flow rate of the flowing temperature adjusting fluid is connected, and the control means (100) is connected to the second fluid circulation circuit (14) by the circulation circuit switching means (16) in the battery cooling mode. The flow rate adjusting means (18c) reduces the flow rate of the temperature adjusting fluid flowing to the first bypass circuit (18) side in the second fluid circulation circuit (14), and the fluid circulation means (15). In the electric equipment cooling mode in which the temperature adjusting fluid radiated by the radiator (141) flows into the battery (11) and cools the electric equipment (142), the circulation circuit switching means (16) uses the second fluid circulation circuit. (14), the flow rate adjusting means (18c) increases the flow rate of the temperature adjusting fluid flowing to the first bypass circuit (18) side in the second fluid circulation circuit (14), and the fluid circulating means (15) The temperature adjusting fluid radiated by the radiator (131) is caused to flow into the electric device (142).

  According to this, in the battery cooling mode, the temperature adjusting fluid radiated (cooled) by the radiator (141) preferentially flows to the battery (11) side, so that the battery (11) can be sufficiently cooled. . In the electric equipment cooling mode, the temperature adjusting fluid radiated (cooled) by the radiator (141) flows to the electric equipment (142) via the first bypass circuit (18). It can be cooled sufficiently. Therefore, it is possible to realize appropriate temperature adjustment of the electric device (142) mounted on the electric vehicle.

  Moreover, in invention of Claim 4, in the temperature control system for vehicles of Claim 3, in the 2nd fluid circulation circuit (14), rather than the outdoor heat exchanger (34) in a heat pump cycle (30). A heat exchanger (143) for heating that heats the refrigerant by exchanging heat between the refrigerant flowing upstream or downstream and the temperature adjusting fluid is connected, and the control means (100) When the temperature of the temperature adjusting fluid flowing into the heat exchanger (143) is higher than the temperature of the refrigerant flowing into the heating heat exchanger (143), the circulation circuit switching means (16) performs the second operation. Switching to the fluid circulation circuit (14), the fluid circulation means (15) causes the temperature adjusting fluid to flow into the heating heat exchanger (143).

  According to this, when the temperature of the temperature adjusting fluid flowing into the heating heat exchanger (143) is higher than the refrigerant flowing into the heating heat exchanger (143), the heat (waste heat) of the temperature adjusting fluid is reduced. The refrigerant flowing into or flowing out of the outdoor heat exchanger (34) can be heated by using. For this reason, since the amount of heat absorption from the outside in the heat pump cycle (30) increases, it becomes possible to improve the heating capacity during the heating operation in the heat pump cycle (30).

  According to a fifth aspect of the present invention, in the vehicle temperature control system according to the fourth aspect, the second fluid circulation circuit (14) includes a second bypass circuit that bypasses the heating heat exchanger (143). (21) and second bypass circuit switching means (21a) for switching the flow of the temperature adjusting fluid in the second fluid circulation circuit (14) between the heating heat exchanger (143) side and the second bypass circuit (21) side. Is connected to the control means (100) so that the temperature of the temperature adjusting fluid flowing into the heating heat exchanger (143) is changed to the temperature of the refrigerant flowing into the heating heat exchanger (143) during the heating operation. If the temperature is higher, the flow of the temperature adjusting fluid in the second fluid circulation circuit (14) is switched to the heat exchanger for heating (143) by the second bypass circuit switching means (21a). Heat exchange for heating When the temperature of the temperature adjusting fluid flowing into (143) is lower than the temperature of the refrigerant flowing into the heating heat exchanger (143), the second fluid circulation is performed by the second bypass circuit switching means (21a). The flow of the temperature adjusting fluid in the circuit (14) is switched to the second bypass circuit (21) side.

  According to this, when the temperature of the temperature adjustment fluid flowing into the heating heat exchanger (143) is lower than the temperature of the refrigerant flowing into the heating heat exchanger (143), the temperature adjustment fluid is used as the heat exchange for heating. Since it bypasses the vessel (143) and flows to the second bypass circuit (21) side, the problem that the refrigerant is cooled in the heat exchanger for heating (143) can be suppressed.

  According to the sixth aspect of the present invention, in the vehicle temperature control system according to the fourth aspect, the control means (100) is configured such that the second bypass circuit switching means (21a) The flow of the temperature adjusting fluid in the circulation circuit (14) may be switched to the second bypass circuit (21) side.

  In addition, the code | symbol in the bracket | parenthesis of each means described in this column and the claim shows the correspondence with the specific means as described in embodiment mentioned later.

It is a schematic block diagram of the temperature control system for vehicles which concerns on 1st Embodiment. It is explanatory drawing explaining the refrigerant | coolant flow path at the time of the air_conditionaing | cooling operation mode and heating operation mode of the heat pump cycle which concerns on 1st Embodiment. It is a flowchart which shows the flow of the control processing which the control apparatus which concerns on 1st Embodiment performs. It is a flowchart which shows the flow of the battery warming-up process which the control apparatus which concerns on 1st Embodiment performs. It is a flowchart which shows the flow of the defrost process which the control apparatus which concerns on 1st Embodiment performs. It is explanatory drawing explaining the flow path of the cooling water at the time of the battery warming-up mode and the defrosting operation mode of the temperature control system for vehicles which concerns on 1st Embodiment. It is a schematic block diagram of the temperature control system for vehicles which concerns on 2nd Embodiment. It is a flowchart which shows the flow of the control processing which the control apparatus which concerns on 2nd Embodiment performs. It is a flowchart which shows the flow of the battery cooling process which the control apparatus which concerns on 2nd Embodiment performs. It is a flowchart which shows the flow of the electric equipment cooling process which the control apparatus which concerns on 2nd Embodiment performs. It is explanatory drawing explaining the flow path of the cooling water at the time of the battery warming-up mode of the vehicle temperature regulation system which concerns on 2nd Embodiment, and an electric equipment cooling mode. It is a schematic block diagram of the vehicle temperature control system which concerns on 3rd Embodiment. It is a flowchart which shows the flow of the control processing which the control apparatus which concerns on 3rd Embodiment performs. It is a flowchart which shows the flow of the refrigerant | coolant heating process which the control apparatus which concerns on 3rd Embodiment performs. It is explanatory drawing explaining the flow path of the cooling water at the time of the refrigerant | coolant heating mode of the temperature control system for vehicles which concerns on 3rd Embodiment. It is a schematic block diagram of the vehicle temperature control system which concerns on 4th Embodiment. It is explanatory drawing explaining the refrigerant | coolant flow path at the time of the air_conditionaing | cooling operation mode and heating operation mode of the heat pump cycle which concerns on 4th Embodiment. It is a schematic block diagram of the vehicle temperature control system which concerns on 5th Embodiment. It is a flowchart which shows the flow of the battery cooling process which the control apparatus which concerns on 5th Embodiment performs. It is a flowchart which shows the flow of the electric equipment cooling process which the control apparatus which concerns on 5th Embodiment performs.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a schematic configuration diagram of a vehicle temperature adjustment system 10 according to the present embodiment.

  In this embodiment, the vehicle temperature adjustment system 10 according to the present invention is a so-called hybrid vehicle that obtains driving force for vehicle travel from an internal combustion engine (engine) EG and a travel motor (electric motor) that are vehicle drive sources. Has been applied. The hybrid vehicle of the present embodiment includes a battery 11 that supplies power to the traveling motor, a heat pump cycle (refrigeration cycle) 30 that performs a function of cooling or heating the air blown into the vehicle interior space, and the like.

  The battery 11 is a rechargeable secondary battery. For example, a large number of lithium ion batteries, nickel metal hydride batteries, and the like are electrically connected in series to generate a predetermined high voltage required in a vehicle. The battery 11 of this embodiment is mounted in the vicinity of the trunk room at the rear of the vehicle. The mounting position of the battery 11 is not limited to the vicinity of the trunk room behind the vehicle, and may be mounted in a space such as under the vehicle floor or under the rear seat of the vehicle.

  Here, when the battery temperature of the battery 11 of the present embodiment is significantly lowered in a low temperature environment, the battery output is lowered and the charging efficiency at the time of charging is deteriorated. For this reason, in this embodiment, when the battery temperature decreases, the vehicle temperature adjustment system 10 performs the battery warm-up operation for warming up the battery 11. The warming up of the battery 11 by the vehicle temperature adjustment system 10 will be described later.

  Next, the heat pump cycle 30 will be described. The heat pump cycle 30 of the present embodiment is configured to be capable of switching between a refrigerant circuit in a heating operation mode for heating the vehicle interior and a cooling operation mode for cooling the vehicle interior.

  The heat pump cycle 30 of this embodiment employs a normal chlorofluorocarbon refrigerant as the refrigerant, and constitutes a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant. Furthermore, this refrigerant is mixed with refrigerating machine oil for lubricating the compressor 31, and this refrigerating machine oil circulates in the cycle together with the refrigerant.

  The compressor 31 is disposed in the engine room, and in the heat pump cycle 30, the refrigerant is sucked, compressed, and discharged. More specifically, in the present embodiment, as the compressor 31, one compression mechanism 31b is accommodated in the housing 31a, and the compression mechanism 31b is driven by an electric motor (not shown) and is a one-stage boosting type electric compression. The machine is adopted.

  As the compression mechanism 31b of the compressor 31, various compression mechanisms such as a scroll-type compression mechanism and a vane-type compression mechanism can be employed. Further, the electric motor is one whose rotational speed is controlled by a control signal output from the air conditioning control device 100a described later, and either an AC motor or a DC motor may be adopted. And the refrigerant | coolant discharge capability of the compressor 31 is changed by this rotation speed control. Therefore, the electric motor constitutes the discharge capacity changing means of the compressor 31.

  The housing 31a of the compressor 31 is provided with a suction port 31d for sucking low-pressure refrigerant and a discharge port 31e for discharging high-pressure refrigerant. The suction port 31d and the discharge port 31e are connected to the compression mechanism 31b inside the housing 31a. Specifically, the suction port 31d is connected to the suction port of the compression mechanism 31b, and the discharge port 31e is connected to the discharge port of the compression mechanism 31b. Therefore, the compression mechanism 31b sucks and compresses the low-pressure refrigerant sucked from the suction port 31d and discharges it from the discharge port 31e.

  A refrigerant inlet side of an indoor condenser 32 as a first usage side heat exchanger is connected to the discharge side of the compressor 31. The indoor condenser 32 is disposed in a casing 51 of an indoor air conditioning unit 50 for air-conditioning the interior space of the vehicle, and is blown air (cold air) cooled by a refrigerant flowing through the casing 51 and an indoor evaporator 38 described later. It is a heat exchanger for heating which reheats cold air by carrying out heat exchange. The details of the indoor air conditioning unit 50 will be described later.

  A first electric expansion valve 33 as a first pressure reducing means is connected to the refrigerant outlet side of the indoor condenser 32. The first electric expansion valve 33 is a variable throttle mechanism that decompresses and expands the flow of the high-pressure refrigerant that has flowed out of the indoor condenser 32.

  Specifically, the first electric expansion valve 33 includes a valve body configured to be able to change the throttle opening degree and an electric actuator including a stepping motor that changes the throttle opening degree of the valve body. Has been. The operation of the first electric expansion valve 33 is controlled by a control signal output from an air conditioning control device 100a described later.

  The first electric expansion valve 33 can fully open the throttle opening to allow the high-pressure refrigerant flowing out from the indoor condenser 32 to flow into the inlet side of the outdoor heat exchanger 34 described later without reducing the pressure.

  An outdoor heat exchanger 34 for exchanging heat between the refrigerant and the outside air is connected to the refrigerant outlet side of the first electric expansion valve 33. The outdoor heat exchanger 34 is disposed in the engine room, and functions as an evaporator that evaporates low-pressure refrigerant and exerts an endothermic effect when the heat pump cycle 30 is in the heating operation mode (heating operation). In the operation mode (cooling operation), the heat exchanger functions as a radiator that radiates high-pressure refrigerant.

  Here, when the outdoor heat exchanger 34 is heated in a low temperature environment, frost may form on the surface of the outdoor heat exchanger 34. For this reason, in this embodiment, the vehicle temperature adjustment system 10 performs the defrost operation which removes the frost adhering to the outdoor heat exchanger 34. FIG. The defrosting operation by the vehicle temperature adjustment system 10 will be described later.

  A first three-way joint 35 that branches the flow of the refrigerant flowing out of the outdoor heat exchanger 34 is connected to the refrigerant outlet side of the outdoor heat exchanger 34. The first three-way joint 35 has three inlets and outlets, and one of the three inlets and outlets is a refrigerant inlet and two are refrigerant outlets. Such a three-way joint may be constituted by joining various pipes, or may be constituted by providing a plurality of refrigerant passages in a metal block or a resin block.

  One refrigerant outlet of the first three-way joint 35 is connected to a refrigerant inlet side of an indoor evaporator 38 to be described later via a second electric expansion valve 36, and the other refrigerant outlet is connected via an on-off valve 37. The second three-way joint 39 is connected to the refrigerant inlet side. The basic configuration of the second three-way joint 39 is the same as that of the first three-way joint 35. In the second three-way joint 39, two of the three inlets and outlets with respect to the first three-way joint 35 are refrigerant inlets, and one is a refrigerant outlet.

  The second electric expansion valve 36 is a variable throttle mechanism that decompresses and expands the refrigerant that has flowed out from one refrigerant outlet of the first three-way joint 35. Specifically, the second electric expansion valve 36 has a basic configuration similar to that of the first electric expansion valve 33, and is controlled by a control signal output from the air conditioning control device 100a described later. Its operation is controlled.

  In addition, the second electric expansion valve 36 of the present embodiment has the throttle opening fully closed, and the refrigerant in the refrigerant pipe extending from one refrigerant outlet of the first three-way joint 35 to the refrigerant inlet side of the indoor evaporator 38. Can be blocked. Thereby, the second electric expansion valve 36 can switch the refrigerant flow path in the heat pump cycle 30.

  The on-off valve 37 opens and closes a refrigerant pipe extending from the other refrigerant outlet of the first three-way joint 35 to one refrigerant inlet of the second three-way joint 39, and is a control output from the air-conditioning control device 100a described later. The operation is controlled by the signal. The on-off valve 37 can switch the refrigerant flow path of the heat pump cycle 30 depending on the open / close state.

  Here, during the heating operation mode of the heat pump cycle 30, the throttle opening degree of the second electric expansion valve 36 is controlled to be in a fully closed state, and the on-off valve 37 is controlled to be in an open state. On the other hand, when the heat pump cycle 30 is in the cooling operation mode, the throttle opening degree of the second electric expansion valve 36 is variably controlled and the on-off valve 37 is controlled to be closed.

  Therefore, the second electric expansion valve 36 and the on-off valve 37 of the present embodiment have a function as a refrigerant flow path switching unit that switches between the refrigerant flow path in the cooling operation mode and the refrigerant flow path in the heating operation mode.

  The refrigerant outlet side of the second electric expansion valve 36 is connected to the refrigerant inlet side of the indoor evaporator 38 as a second usage side heat exchanger. The indoor evaporator 38 is arranged in the casing 51 of the indoor air conditioning unit 50 on the upstream side of the blower air flow of the indoor condenser 32, and cools the blown air by exchanging heat between the refrigerant circulating in the interior and the blown air. It is a heat exchanger for cooling.

  The refrigerant outlet side of the indoor evaporator 38 is connected to the other refrigerant inlet of the second three-way joint 39. That is, of the two refrigerant inlets of the second three-way joint 39, one refrigerant inlet is connected to the refrigerant outlet side of the on-off valve 37, and the other refrigerant inlet is the refrigerant outlet of the indoor evaporator 38. Connected to the side. The refrigerant outlet of the second three-way joint 39 is connected to the suction port 31d of the compressor 31, that is, the suction side of the compression mechanism 31b.

  Next, the indoor air conditioning unit 50 will be described. The indoor air-conditioning unit 50 is disposed inside the instrument panel (instrument panel) at the foremost part of the vehicle interior, and the blower 52, the above-described indoor condenser 32, the indoor evaporator 38, and the like in a casing 51 that forms the outer shell thereof. Is housed.

  The casing 51 forms an air passage for the blown air that is blown into the passenger compartment, and is formed of a resin (for example, polypropylene) that has a certain degree of elasticity and is excellent in strength. An inside / outside air switching device (not shown) for switching and introducing vehicle interior air (inside air) and outside air is disposed on the most upstream side of the blown air flow in the casing 51.

  The inside / outside air switching device is formed with an inside air introduction port for introducing inside air into the casing 51 and an outside air introduction port for introducing outside air. Furthermore, an inside / outside air switching door is arranged inside the inside / outside air switching device to continuously adjust the opening area of the inside air introduction port and the outside air introduction port to change the air volume ratio between the inside air volume and the outside air volume. ing.

  On the downstream side of the air flow of the inside / outside air switching device, a blower 52 for blowing the air sucked through the inside / outside air switching device toward the vehicle interior is arranged. The blower 52 is an electric blower that drives a centrifugal multiblade fan (sirocco fan) with an electric motor, and the number of rotations (the amount of blown air) is controlled by a control voltage output from the air conditioning control device.

  On the downstream side of the air flow of the blower 52, the indoor evaporator 38 and the indoor condenser 32 are arranged in this order with respect to the flow of the blown air. In other words, the indoor evaporator 38 is arranged upstream of the indoor condenser 32 in the flow direction of the blown air.

  Further, on the downstream side of the air flow of the indoor evaporator 38 and on the upstream and downstream sides of the air flow of the indoor condenser 32, out of the cold air cooled by the indoor evaporator 38, the indoor condenser 32. An air mix door 53 is arranged to adjust the ratio of the amount of air reheated. Further, a mixing space 54 is provided on the downstream side of the air flow of the indoor condenser 32 to mix hot air that has passed through the indoor condenser 32 and heated air that bypasses the indoor condenser 32 and is not heated. ing.

  In addition, an air outlet that blows the conditioned air mixed in the mixing space 54 into the vehicle interior that is the space to be cooled is disposed at the most downstream portion of the air flow of the casing 51. Specifically, the air outlet includes a face air outlet that blows air-conditioned air toward the upper body of the passenger in the passenger compartment, a foot air outlet that blows air-conditioned air toward the feet of the passenger, and an inner surface of the front window glass of the vehicle. A defroster outlet (both not shown) is provided to blow out the conditioned air.

  Therefore, the temperature of the conditioned air mixed in the mixing space 54 is adjusted by adjusting the ratio of the air volume that the air mix door 53 passes through the indoor condenser 32, and the temperature of the conditioned air blown out from each outlet is adjusted. Is adjusted. That is, the air mix door 53 constitutes temperature adjusting means for adjusting the temperature of the conditioned air blown into the vehicle interior. The air mix door 53 is driven by a servo motor (not shown) whose operation is controlled by a control signal output from the air conditioning controller.

  Further, on the upstream side of the air flow of the face outlet, the foot outlet, and the defroster outlet, a face door for adjusting the opening area of the face outlet, a foot door for adjusting the opening area of the foot outlet, and the defroster outlet, respectively. A defroster door (both not shown) for adjusting the opening area is arranged.

  These face doors, foot doors, and defroster doors constitute the outlet mode switching means for switching the outlet mode, and are operated by a control signal output from the air conditioning controller via a link mechanism (not shown). It is driven by a servo motor (not shown) to be controlled.

  Next, the vehicle temperature adjustment system 10 of this embodiment will be described. The vehicle temperature adjustment system 10 of the present embodiment is configured to be able to adjust the temperature of the battery 11 and the outdoor heat exchanger 34 of the heat pump cycle 30 among various devices mounted on the vehicle.

  The vehicle temperature adjustment system 10 includes a cooling water circulation circuit 12 through which cooling water as a temperature adjustment fluid for adjusting the temperature of the battery 11 circulates. The vehicle temperature control system according to the present embodiment is used in the defrosting operation mode in which the frost adhered to the cooling water flow path and the outdoor heat exchanger 34 of the heat pump cycle 30 in the battery warming-up mode for warming up the battery 11 is removed. The cooling water flow path can be switched.

  The cooling water circulation circuit 12 radiates heat from the battery 11, the first circulation circuit (first fluid circulation circuit) 13 to which the heating device 131 for heating the cooling water is connected, the battery 11, the heating device 131, and the cooling water. It comprises two circulation circuits such as a second circulation circuit (second fluid circulation circuit) 14 to which a radiator 141 is connected.

  The heating device 131 constitutes a heating means for heating the cooling water. The heating device 131 burns fuel such as gasoline, light oil, and kerosene, and heats the cooling water with the amount of heat generated by the combustion of the fuel. An electric heater or the like that generates heat can be employed. The operation of the heating device 131 is controlled by a control signal output from a temperature adjustment control device 100b described later.

  The radiator 141 is a heat exchanger that exchanges heat between the cooling water flowing through the second circulation circuit and the outside air blown from the blower fan 141a to radiate the heat of the cooling water. The radiator 141 of the present embodiment has an upstream side of the air flow in the outdoor heat exchanger 34 in the engine room so that the outside air that has been heated through the radiator 141 flows into the outdoor heat exchanger 34 of the heat pump cycle 30. Is arranged. That is, the radiator 141 is configured to dissipate heat of the cooling water to be radiated to the outdoor heat exchanger 34 through the outside air.

  Further, the cooling water circulation circuit 12 is provided with a circulation pump 15 that functions as a fluid circulation means for circulating the cooling water to each of the first circulation circuit 13 and the second circulation circuit 14. The circulation pump 15 is configured by an electric pump that can rotate forward and backward, and is configured to be able to change the circulation direction of the cooling water by switching between forward rotation and reverse rotation. The operation of the circulation pump 15 is controlled by a control signal output from a temperature adjustment control device 100b described later.

  Further, the cooling water circulation circuit 12 is provided with a circuit switching valve 16 that functions as a circulation circuit switching means for switching the first circulation circuit 13 and the second circulation circuit 14. The circuit switching valve 16 is constituted by an electric three-way valve whose operation is controlled by a control voltage output from a temperature adjustment control device 100b described later.

  Specifically, the circuit switching valve 16 switches the flow path of the cooling water flowing through the cooling water circulation circuit 12 to the first circulation circuit 13 in the battery warm-up mode, and switches to the second circulation circuit 13 in the defrosting operation mode.

  Next, the electric control unit of this embodiment will be described. In the present embodiment, an air conditioning control device (ECU) 100a and a temperature adjustment control device (ECU) 100b are provided as control means.

  Each of the air conditioning control device 100a and the temperature adjustment control device 100b includes a known microcomputer including a CPU, ROm, RAM, and the like and peripheral circuits thereof.

  The air-conditioning control device 100a performs various arithmetic processes based on an air-conditioning control program stored in a storage unit such as a ROM, and various air-conditioning control devices (for example, the compressor 31, the blower 52, etc.) connected to the output side. Control the operation of

  On the input side of the air-conditioning control apparatus 100a, as a sensor group (not shown), an inside air sensor that detects the vehicle interior temperature, an outside air sensor that detects the outside air temperature, and the blown air temperature of the blown air blown out from the indoor evaporator 38 An evaporator temperature sensor for detecting (evaporator temperature), a pressure sensor for detecting the pressure of the refrigerant passing through the outdoor heat exchanger 34, and the like are connected.

  Further, an operation panel (not shown) arranged near the instrument panel in the front part of the passenger compartment is connected to the input side of the air conditioning control device 100a, and operation signals from various air conditioning operation switches provided on the operation panel. Is entered. As the various air conditioning operation switches provided on the operation panel, specifically, an operation switch of the heat pump cycle 30, a temperature setting switch for setting the passenger compartment temperature, a selection switch for switching between the cooling operation mode and the heating operation mode, and the like are provided. It has been.

  On the other hand, the temperature adjustment control device 100b performs various arithmetic processes based on a temperature adjustment control program stored in a storage unit such as a ROM, and various temperature adjustment devices (for example, the heating device 131) connected to the output side. The operation of the circulation pump 15, the circuit switching valve 16, etc.). A battery temperature sensor 17 for detecting the temperature of the battery 11 is connected to the input side of the temperature adjustment control device 100b as a sensor group.

  The temperature adjustment control device 100b of this embodiment is connected to the air conditioning control device 100a, and can input and output signals between these control devices. Hereinafter, the temperature adjustment control device 100b and the air conditioning control device 100a are simply referred to as a control device 100.

  Next, the operation of the heat pump cycle 30 and the vehicle temperature adjustment system of the present embodiment according to the above configuration will be described.

  First, the cooling operation mode and the heating operation mode of the heat pump cycle 30 will be described with reference to FIG. FIG. 2 is an explanatory diagram for explaining refrigerant flow paths in the cooling operation mode (see FIG. 2A) and the heating operation mode (see FIG. 2B) of the present embodiment.

  First, the cooling operation mode will be described. In the cooling operation mode, the ignition switch IG (not shown) is turned on (on), and the operation switch of the operation panel is turned on (on). Starts when is selected. When the cooling operation mode is started, the control device 100 controls the first electric expansion valve 33 to a fully open state and the open / close valve 37 to a closed state, and drives the compressor 31. Thereby, the refrigerant | coolant of the heat pump cycle 30 flows as shown by the arrow of Fig.2 (a).

  At this time, the high-pressure refrigerant discharged from the discharge port 31e of the compressor 31 flows into the indoor condenser 32 and dissipates heat. Thereby, the cold wind which passes the indoor condenser 32 among the cold wind which was ventilated from the air blower 52 and was cooled in the indoor evaporator 38 is heated.

  The high-pressure refrigerant that has flowed out of the indoor condenser 32 flows into the outdoor heat exchanger 34 without being depressurized by the first electric expansion valve 33 because the first electric expansion valve 33 is fully open. . The refrigerant flowing into the outdoor heat exchanger 34 is further cooled by exchanging heat with the outside air.

  The high-pressure refrigerant that has flowed out of the outdoor heat exchanger 34 flows into the second electric expansion valve 36 and is reduced in pressure until it becomes low-pressure refrigerant at the second electric expansion valve 36 because the on-off valve 37 is closed. Inflated. The low-pressure refrigerant decompressed and expanded by the second electric expansion valve 36 flows into the indoor evaporator 38, absorbs heat from the blown air blown from the blower 52, and evaporates. Thereby, the air blown from the blower 52 is cooled. The refrigerant flowing out of the indoor evaporator 38 is sucked from the suction port 31d of the compressor 31 and compressed again.

  As described above, in the cooling operation mode, the blower air is cooled by the indoor evaporator 38 and the opening degree of the air mix door 53 is adjusted so that the cold air cooled by the indoor evaporator 38 is converted into the indoor condenser 32. The air-conditioned air that has reached the passenger's desired temperature can be blown out into the passenger compartment.

  Next, the heating operation mode will be described. In the heating operation mode, the ignition switch IG (not shown) is turned on (on) and the operation switch on the operation panel is turned on (on). Starts when the operation mode is selected. When the heating operation mode is started, the air-conditioning control device 100a controls the open / close valve 37 to the open state and the second electric expansion valve 36 to the fully closed state to drive the compressor 31. Thereby, the refrigerant | coolant of the heat pump cycle 30 flows as shown by the arrow of FIG.2 (b).

  At this time, the high-pressure refrigerant discharged from the discharge port 31e of the compressor 31 flows into the indoor condenser 32 and dissipates heat. Thereby, the air blown from the blower 52 and passed through the indoor evaporator 38 is heated.

  The high-pressure refrigerant that has flowed out of the indoor condenser 32 flows into the first electric expansion valve 33 and is decompressed and expanded by the first electric expansion valve 33 until it becomes a low-pressure refrigerant. The low-pressure refrigerant decompressed and expanded by the first electric expansion valve 33 flows into the outdoor heat exchanger 34. Then, the refrigerant flowing into the outdoor heat exchanger 34 absorbs heat from the outside air and evaporates.

  The refrigerant flowing out of the outdoor heat exchanger 34 is sucked from the suction port 31d of the compressor 31 through the on-off valve 37 and is compressed again because the second electric expansion valve 36 is fully closed. .

  As described above, in the heating operation mode, the amount of heat of the high-pressure refrigerant discharged from the compressor 31 by the indoor condenser 32 is dissipated to the blown air blown from the blower 52, and the heated blown air is brought into the vehicle interior. Can be blown out.

  Here, during the heating operation mode of the heat pump cycle 30, the throttle opening degree of the second electric expansion valve 36 is controlled to be in a fully closed state, and the on-off valve 37 is controlled to be in an open state. On the other hand, when the heat pump cycle 30 is in the cooling operation mode, the throttle opening degree of the second electric expansion valve 36 is variably controlled and the on-off valve 37 is controlled to be closed.

  Therefore, the second electric expansion valve 36 and the on-off valve 37 of the present embodiment have a function as a refrigerant flow path switching unit that switches between the refrigerant flow path in the cooling operation mode and the refrigerant flow path in the heating operation mode.

  Next, the operation of the vehicle temperature control system will be described with reference to FIGS. FIG. 3 is a flowchart showing a control process executed by the control device 100 of the present embodiment, and FIGS. 4 and 5 are flowcharts showing a main part of the control process executed by the control device 100 of the embodiment. Moreover, FIG. 6 is explanatory drawing explaining the flow of the cooling water at the time of battery warming-up mode (refer FIG. 6 (a)) of this embodiment, and the time of a defrost operation mode (refer FIG.6 (b)).

  The control routine shown in FIG. 3 starts when an ignition switch IG (not shown) of the vehicle is turned on (turned on) and power is supplied from the battery 11 to the control device 100. Note that the control routine shown in FIG. 3 is configured to be executed every predetermined control period from when the ignition switch IG (not shown) is turned on (turned on) until it is turned off.

  First, the signal output from the battery temperature sensor 17 connected to the control apparatus 100 or the control apparatus 100a for air conditioning is read (S10).

  Then, based on the battery temperature sensor 17 read in S10, it is determined whether or not the battery 11 needs to be warmed up (S20). Specifically, it is determined whether or not the battery temperature detected by the battery temperature sensor 17 is equal to or lower than a preset first reference temperature (for example, −5 ° C.).

  As a result, when it is determined that the battery temperature is equal to or lower than the first reference temperature (S20: YES), it can be determined that the battery 11 needs to be warmed up, so the process proceeds to S30, and the battery warming process is performed. In other words, when the battery temperature is equal to or lower than the first reference temperature, the battery warm-up mode is entered. Note that the battery warm-up process in S30 is continued until the temperature of the battery 11 rises to the first reference temperature or higher.

  Specifically, in the process of S30, as shown in FIG. 4, the circuit switching valve 16 switches the cooling water circulation circuit in the cooling water circulation circuit 12 to the first circulation circuit 13 (S31), and the heating device 131 is switched on. Turn on to heat the cooling water (S32). Then, the circulation pump 15 is driven to circulate the cooling water in the first circulation circuit 13 (S33).

  Here, the circulation pump 15 is driven so that the cooling water flows through the first circulation circuit 13 in the order of the heating device 131 → the battery 11 as indicated by an arrow in FIG. Thereby, the cooling water heated by the heating device 131 flows into the battery 11, whereby the heat of the cooling water is radiated to the battery 11 and the battery 11 is heated. That is, the battery 11 can be warmed up by heating the battery 11 using the cooling water heated by the heating device 131 as a heat source.

  On the other hand, if it is determined that the battery temperature is higher than the first reference temperature as a result of the determination process in S20 (S20: NO), the process proceeds to S40, and whether or not frost formation has occurred in the outdoor heat exchanger 34. Determine whether. Specifically, the outside air temperature detected by the outside air sensor is equal to or lower than a predetermined temperature (for example, 0 ° C.), and the pressure of the refrigerant passing through the outdoor heat exchanger 34 detected by the pressure sensor is preset. It is determined whether or not the pressure is lower than the reference pressure. That is, it is determined that frost formation has occurred in the outdoor heat exchanger 34 when the outside air temperature is equal to or lower than the predetermined temperature and the pressure of the refrigerant passing through the outdoor heat exchanger 34 rapidly decreases.

  As a result of the determination process of S40, when it is determined that frost formation has occurred in the outdoor heat exchanger 34 (S40: YES), the process proceeds to S50 to remove the frost adhering to the outdoor heat exchanger 34. Perform frost treatment. In other words, when it is determined that frost formation has occurred in the outdoor heat exchanger 34, the operation proceeds to the defrosting operation mode. In addition, the defrost process in S50 is continued until the frost adhering to the outdoor heat exchanger 34 is removed.

  Specifically, in the process of S50, as shown in FIG. 5, the circuit switching valve 16 switches the cooling water circulation circuit in the cooling water circulation circuit 12 to the second circulation circuit 14 (S51), and the heating device 131 is turned on. Turn on to heat the cooling water (S52). Then, the circulation pump 15 is driven to circulate the cooling water in the second circulation circuit 14 (S53).

  Here, the circulation pump 15 is driven so that the cooling water flows through the second circulation circuit 14 in the order of the radiator 141 → the battery 11 → the heating device 131 as indicated by the arrow in FIG. In the defrosting operation mode, the blower fan 141a is driven and the outside air is blown to the radiator 141.

  Thereby, the heat of the cooling water heated by the heating device 131 is radiated to the outside air blown from the blower fan 141a by the radiator 141. At this time, the outdoor air whose temperature has passed through the radiator 141 flows to the outdoor heat exchanger 34, and the outdoor heat exchanger 34 is indirectly heated. That is, the outdoor heat exchanger 34 can be heated by the outside air heated by the radiator 141 using the cooling water heated by the heating device 131 as a heat source. As a result, the outdoor heat exchanger 34 can be defrosted. In addition, since the defrosting of the outdoor heat exchanger 34 is performed using the heat radiated from the radiator 141 of the vehicle temperature adjustment system 10, it is not necessary to stop the operation of the heat pump cycle 30.

  As a result of the determination process of S40, when it is determined that frost formation has not occurred in the outdoor heat exchanger 34 (S40: NO), the heating device 131 is turned off and heating of the cooling water is stopped (S60). ), The circulation pump 15 is turned off, and the flow of the cooling water in the cooling water circulation circuit 12 is stopped.

  In the vehicle temperature adjustment system 10 of the present embodiment described above, the battery 11 can be warmed up by the cooling water heated by the heating device 131 in the battery warm-up mode, and in the defrosting operation mode, Without stopping the heating of the vehicle interior space, the heat of the cooling water heated by the heating device 131 is dissipated by the radiator 141, and the frost adhering to the outdoor heat exchanger 34 is radiated by the heat radiation of the radiator 141. Can be removed. That is, among the devices mounted in the vehicle interior, the battery 11 warming up and the heat pump cycle 30 are not provided for the battery 11 that requires temperature adjustment and the devices that heat the vehicle interior space, respectively. The outdoor heat exchanger 34 can be defrosted.

  Therefore, in the vehicle temperature adjustment system 10 of the present embodiment, appropriate temperature adjustment of various devices mounted on the electric vehicle can be realized.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIGS. FIG. 7 is a schematic configuration diagram of the vehicle temperature adjustment system 10 according to the present embodiment.

  In the present embodiment, mainly in the vehicle temperature adjustment system 10, in addition to warming up the battery 11 and defrosting the outdoor heat exchanger, cooling the battery 11 and cooling the electric device 142 mounted on the vehicle. This is different from the first embodiment. In the present embodiment, description of the same or equivalent parts as in the first embodiment will be omitted or simplified.

  Note that the battery 11 may generate heat during charging or discharging to supply power to the traveling motor, and may become high temperature. If the temperature of the battery 11 is significantly increased, performance may be deteriorated or deteriorated. It needs to be cooled.

  In the vehicle temperature control system 10 of the present embodiment, as shown in FIG. 7, an electric device 142 that is mounted on a vehicle and requires temperature adjustment is connected to the second circulation circuit 14 of the coolant circulation circuit 12. Specifically, the electric device 142 is connected between the circuit switching valve 16 and the radiator 141. Examples of the electric device 142 include a travel motor that easily generates heat when the vehicle travels, an inverter that controls driving of the travel motor, and the like. The electrical device 142 is provided with an electrical device temperature sensor 142a that detects the temperature of the electrical device 142, and a detection signal of the electrical device temperature sensor 142a is input to the control device 100 (temperature adjustment control device 100b). It has come to be.

  The cooling water circulation circuit 12 is connected to a first bypass circuit 18 that bypasses the battery 11 and allows the cooling water to flow into the electric device 142. The first bypass circuit 18 is a circuit that connects between the battery 11 and the heating device 131 in the cooling water circulation circuit 12 and between the circuit switching valve 16 and the electric device 142.

  A third three-way joint 18 a is disposed at a connection portion between the first bypass circuit 18 and the battery 11 and the heating device 131 in the cooling water circulation circuit 12. In addition, a fourth three-way joint 18 b is disposed at a connection portion between the first bypass circuit 18 and the circuit switching valve 16 and the electric device 142 in the cooling water circulation circuit 12. The basic configuration of each of the third three-way joint 18 a and the fourth three-way joint 18 b is the same as that of the first three-way joint 35.

  Further, the first bypass circuit 18 is provided with a flow rate adjusting valve 18c as a flow rate adjusting means for adjusting the inflow amount of the cooling water to the first bypass circuit 18 side in the second circulation circuit 14. The flow rate adjustment valve 18 c is configured to be able to adjust the passage opening degree in the first bypass circuit 18, and its operation is controlled by a control signal output from the control device 100.

  For example, by reducing the passage opening degree in the first bypass circuit 18 at the flow rate adjusting valve 18c, the flow rate of the cooling water flowing to the first bypass circuit 18 side in the second circulation circuit 14 is reduced. On the other hand, by increasing the passage opening degree in the first bypass circuit 18 at the flow rate adjusting valve 18c, the flow rate of the cooling water flowing to the first bypass circuit 18 side in the second circulation circuit 14 increases.

  The flow rate adjusting valve 18c is configured so that the first bypass circuit 18 can be fully closed. Therefore, when the first bypass circuit 18 is fully closed by the flow rate adjusting valve 18c, the cooling water does not flow to the first bypass circuit 18 side in the second circulation circuit 14.

  Next, the operation of the vehicle temperature adjustment system 10 according to the present embodiment will be described with reference to FIGS. FIG. 8 is a flowchart showing a control process executed by the control device 100 of the present embodiment, and FIGS. 9 and 10 are flowcharts showing a main part of the control process executed by the control device 100 of the embodiment. Moreover, FIG. 11 is explanatory drawing explaining the flow of the cooling water at the time of the battery cooling mode (refer FIG. 11 (a)) and electric equipment cooling mode (refer FIG.11 (b)) of this embodiment.

  In this embodiment, when it is determined that frost formation has not occurred in the outdoor heat exchanger 34 as a result of the determination process in S40 (S40: NO), the heating device 131 is turned off to heat the cooling water. Stop (S60).

  Next, it is determined whether or not the battery 11 needs to be cooled (S80). Specifically, it is determined whether or not the battery temperature detected by the battery temperature sensor 17 is equal to or higher than a preset second reference temperature (for example, 40 ° C.).

  As a result, when it is determined that the battery temperature is equal to or higher than the second reference temperature (S80: YES), it can be determined that the battery 11 needs to be cooled, so the process proceeds to S90 and the battery cooling process is performed. In other words, when the battery temperature is equal to or higher than the second reference temperature, the battery cooling mode is entered. In addition, the battery cooling process in S90 is continued until the battery 11 falls below the second reference temperature.

  Specifically, in the processing of S90, as shown in FIG. 9, the circuit switching valve 16 switches the cooling water circulation circuit in the cooling water circulation circuit 12 to the second circulation circuit 14 (S91), and the flow rate adjustment valve 18c. The first bypass circuit 18 is closed at (S32). Then, the circulation pump 15 is driven to circulate the cooling water in the second circulation circuit 14 (S93).

  Here, the circulation pump 15 is driven so that the cooling water flows through the second circulation circuit 14 in the order of the heating device 131 → the battery 11 → the electric device 142 → the radiator 141, as indicated by an arrow in FIG. Is done. Thereby, the cooling water cooled by the radiator 141 flows into the battery 11, whereby the battery 11 is cooled and the temperature of the battery 11 is lowered. Thereafter, the cooling water slightly heated by the battery 11 flows into the electric device 142, whereby the electric device 142 is cooled. Normally, when the vehicle travels, the electric device 142 is hotter than the battery 11, so the electric device 142 is cooled even if the cooling water flowing into the electric device 142 rises in temperature in the battery 11. be able to.

  On the other hand, if it is determined that the battery temperature is lower than the second reference temperature as a result of the determination process in S80 (S80: NO), the process proceeds to S100, and whether or not the electric device 142 needs to be cooled is determined. judge. Specifically, it is determined whether or not the temperature of the electric device 142 detected by the electric device temperature sensor 142a is equal to or higher than a preset third reference temperature (for example, 100 ° C.). The third reference temperature is set to a temperature higher than the second reference temperature.

  As a result, when it is determined that the temperature of the electric device 142 is equal to or higher than the third reference temperature (S100: YES), it can be determined that the electric device 142 needs to be sufficiently cooled. Perform equipment cooling. In other words, when the temperature of the electric device 142 is equal to or higher than the third reference temperature, the electric machine cooling mode is entered. In addition, the electrical equipment cooling process in S110 is continued until the electrical equipment 142 falls below the third reference temperature.

  Specifically, in the processing of S110, as shown in FIG. 10, the circuit switching valve 16 switches the cooling water circulation circuit in the cooling water circulation circuit 12 to the second circulation circuit 14 (S111), and the first bypass circuit. 18 is opened, and the cooling water in the second circulation circuit 14 bypasses the battery 11 and flows into the electric device 142 (S112). Then, the circulation pump 15 is driven to circulate the cooling water in the second circulation circuit 14 (S113).

  Here, as shown by the arrow in FIG. 11B, in the circulation pump 15, a part of the cooling water that flows into the battery 11 during the battery cooling process flows to the bypass circuit 18 side in the second circulation circuit 14. To drive.

  Thereby, a part of the cooling water cooled by the outside air in the radiator 141 bypasses the battery 11 and flows into the electric device 142, whereby the cooling of the electric device 142 is promoted and the battery cooling process is performed. In comparison, the temperature of the electric device 142 is sufficiently lowered. That is, in the electrical equipment cooling process, the electrical equipment 142 can be preferentially cooled.

  In the present embodiment described above, since the cooling water radiated (cooled) by the radiator 141 preferentially flows to the battery 11 in the battery cooling mode, the battery 11 can be sufficiently cooled. In the electrical equipment cooling mode, part of the cooling water radiated (cooled) by the radiator 141 flows to the electrical equipment 142 bypassing the battery 11, so that the electrical equipment 142 can be sufficiently cooled. Therefore, it is possible to realize appropriate temperature adjustment of the electric device 142 mounted on the electric vehicle.

(Third embodiment)
Next, a third embodiment of the present invention will be described with reference to FIGS. FIG. 12 is a schematic configuration diagram of the vehicle temperature adjustment system 10 according to the present embodiment.

  The present embodiment is mainly provided with a water-refrigerant heat exchanger 143 for exchanging heat between the refrigerant flowing out of the outdoor heat exchanger 34 of the heat pump cycle 30 and the cooling water circulating in the cooling water circulation circuit 12. This is different from the second embodiment. In the present embodiment, description of the same or equivalent parts as in the second embodiment will be omitted or simplified.

  In the vehicle temperature control system 10 of the present embodiment, as shown in FIG. 12, a water-refrigerant heat exchanger 143 is connected to the second circulation circuit 14 of the cooling water circulation circuit 12. Specifically, the water-refrigerant heat exchanger 143 includes a cooling water side channel 143a through which cooling water flows and a refrigerant side channel 143b through which refrigerant flows, and cooling water flowing through the cooling water side channel 143a. This is a heating heat exchanger that heat-exchanges the refrigerant with the amount of heat of the cooling water by exchanging heat with the refrigerant flowing through the refrigerant-side flow path 143b. The water-refrigerant heat exchanger 143 is regarded as a waste heat recovery heat exchanger that recovers surplus heat (waste heat) of the cooling water flowing through the second circulation circuit 14 of the cooling water circulation circuit 12 and heats the refrigerant. You can also.

  The cooling water side flow path 143 a of the water-refrigerant heat exchanger 143 is connected between the electric device 142 and the radiator 141 in the second circulation circuit 14. On the other hand, the refrigerant side flow path 143b of the water-refrigerant heat exchanger 143 has its refrigerant inlet connected to the refrigerant outlet side of the outdoor heat exchanger 34 in the heat pump cycle 30, and its refrigerant outlet is connected to the first three-way joint 35. It is connected to the refrigerant inlet side.

  As a specific configuration of the water-refrigerant heat exchanger 143, a double-pipe heat exchanger configuration in which an inner tube that forms the refrigerant-side channel 143b is arranged inside an outer tube that forms the cooling-water-side channel 143a. Can be adopted. Of course, the refrigerant side flow path 143b may be an outer pipe and the cooling water side flow path 143a may be an inner pipe. Furthermore, it is good also as a structure which carries out heat exchange by arrange | positioning adjacent to the refrigerant | coolant piping which comprises the refrigerant | coolant side flow path 143b, and the refrigerant | coolant piping which comprises the cooling water side flow path 143a.

  In addition, as a specific configuration of the water-refrigerant heat exchanger 143, a meandering tube or a plurality of tubes for circulating the refrigerant is adopted as the refrigerant-side flow channel 143b, and the cooling water-side flow channel is provided between adjacent tubes. A heat exchanger configuration may be employed in which corrugated fins and plate fins that form 143a and further promote heat exchange between the refrigerant and the cooling water are provided.

  In addition, the flow direction of the cooling water in the cooling water side flow path 143a of the water-refrigerant heat exchanger 143 of the present embodiment and the flow direction of the refrigerant in the refrigerant side flow path 143b are opposite to each other. For this reason, it is possible to secure a temperature difference between the cooling water flowing through the cooling water side flow path 14a and the refrigerant flowing through the refrigerant side flow path 14b, thereby improving the heat exchange efficiency.

  Further, the cooling water side flow path 143a of the water-refrigerant heat exchanger 143 is provided with a cooling water temperature sensor 20 that detects the cooling water temperature in the vicinity of the inlet / outlet on the electric equipment 142 side. The cooling water temperature sensor 20 is connected to the control device 100 (temperature adjustment control device 100b), and a detection signal of the cooling water temperature sensor 20 is input to the control device 100.

  Further, the refrigerant side flow path 143b of the water-refrigerant heat exchanger 143 is provided with a refrigerant temperature sensor 40 that detects the refrigerant temperature on the refrigerant inlet side of the refrigerant side flow path 143b. The refrigerant temperature sensor 40 is connected to the control device 100 (air conditioning control device 100a), and the detection signal of the coolant temperature sensor 20 is input to the control device 100.

  Next, the operation of the vehicle temperature adjustment system 10 according to the present embodiment will be described with reference to FIGS. FIG. 13 is a flowchart showing a control process executed by the control device 100 of this embodiment, and FIG. 14 is a flowchart showing a main part of the control process executed by the temperature adjustment control device 100b of this embodiment. FIG. 15 is an explanatory diagram for explaining the flow of cooling water in the refrigerant heating mode of the present embodiment.

  In this embodiment, as a result of the determination process of S100, when it is determined that the temperature of the electric device 142 is lower than the third reference temperature (S100: NO), the operation mode of the heat pump cycle 30 is the heating operation mode, and Then, it is determined whether or not the coolant temperature of the water-refrigerant heat exchanger 143 is equal to or higher than the coolant temperature (S120).

  Here, whether or not the heating operation mode is selected can be determined based on whether or not the heating operation mode is selected with the selection switch of the operation panel. Further, whether or not the coolant temperature of the water-refrigerant heat exchanger 143 is equal to or higher than the coolant temperature can be determined based on the detection signal of the coolant temperature sensor 20 and the detection signal of the coolant temperature sensor 40. .

  As a result of the determination process of S120, when it is determined that the cooling water temperature of the heating operation mode and the water-refrigerant heat exchanger 143 is equal to or higher than the refrigerant temperature (S120: YES), the process proceeds to S130 and the refrigerant heating is performed. Process. In other words, when it is determined that the cooling water temperature of the heating operation mode and the water-refrigerant heat exchanger 143 is equal to or higher than the refrigerant temperature, the mode shifts to the refrigerant heating mode. Note that the refrigerant heating process in S130 ends when the operation mode of the heat pump cycle 30 is switched to the cooling operation mode or when the cooling water temperature of the water-refrigerant heat exchanger 143 falls below the refrigerant temperature.

  Specifically, in the process of S130, as shown in FIG. 14, the circuit switching valve 16 switches the cooling water circulation circuit in the cooling water circulation circuit 12 to the second circulation circuit 14 (S131), and the first bypass circuit. 18 is closed (S132). Then, the circulation pump 15 is driven to circulate the cooling water in the second circulation circuit 14 (S133).

  Here, as shown by the arrow in FIG. 15, the circulation pump 15 causes the cooling water to flow through the second circulation circuit 14 in the heating device 131 → the battery 11 → the electric device 142 → the water-refrigerant heat exchanger 143 → the radiator 141. It is driven to flow in order.

  Thereby, the cooling water heated by the battery 11 and the electric device 142 flows into the cooling water side flow path 143a of the water-refrigerant heat exchanger 143, so that the refrigerant side flow path 143b depends on the heat amount of the cooling water. The refrigerant flowing through is heated and heated up. When the temperature of the battery 11 is low, the first bypass circuit 18 may be opened to increase the flow rate of the cooling water that bypasses the battery 11 and flows into the electric device 142.

  Thereby, the refrigerant whose temperature has been raised in the water-refrigerant heat exchanger 143 flows into the refrigerant suction side of the compressor 31 via the on-off valve 37. The refrigerant that has been heated in the water-refrigerant heat exchanger 143 is sucked into the compressor 31 and the temperature of the high-pressure refrigerant discharged from the compressor 31 rises. Therefore, the amount of heat released from the refrigerant in the indoor condenser 32 is reduced. It is possible to increase the heating capacity in the heating operation mode.

  On the other hand, as a result of the determination process of S120, when it is determined that the cooling operation temperature or the cooling water temperature of the water-refrigerant heat exchanger 143 is lower than the refrigerant temperature (S120: NO), the process proceeds to S70 and circulates. The pump 15 is turned off.

  In the present embodiment described above, when the temperature of the cooling water is higher than that of the refrigerant flowing out of the outdoor heat exchanger 34, the outdoor heat exchanger in the heat pump cycle 30 uses the amount of heat (waste heat) of the cooling water. The refrigerant flowing out from 34 can be heated. As a result, the temperature of the refrigerant sucked into the compressor 31 rises during the heating operation mode, and the heat release amount of the refrigerant in the indoor condenser 32 can be increased, so that the heating during the heating operation mode of the heat pump cycle 30 is possible. Capability can be improved.

  Further, in the present embodiment, the refrigerant heating process of the vehicle temperature adjustment system 10 is not performed in the cooling operation mode. For this reason, since the refrigerant is not heated in the water-refrigerant heat exchanger 143 by the refrigerant heat treatment, the refrigerant heated in the water-refrigerant heat exchanger 143 flows into the indoor evaporator 38, and the indoor evaporator It can be avoided at 38 that the heat absorption amount (refrigeration capacity) that the refrigerant absorbs heat from the blown air is reduced.

  In this embodiment, in the heat pump cycle 30, the refrigerant flow downstream side of the outdoor heat exchanger 34 is connected to the inlet side of the refrigerant side flow path 143b of the water-refrigerant heat exchanger 143, and the amount of heat of the cooling water ( The refrigerant flowing out of the outdoor heat exchanger 34 is heated using waste heat), but is not limited to this.

  For example, the water-refrigerant heat exchanger 143 is connected to the upstream side of the refrigerant flow of the outdoor heat exchanger 34 in the heat pump cycle 30, that is, between the first electric expansion valve 33 and the outdoor heat exchanger 34, and the cooling water is You may make it heat the refrigerant | coolant (refrigerant which flowed out from the 1st electric expansion valve 33) upstream of the refrigerant | coolant flow rather than the outdoor heat exchanger 34 using the heat amount (waste heat) which it has.

  This also increases the temperature of the refrigerant sucked into the compressor 31 during the heating operation mode, and can increase the heat release amount of the refrigerant in the indoor condenser 32, so that the heat pump cycle 30 during the heating operation mode can be increased. It becomes possible to improve the heating capacity.

(Fourth embodiment)
Next, a fourth embodiment of the present invention will be described with reference to FIGS. FIG. 16 is a schematic configuration diagram of the vehicle temperature adjustment system 10 according to the present embodiment.

  In the present embodiment, a so-called two-stage booster compressor having a suction port 31d for sucking low-pressure refrigerant and an intermediate pressure port 31f for sucking intermediate-pressure refrigerant is mainly employed as the compressor 31 of the heat pump cycle 30. This is different from the third embodiment. In the present embodiment, description of the same or equivalent parts as in the third embodiment will be omitted or simplified.

  The heat pump cycle 30 of this embodiment will be described. As shown in FIG. 16, in this embodiment, a fixed capacity type low-stage compression mechanism 31b and a high-stage compression mechanism 31c are accommodated in a housing 31a as a compressor 31. In addition, a two-stage compression type electric compressor is used in which each of the low-stage compression mechanism 31b and the high-stage compression mechanism 31c is driven by a common electric motor. As the low-stage compression mechanism 31b and the high-stage compression mechanism 31c, various compression mechanisms such as a scroll-type compression mechanism and a vane-type compression mechanism can be employed.

  The housing 31a of the compressor 31 is provided with a suction port 31d, a discharge port 31e, and an intermediate pressure port 31f through which intermediate pressure refrigerant flows. These ports 31d to 31f are connected to the compression mechanisms 31b and 31c inside the housing 31a.

  Specifically, the suction port 31d is connected to the suction port of the low-stage compression mechanism 31b, and the intermediate pressure port 31f communicates with the discharge port of the low-stage compression mechanism 31b and the suction port of the high-stage compression mechanism 31c. The discharge port 31e is connected to the discharge port of the high-stage compression mechanism 31c.

  Therefore, the low-stage compression mechanism 31b sucks and compresses the low-pressure refrigerant sucked from the suction port 31d, and the high-stage compression mechanism 31c further uses the refrigerant discharged from the low-stage compression mechanism 31b and the intermediate pressure port. The intermediate pressure refrigerant mixed with the refrigerant sucked from 31f is sucked and compressed, and discharged from the discharge port 31e.

  Connected to the refrigerant outlet side of the indoor condenser 32 connected to the discharge side of the compressor 31 is a third electric expansion valve 41 as third decompression means for decompressing and expanding the high-pressure refrigerant flowing out of the indoor condenser 32. ing. The third electric expansion valve 41 is a variable throttle mechanism that decompresses and expands the high-pressure refrigerant flowing out of the indoor condenser 32 until it becomes an intermediate-pressure refrigerant.

  The refrigerant outlet side of the third electric expansion valve 41 is connected to the inlet side of the refrigerant side flow path 143b of the water-refrigerant heat exchanger 143. The refrigerant inlet side of the gas-liquid separator 42 is connected to the refrigerant outlet side of the refrigerant side flow path 143b of the water-refrigerant heat exchanger 143.

  The gas-liquid separator 42 separates the gas-liquid of the intermediate pressure refrigerant flowing out from the water-refrigerant heat exchanger 143, and the gas-phase refrigerant outlet of the gas-liquid separator 42 is connected to the intermediate pressure port 31 f of the compressor 31. The liquid-phase refrigerant outlet is connected to the refrigerant inlet side of the first electric expansion valve 33.

  Note that an intermediate pressure from the gas-phase refrigerant outlet of the gas-liquid separator 42 to the intermediate-pressure port 31f of the compressor 31 is provided in the refrigerant pipe extending from the gas-phase refrigerant outlet of the gas-liquid separator 42 to the intermediate-pressure port 31f of the compressor 31. A check valve is provided that allows the refrigerant to flow and prohibits the reverse flow. This prevents the refrigerant from flowing backward from the compressor 31 side to the gas-liquid separator 42.

  The liquid-phase refrigerant outlet of the gas-liquid separator 42 is connected to the refrigerant inlet side of the first electric expansion valve 33. In addition, since the structure of the refrigerant | coolant flow downstream rather than the 1st electric expansion valve 33 in the heat pump cycle 30 is the same as that of 1st Embodiment, the description is abbreviate | omitted.

  Next, the cooling operation mode and the heating operation mode of the heat pump cycle 30 of this embodiment will be described with reference to FIG. FIG. 17 is an explanatory diagram for explaining refrigerant flow paths in the cooling operation mode (see FIG. 17A) and the heating operation mode (see FIG. 17B) of the present embodiment.

  First, the cooling operation mode will be described. When the cooling operation mode is started, the first electric expansion valve 33 is controlled to be fully opened and the on-off valve 37 is closed to drive the compressor 31. Thereby, the refrigerant | coolant in the heat pump cycle 30 flows as shown by the arrow of Fig.17 (a).

  At this time, the high-pressure refrigerant discharged from the discharge port 31e of the compressor 31 flows into the indoor condenser 32 and dissipates heat. Thereby, the cold wind which passes the indoor condenser 32 among the cold wind which was ventilated from the air blower 52 and was cooled in the indoor evaporator 38 is heated.

  The high-pressure refrigerant that has flowed out of the indoor condenser 32 flows into the third electric expansion valve 41, is decompressed and expanded until it becomes an intermediate-pressure refrigerant in the third electric expansion valve 41, and then the water-refrigerant heat exchanger 143. Flow into. In the cooling operation mode, the refrigerant heating process by the vehicle temperature adjustment system 10 is not performed, so that the water-refrigerant heat exchanger 143 does not exchange heat between the cooling water and the refrigerant by the refrigerant heating process.

  The intermediate pressure refrigerant that has flowed out of the water-refrigerant heat exchanger 143 is gas-liquid separated by the gas-liquid separator 42. The gas-phase refrigerant separated by the gas-liquid separator 42 flows into the compressor 31 from the intermediate pressure port 31f of the compressor 31, and is discharged from the low-stage compression mechanism 31b inside the compressor 31. The refrigerant merges with the refrigerant and is sucked into the high-stage compression mechanism 31c.

  On the other hand, since the first electric expansion valve 33 is fully opened, the liquid phase refrigerant separated by the gas-liquid separator 42 is not decompressed by the first electric expansion valve 33, and thus the outdoor heat It flows into the exchanger 34. The refrigerant flowing into the outdoor heat exchanger 34 is further cooled by exchanging heat with the outside air.

  Since the on-off valve 37 is closed, the high-pressure refrigerant flowing out of the outdoor heat exchanger 34 is expanded under reduced pressure until it becomes low-pressure refrigerant by the second electric expansion valve 36, and then flows into the indoor evaporator 38. Then, it absorbs heat from the blown air blown from the blower 52 and evaporates. The refrigerant flowing out of the indoor evaporator 38 is sucked from the suction port 31d of the compressor 31 and compressed again.

  As described above, in the present embodiment, in the cooling operation mode, the blower air is cooled by the indoor evaporator 38 and the opening of the air mix door 53 is adjusted to thereby cool air cooled by the indoor evaporator 38. Can be reheated by the indoor condenser 32, and the conditioned air at a temperature desired by the passenger can be blown out into the passenger compartment.

  Next, the heating operation mode will be described. When the heating operation mode is started, the open / close valve 37 is controlled to be opened, the second electric expansion valve 36 is controlled to be fully closed, and the compressor 31 is driven. Thereby, the refrigerant in the heat pump cycle 30 flows as shown by the arrow in FIG.

  At this time, the high-pressure refrigerant discharged from the discharge port 31e of the compressor 31 flows into the indoor condenser 32 and dissipates heat. Thus, the blown air blown from the blower 52 is heated when passing through the indoor condenser 32.

  The high-pressure refrigerant flowing out of the indoor condenser 32 is decompressed and expanded by the third electric expansion valve 41 until it becomes an intermediate-pressure refrigerant, and flows into the water-refrigerant heat exchanger 143. In the heating operation mode, when the cooling water temperature is higher than the refrigerant temperature, the refrigerant heating process is performed by the vehicle temperature adjustment system 10, and thus the water-refrigerant heat exchanger 143 is supplied by the refrigerant heating process. As a result, the refrigerant is heated.

  The intermediate pressure refrigerant that has flowed out of the water-refrigerant heat exchanger 143 is gas-liquid separated by the gas-liquid separator 42. The gas-phase refrigerant separated by the gas-liquid separator 42 flows into the compressor 31 from the intermediate pressure port 31f of the compressor 31, and is discharged from the low-stage compression mechanism 31b inside the compressor 31. The refrigerant merges with the refrigerant and is sucked into the high-stage compression mechanism 31c.

  On the other hand, the liquid-phase refrigerant separated by the gas-liquid separator 42 is decompressed and expanded by the first electric expansion valve 33 until it becomes a low-pressure refrigerant. The low-pressure refrigerant decompressed and expanded by the first electric expansion valve 33 flows into the outdoor heat exchanger 34, absorbs heat from the outside air in the outdoor heat exchanger 34, and evaporates.

  The refrigerant flowing out of the outdoor heat exchanger 34 is sucked from the suction port 31d of the compressor 31 through the on-off valve 37 and is compressed again because the second electric expansion valve 36 is fully closed. .

  As described above, in the present embodiment, in the heating operation mode, the amount of heat of the high-pressure refrigerant discharged from the compressor 31 by the indoor condenser 32 is radiated to the blown air blown from the blower 52, and the heated blower Air can be blown into the passenger compartment.

  Further, in the present embodiment, during the heating operation mode, the gas-liquid of the refrigerant heated by the water-refrigerant heat exchanger 143 is separated, and the separated liquid-phase refrigerant is evaporated by the outdoor heat exchanger 34. Then, the separated gas-phase refrigerant is absorbed into the high-pressure side compression mechanism 31c of the compressor 31 through the intermediate pressure port 31f.

  Therefore, even under operating conditions in which the refrigerant cannot sufficiently absorb heat from the outside air in the outdoor heat exchanger 34, such as when the outside air temperature is low, the blast air is sufficiently supplied by the refrigerant heated in the water-refrigerant heat exchanger 143. Can be heated.

(Fifth embodiment)
Next, a fifth embodiment of the present invention will be described with reference to FIGS. FIG. 18 is a schematic configuration diagram of the vehicle temperature adjustment system 10 according to the present embodiment.

  In this embodiment, the 2nd bypass circuit 21 which bypasses the water-refrigerant heat exchanger 143 is mainly provided in the 2nd circulation circuit 14 of the cooling water circulation circuit 12 in the temperature control system 10 for vehicles. This is different from the third embodiment. In the present embodiment, description of the same or equivalent parts as in the third embodiment will be omitted or simplified.

  As shown in FIG. 18, the vehicle temperature regulation system 10 of the present embodiment is provided with a second bypass circuit 21 that bypasses the water-refrigerant heat exchanger 143 in the second circulation circuit 14. The second bypass circuit 21 is a circuit that connects between the electric device 142 and the water-refrigerant heat exchanger 143 in the second circulation circuit 14 and between the water-refrigerant heat exchanger 143 and the radiator 141.

  A bypass circuit switching valve 21 a is disposed at a connection portion between the second bypass circuit 21 and the electric device 142 and the water-refrigerant heat exchanger 143. The bypass circuit switching valve 21a functions as a second bypass circuit switching unit that switches the flow of the cooling water in the second circulation circuit 14 between the water-refrigerant heat exchanger 143 side and the second bypass circuit 21 side. The bypass circuit switching valve 21a is composed of an electric three-way valve whose operation is controlled by a control voltage output from the control device 100 (temperature adjustment control device 100b).

  Further, a fifth three-way joint 21 b is arranged at a connection portion between the second bypass circuit 21 and the water-refrigerant heat exchanger 143 and the radiator 141 in the cooling water circulation circuit 12. The basic configuration of the fifth three-way joint 21b is the same as that of the first three-way joint 35.

  Next, the operation of the vehicle temperature adjustment system 10 of the present embodiment will be described with reference to FIGS. 19 and 20. 19 and 20 are flowcharts showing the main part of the control processing executed by the control device 100 of this embodiment.

  In this embodiment, as shown in FIG. 19, after the first bypass circuit 18 is closed in the process of S92 in the battery cooling process (S90), the operation mode of the heat pump cycle 30 is the heating operation mode, and the water-refrigerant It is determined whether or not the cooling water temperature of the heat exchanger 143 is equal to or higher than the refrigerant temperature (S94).

  As a result, when it is determined in the heating operation mode and the coolant temperature of the water-refrigerant heat exchanger 143 is equal to or higher than the coolant temperature (S94: YES), the process proceeds to S95, and the bypass circuit switching valve 21a. Then, the second bypass circuit 21 side is closed and the flow of the cooling water in the second circulation circuit 14 is switched to the water-refrigerant heat exchanger 143 side.

  Thereby, since the cooling water heated by the battery 11 and the electric device 142 flows into the water-refrigerant heat exchanger 143 side, the refrigerant can be sufficiently heated by the amount of heat of the cooling water.

  On the other hand, when it is determined that the cooling water temperature of the cooling operation mode or the water-refrigerant heat exchanger 143 is lower than the refrigerant temperature (S94: NO), the process proceeds to S96 and the bypass circuit switching valve 21a is set. Then, the second bypass circuit 21 side is opened, and the flow of the cooling water in the second circulation circuit 14 is switched to the second bypass circuit 21 side. At this time, the water-refrigerant heat exchanger 143 side in the second circulation circuit 14 is closed by the bypass circuit switching valve 21a, and the cooling water does not flow into the water-refrigerant heat exchanger 143.

  Thereby, the cooling water heated by the battery 11 and the electric device 142 flows into the second bypass circuit 21 side, so that the water and the refrigerant heat exchanger 143 does not exchange heat between the cooling water and the refrigerant. Therefore, during the cooling operation mode, the refrigerant is not heated in the water-refrigerant heat exchanger 143 by the battery cooling process, so the refrigerant heated in the water-refrigerant heat exchanger 143 flows into the indoor evaporator 38, It can be avoided that the heat absorption amount (refrigeration capacity) that the refrigerant absorbs heat from the blown air in the indoor evaporator 38 is reduced.

  Further, as shown in FIG. 20, after the first bypass circuit 18 is closed in the process of S112 in the electrical equipment cooling process (S110), the operation mode of the heat pump cycle 30 is the heating operation mode and the water-refrigerant heat exchange is performed. It is determined whether or not the cooling water temperature of the vessel 143 is equal to or higher than the refrigerant temperature (S114).

  As a result, when it is determined that the cooling water temperature of the heating operation mode and the water-refrigerant heat exchanger 143 is equal to or higher than the refrigerant temperature (S114: YES), the process proceeds to S115, and the bypass circuit switching valve 21a. Then, the second bypass circuit 21 side is closed and the flow of the cooling water in the second circulation circuit 14 is switched to the water-refrigerant heat exchanger 143 side.

  Thereby, since the cooling water heated by the battery 11 and the electric device 142 flows into the water-refrigerant heat exchanger 143 side, the refrigerant can be sufficiently heated by the amount of heat of the cooling water.

  On the other hand, when it is determined that the cooling water temperature of the heating operation mode or the water-refrigerant heat exchanger 143 is lower than the refrigerant temperature (S114: NO), the process proceeds to S116 and the bypass circuit switching valve 21a is switched to. Then, the second bypass circuit 21 side is opened, and the flow of the cooling water in the second circulation circuit 14 is switched to the second bypass circuit 21 side. At this time, the water-refrigerant heat exchanger 143 side in the second circulation circuit 14 is closed by the bypass circuit switching valve 21a, and the cooling water does not flow into the water-refrigerant heat exchanger 143.

  Thereby, the cooling water heated by the battery 11 and the electric device 142 flows into the second bypass circuit 21 side, so that the water and the refrigerant heat exchanger 143 does not exchange heat between the cooling water and the refrigerant. Therefore, in the cooling operation mode, the refrigerant is not heated in the water-refrigerant heat exchanger 143 by the electric device cooling process, so the refrigerant heated in the water-refrigerant heat exchanger 143 flows into the indoor evaporator 38. In the indoor evaporator 38, it is possible to avoid a decrease in the heat absorption amount (refrigeration capacity) that the refrigerant absorbs from the blown air.

(Other embodiments)
As mentioned above, although embodiment of this invention was described, this invention is not limited to this, Unless it deviates from the range described in each claim, it is not limited to the wording of each claim, and those skilled in the art Improvements based on the knowledge that a person skilled in the art normally has can be added as appropriate to the extent that they can be easily replaced. For example, various modifications are possible as follows.

  (1) In each of the above-described embodiments, the circuit switching valve 16 configured by an electric three-way valve switches the circulation circuit in the cooling water circulation circuit 12 to the first circulation circuit 13 and the second circulation circuit 14 by using the circuit switching valve 16. Although the example which comprised the means was demonstrated, the structure of a circulation circuit switching means is not limited to this. For example, the circuit switching valve 16 may be eliminated, an on-off valve may be disposed in each of the first circulation circuit 13 and the second circulation circuit 14, and each on-off valve may be employed as the circulation circuit switching means.

  Moreover, the flow path of the cooling water flowing through the second circulation circuit 14 of the cooling water circulation circuit 12 to the water-refrigerant heat exchanger 143 side and the second bypass circuit 21 side by the bypass circuit switching valve 21a in the electric three-way valve. Although the example which comprised the 2nd bypass circuit switching means to switch was demonstrated, the structure of a 2nd bypass circuit switching means is not limited to this. For example, the bypass circuit switching valve 21a is abolished, and an opening / closing valve is arranged on each of the water-refrigerant heat exchanger 143 side and the second bypass circuit 21 side in the second circulation circuit 14, and each opening / closing valve is used as the circulation circuit switching means. It may be adopted.

  (2) In each of the embodiments described above, an example has been described in which the circulation pump 15 is configured by an electric pump that can rotate forward and backward. However, for example, the electric pump that does not allow reverse rotation as the circulation pump 15 And a circuit switching mechanism for switching between the cooling water outlet side and the inlet side of the circulating pump 15 is provided in the cooling water circulation circuit 12, and the cooling water flow in the cooling water circulation circuit 12 is reversed by the circuit switching mechanism. You may comprise.

  (3) In each of the above-described embodiments, the control means is configured by two control devices such as the air conditioning control device 100a and the temperature adjustment control device 100b. You may comprise with one control apparatus which performs temperature adjustment control of a vehicle.

  (4) In each of the above-described embodiments, the electric device cooling process for cooling the electric device 142 is performed by the control device 100. However, the electric device warm-up process for warming the electric device 142 by the control device 100 is performed. May be executed. In this electric equipment warming-up process, the cooling water is heated by the heating device 131 and the heated cooling water is caused to flow into the electric equipment 142 in the second circulation circuit 14, so that the amount of heat of the cooling water is increased. Warm-up can be performed. Further, in the electric equipment warm-up process, the number of heat radiation in the radiator 141 may be reduced by reducing the rotational speed of the blower fan 141a.

  (5) In each of the embodiments described above, in the refrigerant heating process, the water-refrigerant heat exchanger 143 heats the refrigerant on the downstream side of the outdoor heat exchanger 34 by the amount of heat of the cooling water. When the amount of heat of water is insufficient, the cooling water heated by the heating device 131 may be allowed to flow into the water-refrigerant heat exchanger 143.

  (6) In each of the above-described embodiments, in each of the above-described embodiments, the example in which the refrigerant flow path switching unit is configured by the second electric expansion valve 36 and the on-off valve 37 has been described. Is not limited to this.

  For example, the on-off valve 37 is abolished and switched to a refrigerant flow path connecting the outlet side of the outdoor heat exchanger 34 and the refrigerant suction side of the compressor 31 in the heating operation mode, and the outdoor heat exchanger 34 is switched in the cooling operation mode. An electric three-way valve that switches to a refrigerant channel that connects the outlet side and the refrigerant inlet side of the second electric expansion valve 36 may be employed as the refrigerant channel switching means.

  Moreover, although the 2nd electric expansion valve 36 which has a fully closed function was employ | adopted as a 2nd pressure reduction means, the 2nd electric expansion valve 36 demonstrated the example provided with the function as a refrigerant | coolant flow path switching means, The second electric expansion valve 36 that does not have a fully-closed function may be employed, and an on-off valve may be arranged on the refrigerant flow upstream side or downstream side of the second electric expansion valve 36.

  (7) In each of the above-described embodiments, an example in which the above-described embodiments are applied to a hybrid vehicle among electric vehicles has been described. However, the present invention is not limited thereto, and an internal combustion engine as a vehicle driving source is not provided. You may apply to the electric vehicle (fuel cell vehicle etc.) which obtains a driving force from the motor for driving | running | working.

  (8) In each of the above-described embodiments, an example in which a normal chlorofluorocarbon refrigerant is employed as the refrigerant has been described. However, the type of refrigerant is not limited thereto. Natural refrigerants such as carbon dioxide, hydrocarbon refrigerants, and the like may be employed. Furthermore, the heat pump cycle 30 may constitute a supercritical refrigeration cycle in which the refrigerant discharged from the compressor 31 is equal to or higher than the critical pressure of the refrigerant.

DESCRIPTION OF SYMBOLS 10 Temperature control system for vehicles 11 Battery 13 1st circulation circuit (1st fluid circulation circuit)
131 Heating device (heating means)
14 Second circulation circuit (second fluid circulation circuit)
141 Heat radiator 142 Electric equipment 143 Water-refrigerant heat exchanger (heat exchanger for heating)
15 Circulation pump (fluid circulation means)
16 Circuit switching valve (circulation circuit switching means)
18 First bypass circuit 18c Flow rate adjusting valve (flow rate adjusting means)
21 2nd bypass circuit 21a Bypass circuit switching valve (2nd bypass circuit switching means)
30 Heat pump cycle 34 Outdoor heat exchanger 100 Control device (control means)

Claims (6)

An outdoor heat exchanger that functions as an evaporator that absorbs heat from outside air during the heating operation for heating the vehicle interior and evaporates the refrigerant and functions as a radiator that radiates heat of the refrigerant to the outside air during the cooling operation for cooling the vehicle interior ( 34), and a battery (11) for supplying electric power to a travel motor as a vehicle travel drive source. At least the battery (11) And a vehicle temperature adjustment system for adjusting the temperature of the outdoor heat exchanger (34),
A first fluid circulation circuit (13) connected to a heating means (131) for heating the battery (11) and a temperature adjusting fluid for adjusting the temperature of the battery (11), and circulating the temperature adjusting fluid; ,
The battery (11), the heating means (131), and a heat radiator (141) capable of dissipating heat of the temperature adjusting fluid to the outdoor heat exchanger (34) are connected to circulate the temperature adjusting fluid. A two-fluid circuit (14);
Fluid circulation means (15) for circulating the temperature adjusting fluid in the first fluid circulation circuit (13) and the second fluid circulation circuit (14);
A circulation circuit switching means (16) for switching between the first fluid circulation circuit (13) and the second fluid circulation circuit (14);
And at least the heating means (131), the circulation circuit switching means (16), and a control means (100) for controlling the operation of the fluid circulation means (15),
The control means (100)
In the battery warm-up mode in which the battery (11) is warmed up, the temperature adjusting fluid is heated by the heating means (131), and the first fluid circulation circuit (13) is obtained by the circulation circuit switching means (16). And the temperature adjusting fluid heated by the heating means (131) by the fluid circulation means (15) is caused to flow into the battery (11),
In the defrosting operation mode for removing frost attached to the outdoor heat exchanger (34), the temperature adjusting fluid is heated by the heating means, and the second fluid circulation circuit (16) is obtained by the circulation circuit switching means (16). 14), the temperature adjusting fluid heated by the heating means in the fluid circulating means (15) is caused to flow into the radiator (141), and the heat of the temperature adjusting fluid is transferred to the outdoor heat exchanger. (34) Dissipating heat to a vehicle temperature control system.   In the battery cooling mode in which the battery (11) is cooled, the control means (100) is switched to the second fluid circulation circuit (14) by the circulation circuit switching means (16), and the fluid circulation means (15 The temperature adjustment system for vehicles according to claim 1, wherein the temperature adjustment fluid radiated by the radiator (141) is caused to flow into the battery (11). In the second fluid circulation circuit (14), the electric device (142) mounted on the vehicle and requiring temperature adjustment, and the battery (11) bypassing the electric device (142), the temperature adjustment is performed on the electric device (142). A flow rate adjusting means (18c) for adjusting the flow rate of the temperature adjusting fluid flowing to the first bypass circuit (18) side in the first fluid circuit (14) and the second fluid circulation circuit (14) is connected. Has been
The control means (100)
In the battery cooling mode, the circulation circuit switching means (16) switches to the second fluid circulation circuit (14), and the flow rate adjustment means (18c) performs the first fluid circulation circuit (14) in the first fluid circulation circuit (14). The flow rate of the temperature adjustment fluid flowing to the bypass circuit (18) side is reduced, and the temperature adjustment fluid radiated by the radiator (141) by the fluid circulation means (15) flows into the battery (11). Let
In the electrical equipment cooling mode for cooling the electrical equipment (142), the circulation circuit switching means (16) switches to the second fluid circulation circuit (14), and the flow rate adjustment means (18c) performs the second fluid. The flow rate of the temperature adjustment fluid flowing to the first bypass circuit (18) side in the circulation circuit (14) is increased, and the temperature adjustment is radiated by the radiator (131) in the fluid circulation means (15). The temperature control system for a vehicle according to claim 2, wherein a fluid is allowed to flow into the electric device (142). In the second fluid circulation circuit (14), heat is exchanged between the refrigerant flowing upstream or downstream of the outdoor heat exchanger (34) in the heat pump cycle (30) and the temperature-adjusting fluid. A heating heat exchanger (143) for heating the refrigerant is connected,
In the heating operation, the control means (100) sets the temperature of the temperature adjusting fluid flowing into the heating heat exchanger (143) to the temperature of the refrigerant flowing into the heating heat exchanger (143). If the temperature is higher, the circulation circuit switching means (16) switches to the second fluid circulation circuit (14), and the fluid circulation means (15) converts the temperature adjusting fluid into the heat exchanger for heating ( 143), the temperature control system for a vehicle according to claim 3. In the second fluid circulation circuit (14), the flow of the temperature adjusting fluid in the second bypass circuit (21) bypassing the heating heat exchanger (143) and in the second fluid circulation circuit (14). Second bypass circuit switching means (21a) for switching between the heating heat exchanger (143) side and the second bypass circuit (21) side is connected,
The control means (100)
In the heating operation, when the temperature of the temperature adjusting fluid flowing into the heating heat exchanger (143) is higher than the temperature of the refrigerant flowing into the heating heat exchanger (143), The second bypass circuit switching means (21a) switches the flow of the temperature adjusting fluid in the second fluid circulation circuit (14) to the heating heat exchanger (143) side,
During the heating operation, when the temperature of the temperature adjusting fluid flowing into the heating heat exchanger (143) is lower than the temperature of the refrigerant flowing into the heating heat exchanger (143), 5. The flow of the temperature adjusting fluid in the second fluid circulation circuit (14) is switched to the second bypass circuit (21) side by a second bypass circuit switching means (21a). Temperature control system for vehicles.   In the cooling operation, the control means (100) causes the second bypass circuit switching means (21a) to change the flow of the temperature adjusting fluid in the second fluid circulation circuit (14) to the second bypass circuit (21). The vehicle temperature control system according to claim 5, wherein the temperature control system is switched to the side.

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