JP2012214104A - Cooling device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a cooling device for a hybrid vehicle, which has superior mountability to a vehicle, and allows traveling of more energy saving, while achieving suitable cooling of a cabin, etc.SOLUTION: The cooling device of embodiment 1 includes: an engine 3; a motor 7; a PCU 9; a radiator 11 for electrical equipment system; a chemical heat pump 13; and a cooler core 15. The chemical heat pump 13 includes: a reproduction chamber 41; an absorption chamber 42; a condensing chamber 43; and an evaporation chamber 44. Pipings 33 are connected with the absorption chamber 42 and the condensation chamber 43. The evaporation chamber 44 and a cooler core 15 are connected by pipings 53 and 54, and the coolant for the air conditioning circulates the internal. The coldness and the hotness are saved in the evaporation chamber 44 by the heat absorption reaction in this cooling device. The air-conditioning of the cabin is performed by this coldness and hotness supplied in the vehicle through the coolant and the cooler core 15 for the air conditioning. Moreover, the absorption chamber 42 and condensation chamber 43 are cooled by the electrical equipment system coolant that circulates in the piping 33.

Description

  The present invention relates to a cooling device for a hybrid vehicle.

  Due to the recent increase in environmental awareness, attention has been focused on hybrid vehicles that use an engine and a motor as drive sources and drive the motor with a drive circuit. In this hybrid vehicle, there is a demand for a hybrid vehicle air conditioner that enables energy-saving travel while realizing suitable air conditioning in the passenger compartment.

  As such a hybrid vehicle air conditioner, for example, one disclosed in Patent Document 1 is known. This air conditioner for a hybrid vehicle connects an engine radiator, an engine radiator and an engine, an engine heat dissipation channel through which engine coolant can circulate, an electrical system radiator, an electrical system radiator, and a motor. Are connected to the engine radiator and the electrical system radiator in parallel with the heater core provided in the vehicle compartment.

  According to this hybrid vehicle air conditioner, the exhaust heat generated by the engine or motor can be used for heating the passenger compartment, so that it is not necessary to drive the engine only for heating, and suitable heating of the passenger compartment is achieved. This makes it possible to travel more energy-saving.

JP 2006-51852 A

  However, this conventional hybrid vehicle air conditioner can only heat the passenger compartment and cannot cool the passenger compartment.

  In this regard, it is conceivable to employ a chemical heat pump disclosed in JP 2008-291777 A, JP 2007-218504 A, JP 61-193914 A, or the like. These chemical heat pumps are connected by a connecting channel and have a regeneration chamber and an evaporation chamber filled with chemical substances that generate reversible exothermic and endothermic reactions.

  Therefore, if the hybrid vehicle air conditioner includes a chemical heat pump, the vehicle compartment can be cooled by supplying cold heat generated by the endothermic reaction in the evaporation chamber to the vehicle compartment.

  However, in the above chemical heat pump, it is necessary to cool a chemical substance during an exothermic reaction or an endothermic reaction. And when said hybrid vehicle air conditioner is equipped with such a chemical heat pump, each radiator will be utilized for cooling of a chemical substance. On the other hand, in the hybrid vehicle air conditioner described above, the hybrid vehicle uses an engine and a motor as drive sources. For this reason, simply adopting a chemical heat pump requires both engine and motor cooling and chemical substance cooling, so both the engine radiator and electrical system radiator must have a large capacity. . In this case, the mountability of the hybrid vehicle air conditioner on the vehicle is reduced.

  The present invention has been made in view of the above-described conventional circumstances, and is capable of traveling more energy-saving while realizing suitable cooling of the passenger compartment and the like, and is a hybrid vehicle excellent in mountability to a vehicle Providing an industrial cooling device is a problem to be solved.

The cooling device for a hybrid vehicle of the present invention is a cooling device for a hybrid vehicle of a hybrid vehicle that uses an engine and a motor as drive sources and drives the motor with a drive circuit,
A radiator for electrical equipment,
Connecting the electric system radiator with at least one of the motor and the drive circuit, and an electric system heat radiation channel through which an electric system coolant can circulate;
A chemical heat pump having a chemical substance and a reactive substance,
The chemical heat pump heats the chemical substance with a heat medium having at least heat generated by driving the engine, and a regeneration chamber for vaporizing the reactant.
A condensing chamber that is connected to the regeneration chamber by a first connection channel and condenses the vaporized reactant;
An evaporating chamber connected to the condensing chamber by a second connecting flow path and vaporizing the condensed reactant;
The reaction chamber is connected to the evaporation chamber by a third connection flow path, and connected to the regeneration chamber by a fourth connection flow path and a fifth connection flow path, and the vaporized reactant is passed through the fourth connection flow path. An absorption chamber that absorbs the chemical substance flowing in by an exothermic reaction, and causes the chemical substance after absorption to flow out to the regeneration chamber through the fifth connection channel;
At least one of the condensing chamber and the absorption chamber is provided with the heat dissipating channel for the electrical system (Claim 1).

  In the cooling device for a hybrid vehicle (hereinafter simply referred to as a cooling device) of the present invention, if the regeneration chamber is heated by a heat medium that retains heat generated by driving the engine or the like, the chemical substance in the regeneration chamber is heated and reacted. The material evaporates. The vaporized reactant reaches the condensation chamber from the regeneration chamber via the first connection flow path, and is condensed in the condensation chamber. Then, the condensed reaction material reaches the evaporation chamber from the condensation chamber via the second connection flow path, and is vaporized in the evaporation chamber. At this time, cold energy is stored in the evaporation chamber by heat of vaporization. The vaporized reactant reaches the absorption chamber via the third connection channel. Further, the chemical substance from which the reactant is separated in the regeneration chamber reaches the absorption chamber via the fourth connection channel. For this reason, in the absorption chamber, the vaporized reactant is absorbed by the chemical substance. At this time, an exothermic reaction occurs. The chemical substance that has absorbed the reactant reaches the regeneration chamber via the fifth connection channel.

  Thus, with this cooling device, the vehicle compartment and the like can be cooled by the cold heat stored in the evaporation chamber. In addition, since at least one of the condensing chamber and the absorption chamber is provided with the electrical system heat radiation channel, at least one of the absorption chamber and the condensation chamber is cooled by the electrical system coolant in the electrical system heat radiation channel. It becomes. Then, the electrical system coolant in the electrical system heat radiation passage heated through the condensation chamber and the absorption chamber is cooled by heat exchange with the surrounding air in the electrical system radiator.

  Further, in this cooling device, when the hybrid vehicle is driven mainly by the engine and the load on the motor and the drive circuit is small or zero, the electric system radiator has a margin for cooling, so the electric system radiator However, it is possible to cool at least one of the condensation chamber and the absorption chamber through the electrical system heat dissipation channel. For this reason, in this cooling device, it is not necessary to separately provide a dedicated radiator for cooling the condensation chamber and the absorption chamber. Furthermore, in this cooling device, the cooling capacity of the electric system radiator, that is, the size of the housing, shall be the minimum size required for cooling the absorption chamber and the condensation chamber in addition to cooling the motor and drive circuit. Can do. For this reason, in this cooling device, it is also possible to suppress an increase in the size of the electrical system radiator. For these reasons, it is possible to suppress an increase in the size of the cooling device.

  Therefore, according to the cooling device of the present invention, it is possible to travel more energy-saving while realizing suitable cooling of the passenger compartment and the like, and to exhibit excellent mountability to the vehicle.

  In particular, in this cooling device, since the chemical heat pump has four chambers, ie, a regeneration chamber, an absorption chamber, a condensation chamber, and an evaporation chamber, vaporization of reactants continuously occurs in the evaporation chamber. For this reason, in this cooling device, the problem of time limitation of the operation time derived from the remaining amount of cold heat stored in the evaporation chamber is less likely to occur, and the vehicle compartment and the like are suitably cooled over a long period of time. Is possible.

  The cooling device of the present invention can be used as, for example, cooling of a passenger compartment, that is, a cooling device of a passenger compartment, and cooling of various driving devices necessary for traveling of the vehicle such as a battery and a driving circuit mounted on the vehicle. It can also be used as a device.

As a chemical substance used for the chemical heat pump, an LiBr aqueous solution, an NH ₃ aqueous solution, or the like can be employed. For example, when a LiBr aqueous solution is employed as the chemical substance, the reactant is H ₂ O, and the chemical substance after the exothermic reaction is a LiBr aqueous solution. Further, for example, when an NH ₃ aqueous solution is employed as the chemical substance, the reactant is NH _{3 and} the chemical substance after the exothermic reaction is H ₂ O.

  For heating the regeneration chamber, in addition to the heating medium resulting from the driving of the engine, for example, the heating medium resulting from the driving of the battery mounted on the vehicle is used in addition to the heating medium resulting from the driving of the motor and the driving circuit. May be used. Engines included in the cooling device include gasoline engines, diesel engines, natural gas engines, and the like. As a cooling means for each engine, various types can be adopted regardless of the type other than the cooling device of the present invention. On the other hand, as the drive circuit, a power control unit (PCU) constituted by an inverter, a converter, or the like can be adopted.

  In particular, this cooling device may have an engine radiator, an engine radiator and an engine, and an engine heat dissipation channel through which engine coolant can circulate. The heat medium is preferably at least one of exhaust gas discharged from the engine, engine coolant in the engine heat dissipation channel, and engine oil for lubricating the engine.

  By employing a water-cooled engine, the engine coolant used for cooling the engine becomes high temperature by driving the engine. Similarly, exhaust gas and engine oil become hot when the engine is driven. By using these as a heat medium, this cooling device can suitably heat the chemical substances in the regeneration chamber. For this reason, the exothermic reaction and endothermic reaction in a chemical heat pump are suitably performed. For this reason, cooling of a vehicle interior etc. will be performed more suitably. This engine radiator can also be cooled to the minimum required for cooling the engine coolant, that is, the engine, and the size of the cooling device can be suppressed.

  Preferably, the regeneration chamber is provided with a heat medium flow path through which the heat medium can circulate, and a heat medium bypass passage through which the heat medium can bypass the regeneration chamber.

  In this case, when the temperature of the heat medium is still low and the regeneration chamber cannot be heated sufficiently, the flow resistance of the heat medium can be reduced by circulating the heat medium through the heat medium bypass passage. In addition, the regeneration chamber is suitably heated by the heat medium circulating in the heat medium flow path, and when there is no need for heating, the regeneration chamber is unnecessarily heated by bypassing the heat medium in the heat medium bypass passage. Can be prevented. For this reason, in this cooling device, it becomes possible to effectively prevent the deterioration and alteration of chemical substances in the regeneration chamber. In addition, as a heat-medium flow path, piping etc. which were connected with the heat dissipation flow path for engines other than a muffler are mentioned, for example.

  In this cooling device, heat exchange is performed between the fourth connection channel and the fifth connection channel to exchange heat between the chemical substance in the fourth connection channel and the chemical substance in the fifth connection channel. A vessel is preferably provided (claim 4).

  In this case, it is possible to heat the chemical substance from the absorption chamber to the regeneration chamber by the heat of the chemical substance from the regeneration chamber to the absorption chamber. At the same time, the chemicals going from the regeneration chamber to the absorption chamber can be cooled. As a result, in this cooling device, the exothermic reaction and endothermic reaction in the chemical heat pump are more suitably performed, and the cooling capacity can be improved.

  Moreover, it is preferable that the evaporation chamber is provided with heat absorption means for performing heat absorption (Claim 5). In this case, the heat absorbing means absorbs the cold in the evaporation chamber, so that the vehicle compartment and the like can be suitably cooled. This heat absorption means may be, for example, a fin provided around the evaporation chamber.

  In particular, it is preferable that the heat absorption means includes a cooler core provided in the vehicle interior and an indoor flow path provided in the evaporation chamber for circulating the cooling liquid for air conditioning between the cooler core.

  In this case, the vehicle compartment can be suitably cooled by the air-conditioning coolant cooled by the cold heat in the evaporation chamber. Further, since the cooler core and the evaporation chamber are connected by the indoor flow path, it is possible to improve the degree of freedom of installation of the cooler core in the vehicle interior. For this reason, in this cooling device, the mounting property to the vehicle is further improved.

  Furthermore, in this case, it is preferable that a thermoelectric conversion device is provided for heat transfer between the electrical system heat radiation channel and the indoor channel (Claim 7).

  In this case, when the cooling capacity in the vehicle compartment is insufficient only by the cooling heat in the evaporation chamber, the thermoelectric conversion device can absorb the heat to further cool the cooling liquid for air conditioning, thereby improving the cooling capacity. At this time, the heat of the air-conditioning coolant absorbed from the thermoelectric converter is dissipated to the electrical system coolant. As a result, the electrical system coolant in the electrical system heat dissipating flow path is also cooled by exchanging heat with the surrounding air in the electrical system radiator. In addition, in this cooling device, it is possible to rapidly cool the motor and the drive circuit in an emergency or the like by switching the current application direction to the thermoelectric conversion device and the thermoelectric conversion device absorbing heat from the electrical system coolant. Become. In addition, as a thermoelectric conversion apparatus, the thermoelectric conversion module provided with the thermoelectric conversion element is employable, for example.

  According to the cooling device of the present invention, while realizing suitable cooling of the passenger compartment and the like, it is possible to travel more energy-saving and to exhibit excellent mountability on a vehicle.

1 is a schematic structural diagram showing a cooling device of Example 1. FIG. FIG. 3 is a schematic structural diagram illustrating a state during the cooling operation according to the cooling device of the first embodiment. 6 is a schematic structural diagram showing a cooling device of Example 2. FIG.

  Embodiments 1 and 2 embodying the present invention will be described below with reference to the drawings. The cooling devices according to the first and second embodiments are mounted on a hybrid vehicle (hereinafter simply referred to as a vehicle) as a device that performs a cooling operation as air conditioning of a passenger compartment.

Example 1
As shown in FIG. 1, the cooling device of the first embodiment includes an engine 3, an engine radiator 5, a motor 7, a PCU (power control unit) 9 as a drive circuit, an electrical system radiator 11, and a chemical. A heat pump 13, a cooler core 15, a thermoelectric conversion module 17 as a thermoelectric conversion device, a one-surface side heat exchanger 19, and another-surface side heat exchanger 21 are provided.

  The engine 3 is driven alternatively to the motor 7 in accordance with the traveling state of the vehicle and the like to cause the vehicle to travel. The engine 3 is formed with a water jacket (not shown), and the engine 3 can be cooled or warmed up by an engine coolant flowing through the water jacket. The engine 3 is provided with a muffler (not shown) that discharges exhaust gas to the outside of the passenger compartment.

  The engine radiator 5 is configured such that the engine coolant can flow through the engine radiator 5, and heat exchange is performed between the engine coolant in the engine radiator 5 and the air around the engine radiator 5. It is possible to cool the coolant. The capacity of the engine radiator 5 is set to a minimum size required for cooling the engine 3. An electric fan 5 a is provided in the vicinity of the engine radiator 5. The electric fan 5a is electrically connected to a control device (not shown).

  The engine 3 and the engine radiator 5 are connected by pipes 22 to 25. These pipes 22 to 25 are engine heat dissipation channels. The engine coolant is also circulated in these pipes 22 to 25, and the engine coolant can circulate between the engine 3 and the engine radiator 5. A branch valve V <b> 1 is provided between the pipe 23 and the pipe 24. A branch valve can branch one flow path into two other flow paths, that is, one flow path communicates with one of the other flow paths, and the other remaining flow path is not. A switching valve that can be switched to communicate.

  The pipe 22 connects the engine radiator 5 and the engine 3. The pipe 23 connects the engine 3 and the branch valve V1. The pipe 25 is connected to the pipe 24 and connects the pipe 24 and the engine radiator 5. The piping 25 is provided with a first electric pump P1. The pipe 24 is connected to the branch valve V1 on one end side and is connected to the pipe 25 on the other end side, and this pipe 24 also functions as a heat medium bypass passage. The branch valve V1 and the first electric pump P1 are electrically connected to a control device (not shown). The first electric pump P1 may be provided in the pipe 22 or the pipe 23.

  Further, one end side of the pipe 26 is connected to the branch valve V <b> 1, and the other end side of the pipe 26 is connected to the pipe 25. The pipe 26 extends into a regeneration chamber 41, which will be described later, and the pipe 26 is formed so that a part of the pipe 26 meanders in the regeneration chamber 41. This pipe 26 corresponds to a heat medium flow path. The high-temperature engine coolant that circulates in the pipe 26 functions as a heat medium that heats the regeneration chamber 41.

  The motor 7 is electrically connected to the PCU 9 and a control device (not shown). The motor 7 is driven by power supplied from a power supply device (not shown) to drive the vehicle. The PCU 9 is composed of an inverter, a converter, and the like. The PCU 9 is also electrically connected to a control device (not shown), and controls the power supplied from the power feeding device to the motor 7 in accordance with the traveling state of the vehicle. The motor 7 and the PCU 9 operate so as to collect (charge) heat energy generated by a brake operation or the like as regenerative energy (regenerative power) while the vehicle is running by driving the engine 3.

  A water jacket (not shown) is formed on the motor 7 and the PCU 9, and the motor 7 and the PCU 9 are cooled by the electrical system coolant flowing through the water jacket. The other configurations of the motor 7 and the PCU 9 are the same as known ones, and a detailed description thereof will be omitted.

  The electrical system radiator 11 is configured so that the electrical system coolant can flow therethrough, and heat exchange is performed between the electrical system coolant in the electrical system radiator 11 and the air around the electrical system radiator 11. By doing so, it is possible to cool the electrical system coolant. The cooling of the motor 7 and the PCU 9 by the electric system radiator 11 is performed not only during the traveling of the vehicle by driving the motor 7 but also during the recovery of regenerative energy during the traveling of the vehicle by the engine 3. The capacity of the electrical system radiator 11 is set to a minimum size required for cooling the motor 7, the PCU 9, an absorption chamber 42 and a condensation chamber 43 described later. Further, an electric fan 11 a is provided in the vicinity of the electrical system radiator 11. The electric fan 11a is electrically connected to a control device (not shown).

  The motor 7, the PCU 9 and the electrical system radiator 11 are connected by pipes 27 to 33. These pipes 27 to 33 correspond to electrical system heat radiation channels. The electrical system coolant is also circulated in the pipes 27 to 33, and the electrical system coolant passes through the condensation chamber 43, the absorption chamber 42, and the other surface side heat exchanger 21, and the motor 7. , And can be circulated between the PCU 9 and the electrical system radiator 11. A branch valve V <b> 2 is provided between the pipe 29 and the pipe 30.

  The pipe 27 connects the electrical system radiator 11 and the motor 7. The pipe 28 connects the motor 7 and the PCU 9. The pipe 29 connects the PCU 9 and the branch valve V2. The pipe 31 connects the pipe 30 and the other surface side heat exchanger 21. The pipe 32 connects the other surface side heat exchanger 21 and the electrical system radiator 11. The pipe 32 is provided with a second electric pump P2. The pipe 30 is connected to the branch valve V2 at one end side and is connected to the pipe 31 at the other end side. Further, one end side of the pipe 33 is connected to the branch valve V <b> 2, and the other end side of the pipe 33 is connected to the pipe 31. The pipe 33 is connected to the absorption chamber 42 and the condensation chamber 43 and extends into the absorption chamber 42 and the condensation chamber 43. The piping 33 is formed such that a part thereof meanders in the absorption chamber 42 and the condensation chamber 43. The branch valve V2 and the second electric pump P2 are electrically connected to a control device (not shown). The second electric pump P2 may be provided in the pipes 27 to 29.

The chemical heat pump 13 is an absorption type chemical heat pump. The chemical heat pump 13 includes a regeneration chamber 41 and an absorption chamber 42 filled with a LiBr aqueous solution C1 as a chemical substance, a condensation chamber 43 and an evaporation chamber 44 in which water C2 as a reactant is stored, and first to fifth connection flows. Roads 45-49. A heat exchanger 51 is provided between the fourth connection channel 48 and the fifth connection channel 49. In addition, a piping 53 described later is connected to the evaporation chamber 44. The inside of the evaporation chamber 44 is in a state where the pressure is reduced from the ambient atmospheric pressure. In addition, as a chemical substance stored in the regeneration chamber 41 and the absorption chamber 42, an NH ₃ aqueous solution may be employed. In this case, the reactant stored in the condensation chamber 43 and the evaporation chamber 44 is NH ₃ .

  The regeneration chamber 41 and the condensation chamber 43 are connected by a first connection channel 45. The condensation chamber 43 and the evaporation chamber 44 are connected by a second connection channel 46. The evaporation chamber 44 and the absorption chamber 42 are connected by a third connection channel 47. The regeneration chamber 41 and the absorption chamber 42 are connected by a fourth connection channel 48 and a fifth connection channel 49. The fourth connection flow path 48 and the fifth connection flow path 49 are respectively provided with third and fourth electric pumps P3 and P4, and the second connection flow path 46 is provided with a fifth electric pump P5. The third to fifth electric pumps P3 to P5 are electrically connected to a control device (not shown). The second connection channel 46 may be provided with an open / close valve instead of the fifth electric pump P5, and the third connection channel 47 may be provided with an open / close valve.

  The cooler core 15 is provided in the passenger compartment, and is configured so that the air-conditioning coolant can flow therethrough, so that heat can be exchanged between the air-conditioner coolant in the cooler core 15 and the air in the passenger compartment. It has become. An electric fan 15 a is provided in the vicinity of the cooler core 15. The electric fan 15a is electrically connected to a control device (not shown).

  The cooler core 15, the evaporation chamber 44, and the one surface side heat exchanger 19 are connected by pipes 53 and 54. The air conditioning coolant is also circulated in the pipes 53 and 54, and the air conditioning coolant can be circulated between the one-side heat exchanger 19 and the cooler core 15 via the condensation chamber 43. It has become.

  The pipe 53 extends into the evaporation chamber 44 and is formed to meander in the evaporation chamber 44. These pipes 53 and 54 correspond to indoor flow paths, and the pipes 53 and 54, the cooler core 15 and the air conditioning coolant correspond to heat absorption means. The pipe 53 is provided with a sixth electric pump P6. The sixth electric pump P6 is electrically connected to a control device (not shown). Note that the sixth electric pump P <b> 6 may be provided in the pipe 54.

  The thermoelectric conversion module 17 includes a pair of substrates constituting one surface and the other surface, and a plurality of thermoelectric conversion elements electrically connected to electrodes provided on each substrate while being sandwiched between the substrates. It is configured. The thermoelectric conversion module 17 is electrically connected to a control device (not shown), and by switching the direction of the applied current, the heat absorption surface and the heat dissipation surface can be switched between the one surface side and the other surface side. It is possible.

  The thermoelectric conversion module 17 is located between the one surface side heat exchanger 19 provided on one surface side of the thermoelectric conversion module 17 and the other surface side heat exchanger 21 provided on the other surface side. In addition, heat transfer can be performed between the electrical system coolant in the electrical system heat dissipation channel and the air conditioning coolant in the indoor channel. In addition, the well-known thing is each employ | adopted for the thermoelectric conversion module 17, the 1st surface side heat exchanger 19, and the other surface side heat exchanger 21, and detailed description regarding the structure of the thermoelectric conversion module 17 grade | etc., Is abbreviate | omitted. Moreover, as the thermoelectric conversion module 17, what is called a skeleton type thermoelectric conversion module which does not have each board | substrate can also be employ | adopted.

  In the cooling device configured as described above, the vehicle interior is maintained in the state shown in FIG. 2 when the vehicle is driven by the engine 3 (when the engine is driven) and when the vehicle is driven by the motor 7 (when the vehicle is driven by EV). Cool the air. In addition, the broken-line arrow in FIG. 2 has shown the moving direction of heat. Other arrows will be appropriately described below.

(Cooling when the engine is running)
In this case, the control device operates the branch valves V1 and V2. As a result, as shown in FIG. 2, in the engine heat dissipation channel, the pipe 23 and the pipe 26 are communicated, and the pipes 23 and 25 and the pipe 24 are not communicated. Further, in the electrical system heat radiation passage, the pipe 29 and the pipe 33 are communicated, and the pipes 29 and 31 and the pipe 30 are not communicated. Further, the control device operates the first to sixth electric pumps P1 to P6. For these reasons, the engine coolant, the electrical system coolant, and the air conditioning coolant are circulated in the direction of the solid arrows in FIG. 2 in the engine heat dissipation channel, the electrical system heat dissipation channel, and the indoor channel, respectively. Further, the control device operates the electric fans 5a, 11a, and 15a, respectively.

  Thereby, in this cooling device, the engine coolant heated by the driving engine 3 flows through the pipe 26 and heats the LiBr aqueous solution C1 in the regeneration chamber 41. For this reason, in the LiBr aqueous solution C1, the water C2 is separated from the LiBr aqueous solution C1 in the state of water vapor (heat dehydration). The water C2 that has become the water vapor passes from the regeneration chamber 41 to the condensing chamber 43 via the first connection flow path 45 (see the dashed line arrow in the figure). In the condensing chamber 43, the water (water vapor) C <b> 2 is cooled and condensed by the electrical system coolant in the pipe 33 and stored in the condensing chamber 43 in a liquid state. As described above, since the motor 7 and the PCU 9 generate a small amount of heat while the engine 3 is being driven, the electrical system coolant in the pipe 33 can sufficiently cool the water C2. The water C2 stored in the condensing chamber 43 reaches from the condensing chamber 43 to the evaporating chamber 44 via the second connection flow path 46 by the fifth electric pump P5 (the dashed line arrow in the figure). reference.). On the other hand, the LiBr aqueous solution C1 from which the water C2 has been separated and dehydrated and concentrated reaches the absorption chamber 42 via the fourth connection channel 48 by the third electric pump P3 (two points in the figure). (See the dashed arrow.)

  As described above, since the inside of the evaporation chamber 44 is in a state of being depressurized more than the surroundings, the water C2 reaching the evaporation chamber 44 is vaporized in the evaporation chamber 44. At this time, cold energy is stored in the evaporation chamber 44 by heat of vaporization. The vaporized water (water vapor) C2 reaches the absorption chamber 42 via the third connection flow path 47 (see the one-dot chain line arrow in the figure). For this reason, in the absorption chamber 42, the vaporized water C2 is absorbed by the LiBr aqueous solution C1 that has been dehydrated and concentrated. At this time, an exothermic reaction occurs, but the absorption chamber 42 is prevented from being heated to a high temperature by the electrical system coolant in the pipe 33. For this reason, the water C2 is suitably absorbed, and the vaporization of the water C2 in the evaporation chamber 44 is promoted. On the other hand, the LiBr aqueous solution C1 that has absorbed the water C2 reaches the regeneration chamber 41 via the fifth connection channel 49 by the fourth electric pump P4 (see the white arrow in the figure).

  The cooling liquid stored in the evaporation chamber 44 by the heat of vaporization cools the air-conditioning coolant in the pipe 53. The cooled air-conditioning coolant reaches the cooler core 15 via the pipes 53 and 54 and cools the air around the cooler core 15. When this cooled air is supplied to the passenger compartment by the electric fan 15a, the cooling device cools the passenger compartment.

  The dehydrated and concentrated LiBr aqueous solution C1 flowing through the fourth connection flow channel 48 and the LiBr aqueous solution C1 flowing through the fifth connection flow channel 49 exchange heat in the heat exchanger 51. At this time, since the dehydrated and concentrated LiBr aqueous solution C1 flowing through the fourth connection channel 48 is at a high temperature due to the heat dehydration in the regeneration chamber 41, LiBr flowing through the fifth connection channel 49 is used. The aqueous solution C1 is heated in the heat exchanger 51 and reaches the regeneration chamber 41 in a higher temperature state. On the other hand, the dehydrated and concentrated LiBr aqueous solution C <b> 1 flowing through the fourth connection channel 48 is cooled in the heat exchanger 51 and reaches the absorption chamber 42. Therefore, in the absorption chamber 42, the water C2 is easily absorbed by the LiBr aqueous solution C1 that has been dehydrated and concentrated, and the LiBr aqueous solution C1 is likely to be heated and dehydrated in the regeneration chamber 41. For this reason, in this cooling device, in the chemical heat pump 13, separation and absorption of the LiBr aqueous solution C <b> 1 and the water C <b> 2 are suitably performed, and cold heat is suitably stored in the evaporation chamber 44. For this reason, in this cooling device, the cooling capacity, that is, the cooling capacity of the passenger compartment is high. The engine coolant in the pipe 26 that has finished heating the regeneration chamber 41 reaches the engine radiator 5 from the pipe 25 and is cooled by exchanging heat with the air around the engine radiator 5. Similarly, the electrical system coolant in the pipe 33 heated through the absorption chamber 42 and the condensation chamber 43 also reaches the electrical system radiator 11 from the pipe 32 and exchanges heat with the air around the electrical system radiator 11. Will be cooled.

  Thus, in this cooling device, when the vehicle is driven mainly by the engine 3 and the load on the motor 7 and the PCU 9 is small or zero, the electrical system radiator 11 has a margin for cooling. The system radiator 11 can cool the condensation chamber 43 and the absorption chamber 42 via the pipe 33. For this reason, in this cooling device, it is not necessary to separately provide a dedicated radiator for cooling the condensation chamber 43 and the absorption chamber 42. Further, in this cooling device, the cooling capacity of the electrical system radiator 11, that is, the size of the housing, is the minimum size necessary for cooling the condensation chamber 43 and the absorption chamber 42 in addition to cooling the motor 7 and the PCU 9. It has become. For this reason, in this cooling device, the enlargement of the radiator 11 for electrical systems can be suppressed. For these reasons, in this cooling device, an increase in size of the cooling device is suppressed.

  Further, in this cooling device, when the cooling capacity is insufficient only by the cooling heat in the evaporation chamber 44, the control device operates by setting one surface side of the thermoelectric conversion module as a heat absorbing surface and the other surface side as a heat radiating surface. As a result, the cooling liquid for air conditioning in the pipe 53 cooled by the cold heat in the evaporation chamber 44 is further cooled by receiving heat absorbed by the thermoelectric conversion module 17 in the one-side heat exchanger 19. Thereby, in this cooling device, even if the cooling capacity is insufficient only by the cooling heat in the evaporation chamber 44, the passenger compartment can be suitably cooled. At this time, the heat of the air-conditioning coolant absorbed from the thermoelectric conversion module 17 is radiated to the electrical system coolant in the other surface side heat exchanger 21. Thus, the heated electrical system coolant is also cooled by heat exchange in the electrical system radiator 11.

  Further, in this cooling device, when the temperature of the engine coolant is still low and the regeneration chamber 41 cannot be sufficiently heated or when it is not necessary to cool the passenger compartment, the control device can control the third to sixth electric pumps P3 to P6. The operation is stopped and the branch valves V1 and V2 are switched. Thereby, in the engine heat dissipation channel, the pipe 23 and the pipe 24 are communicated, and the pipes 23 and 24 and the pipe 26 are not communicated. Further, in the electrical system heat radiation passage, the pipe 29 and the pipe 30 are communicated, and the pipes 29 and 30 and the pipe 33 are not communicated. For these reasons, in the engine heat dissipating flow path, the engine cooling water flows around the pipe 24 bypassing the pipe 26, so that the engine coolant does not pass through the pipe 26. The flow path resistance of the liquid is reduced. Similarly, in the electrical system heat radiation channel, the electrical system coolant does not pass through the pipe 33, and the flow resistance of the electrical system coolant in the electrical system heat radiation channel is reduced. Further, the regeneration chamber 41 is prevented from being unnecessarily heated by the engine coolant in the pipe 26, and the absorption chamber 42 and the condensation chamber 43 are unnecessarily cooled by the electrical system coolant in the pipe 33. This is also prevented. For this reason, in this cooling device, deterioration and quality change of LiBr aqueous solution C1 and water C2 can be prevented effectively.

(Cooling during EV travel)
Even during EV travel, the passenger compartment is cooled by the same method as that for cooling when the engine is driven. Since the engine 3 is not driven during EV travel, the regeneration chamber 41 is heated by the engine coolant heated by heat exchange in the engine radiator 5. Further, since the motor 7 and the PCU 9 generate less heat than the engine 3 during EV travel, the electrical system coolant in the pipe 33 can cool the condensation chamber 43 and the absorption chamber 42. For this reason, this cooling device can cool the passenger compartment even during EV travel.

  Therefore, this cooling device can travel more energy-saving while realizing suitable cooling of the passenger compartment, and exhibits excellent mountability on the vehicle.

  In particular, in this cooling device, the chemical heat pump 13 has four chambers of the regeneration chamber 41, the absorption chamber 42, the condensation chamber 43, and the evaporation chamber 44. Therefore, the evaporation of the water C2 continuously occurs in the evaporation chamber 44. For this reason, in this cooling device, the problem of time limitation of the operation time derived from the remaining amount of cold heat stored in the evaporation chamber 44 is less likely to occur, and the vehicle compartment is suitably cooled over a long period of time. It is possible.

  Further, as described above, in this cooling device, the cooler core 15 provided in the vehicle interior and the pipes 53 and 54 for circulating the cooling liquid for air conditioning between the evaporation chamber 44 and the cooler core 15 are employed as the heat absorption means. Has been. For this reason, it is possible to suitably cool the passenger compartment with the cooling liquid for air conditioning cooled by the cold heat in the evaporation chamber 44. Further, since the cooler core 15 and the evaporation chamber 44 are connected by the pipes 53 and 54, the degree of freedom of installation of the cooler core 15 in the vehicle interior is also improved. For this reason, this cooling device is excellent in mountability to a vehicle.

  Furthermore, the air supplied to the passenger compartment is in a state where the humidity is lowered by being cooled by the cooler core 15. For this reason, in this cooling device, in addition to cooling the passenger compartment, it is possible to dehumidify the passenger compartment. When the vehicle compartment is dehumidified, in this cooling device, the control device sets the one surface side of the thermoelectric conversion module 17 as a heat radiating surface and the other surface side as a heat absorbing surface, thereby air conditioning in the one surface side heat exchanger 19. It becomes possible to reheat the cooling fluid. For this reason, in this cooling device, it is also possible to dehumidify the passenger compartment with the air whose temperature has been adjusted.

  In this manner, the cooling device also cools the electrical system coolant in the other surface side heat exchanger 21 by setting one surface side of the thermoelectric conversion module as a heat radiating surface and the other surface side as a heat absorbing surface. It becomes possible. For this reason, in this cooling device, the motor 7 and the PCU 9 can be rapidly cooled in an emergency or the like. In this case, the control device operates the branch valve V2 to connect the pipe 29 and the pipe 30 and to disconnect the pipes 29 and 30 and the pipe 33 from each other. In addition, the control device operates the electric pump P2 in the electrical system heat radiation flow path so that the electrical system coolant circulates in the order of the other side heat exchanger 21 → PCU 9 and the motor 7 → the electrical system radiator 11. It is preferable to make it. As a result, the motor 7 and the PCU 9 can be more suitably cooled in an emergency or the like.

(Example 2)
The cooling device of the second embodiment is provided with fins 44a as the heat absorption means as shown in FIG. 3 instead of the cooler core 15, the pipes 53 and 54 and the air conditioning coolant as the heat absorption means in the cooling device of the first embodiment. Yes. The fins 44 a are provided around the evaporation chamber 44. An electric fan 44b is provided in the vicinity of the fin 44a, and the electric fan 44b is electrically connected to a control device (not shown). Furthermore, in this cooling device, the thermoelectric conversion module 17, the one surface side heat exchanger 19, the other surface side heat exchanger 21, and the sixth electric pump P6 are not provided. Further, in the electrical system heat radiation flow path, the piping 31 is connected to the piping 30, and the piping 30 is connected to the electrical system radiator 11. Other configurations are the same as those of the cooling device of the first embodiment, and the same components are denoted by the same reference numerals, and detailed description thereof is omitted.

  Also in this cooling device, the control device operates the branch valves V1 and V2 and the electric pumps P1 to P5 in the same manner as the cooling device of the first embodiment when the engine 3 is driven or during EV traveling. As a result, the evaporation of water C2 occurs in the evaporation chamber 44 as described above, and cold heat is stored in the evaporation chamber 44. For this reason, in this cooling device, the fins 44a are cooled by this cold heat, and the air around the fins 44a is cooled. Then, when the control device operates the electric fan 44b, the cooled air is supplied to the passenger compartment, and the passenger compartment is cooled.

  As described above, in this cooling device, the cooler core 15, the thermoelectric conversion module 17, and the like are not provided. For this reason, in this cooling device, it becomes impossible to further cool the air by utilizing the heat absorption of the thermoelectric conversion module 17. However, on the other hand, since the cooler core 15, the thermoelectric conversion module 17, and the like are not provided, this cooling device has a simplified configuration of the cooling device compared to the cooling device of the first embodiment, and the size of the cooling device is increased. Is more suppressed. Other functions and effects are the same as those of the cooling device of the first embodiment.

  Therefore, this cooling device also realizes favorable cooling of the passenger compartment, enables more energy-saving travel, and exhibits excellent mountability on the vehicle.

  In the above, the present invention has been described with reference to the first and second embodiments. However, the present invention is not limited to the first and second embodiments, and can be appropriately modified and applied without departing from the spirit of the present invention. Needless to say.

  For example, the cooling device according to the second embodiment can be used as a cooling device for various driving devices necessary for traveling of the vehicle, such as a battery and a PCU 9 mounted on the vehicle.

  Moreover, about the cooling device of Example 1, 2, the motor 7 and PCU9 and the reproduction | regeneration chamber 41 are connected, the piping which can distribute | circulate an electrical system cooling fluid is provided inside, and in addition to an engine cooling fluid, the motor 7 and PCU9 The regeneration chamber 41 can also be heated by the electrical system coolant heated in step (a). Moreover, the battery mounted in the vehicle can be connected to the pipe, and the regeneration chamber 41 can be heated by the electric system coolant that is heated by the motor 7, the PCU 9, and the battery. The motor 7 and the PCU 9 and the battery may be connected to the regeneration chamber 41 by separate pipes.

  Further, the cooling device of the first and second embodiments may be configured such that a muffler provided in the engine 3 is inserted into the regeneration chamber 41 and the regeneration chamber 41 is heated by exhaust gas flowing through the muffler. In addition, the regeneration chamber 41 may be combined with the above-described configuration in which the regeneration chamber 41 is heated by the engine coolant or the electrical system coolant. At this time, a heat medium bypass passage may also be provided in the muffler so that the regeneration chamber 41 can be switched between when the regeneration chamber 41 is heated by exhaust gas and when it is not heated.

  Further, the cooling device of the first and second embodiments may be configured such that an oil flow path is provided and the regeneration chamber 41 is heated by engine oil that has become high temperature by driving the engine 3.

  Furthermore, it is good also as a structure which adjoins the regeneration chamber 41 with the engine 3, the motor 7, etc., and the regeneration chamber 41 is directly heated with the heat of the engine 3, the motor 7, etc. by a drive.

  Further, the pipe 33 is connected to only one of the absorption chamber 42 and the condensation chamber 43, and one of the absorption chamber 42 or the condensation chamber 43 that is not connected to the pipe 33 is cooled by running wind generated by the running of the vehicle. It is good also as a structure.

  Furthermore, since the performance of the chemical heat pump 13 may be deteriorated when an impurity gas such as air is mixed, for example, a vacuum pump or a port for adding an additional refrigerant to the absorption chamber 42 or the evaporation chamber 44 where impurity gas tends to accumulate is provided. It may be provided. In addition to these, the chemical heat pump 13 may be provided with a refrigerant reservoir tank.

  INDUSTRIAL APPLICABILITY The present invention can be used for a cooling device for a passenger compartment, a vehicle compartment, and the like in a vehicle such as a passenger car or a truck that is driven by an engine and a motor.

DESCRIPTION OF SYMBOLS 3 ... Engine 5 ... Radiator for engines 7 ... Motor 9 ... PCU (drive circuit)
DESCRIPTION OF SYMBOLS 11 ... Radiator for electrical systems 13 ... Chemical heat pump 15 ... Cooler core (heat absorption means)
17 ... Thermoelectric conversion module (thermoelectric conversion device)
22, 23, 25 ... Piping (heat dissipation passage for engine)
24 ... Piping (heat medium bypass passage)
26 ... Piping (heat medium flow path)
27-32 ... Piping (electrical heat dissipation channel)
41 ... Regeneration chamber 42 ... Absorption chamber 43 ... Condensing chamber 44 ... Evaporation chamber 44a ... Fin (heat absorption means)
45 ... 1st connection flow path 46 ... 2nd connection flow path 47 ... 3rd connection flow path 48 ... 4th connection flow path 49 ... 5th connection flow path 51 ... Heat exchanger 53, 54 ... Pipe (indoor flow path) , Endothermic means)
C1 ... Libr aqueous solution C2 ... Water

Claims (7)

A hybrid vehicle cooling device for a hybrid vehicle in which an engine and a motor are used as drive sources and the motor is driven by a drive circuit,
A radiator for electrical equipment,
Connecting the electric system radiator with at least one of the motor and the drive circuit, and an electric system heat radiation channel through which an electric system coolant can circulate;
A chemical heat pump having a chemical substance and a reactive substance,
The chemical heat pump heats the chemical substance with a heat medium having at least heat generated by driving the engine, and a regeneration chamber for vaporizing the reactant.
A condensing chamber that is connected to the regeneration chamber by a first connection channel and condenses the vaporized reactant;
An evaporating chamber connected to the condensing chamber by a second connecting flow path and vaporizing the condensed reactant;
The reaction chamber is connected to the evaporation chamber by a third connection flow path, and connected to the regeneration chamber by a fourth connection flow path and a fifth connection flow path, and the vaporized reactant is passed through the fourth connection flow path. An absorption chamber that absorbs the chemical substance flowing in by an exothermic reaction, and causes the chemical substance after absorption to flow out to the regeneration chamber through the fifth connection channel;
The hybrid vehicle cooling device according to claim 1, wherein at least one of the condensing chamber and the absorbing chamber is provided with the heat dissipating flow path for the electrical system. An engine radiator,
The engine radiator and the engine are connected to each other, and an engine heat dissipation passage through which engine coolant can be circulated is provided.
The hybrid vehicle cooling according to claim 1, wherein the heat medium is at least one of exhaust gas discharged from the engine, the engine coolant in the engine heat dissipation channel, and engine oil for lubricating the engine. apparatus. The regeneration chamber is provided with a heat medium flow path through which the heat medium can circulate,
The cooling device for a hybrid vehicle according to claim 1 or 2, further comprising a heat medium bypass passage through which the heat medium can bypass the regeneration chamber.   Between the fourth connection channel and the fifth connection channel, heat is exchanged between the chemical substance in the fourth connection channel and the chemical substance in the fifth connection channel. The cooling device for a hybrid vehicle according to any one of claims 1 to 3, wherein an exchanger is provided.   The cooling device for a hybrid vehicle according to any one of claims 1 to 4, wherein the evaporation chamber is provided with heat absorption means for absorbing heat.   The hybrid vehicle according to claim 5, wherein the heat absorption means includes a cooler core provided in the vehicle interior and an indoor flow path provided in the evaporation chamber for circulating an air-conditioning coolant between the cooler core. Cooling system.   The hybrid vehicle cooling device according to claim 6, further comprising a thermoelectric conversion device configured to perform heat transfer between the electrical system heat radiation channel and the indoor channel.

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