JP2017100674A - Vehicular heat utilization device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform efficient heating control by using both of heating using an engine as a heat source and heating using a refrigerant cycle.SOLUTION: A vehicular heat utilization device includes: a heater core temperature sensor for detecting a temperature of a heater core 24 or a temperature of cooling water in a portion of the heater core 24 in a circulation passage in which the cooling water is circulated in each of an engine 18, the heater core 24 for radiating heat into a cabin and a hot water heater 34 included in a refrigerant cycle 30 for causing a refrigerant to be compressed by a compressor 32 for expansion; and a control section for controlling the compressor 32 by operating the compressor 32 to radiate the heat of the refrigerant from the hot water heater 34 to heat the cooling water if a temperature detected by the heater core temperature sensor is a predetermined heating request temperature or lower when a heating request is made.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle heat utilization apparatus.

  Patent Document 1 proposes an air conditioner in which a liquid is circulated in a refrigerant cycle having an evaporator and a condenser, and heat of the refrigerant is received or absorbed by the liquid by a heat exchanger. Specifically, in the summer season, liquid is circulated between the evaporator and the air-conditioning radiator, and between the condenser and the outer radiator, and in the winter season, between the evaporator and the outer radiator, and the condenser. An air conditioner that circulates liquid between each of the air conditioner and the air conditioning radiator is disclosed.

JP-A-6-219150

  However, in Patent Document 1, since an electric vehicle is assumed, heating using an engine as a heat source is not considered. In a vehicle having an engine such as a hybrid vehicle or a vehicle having an idling stop function, it is assumed that heating using a refrigerant cycle and heating using the engine as a heat source are used in combination. Heating control is desired.

  The present invention has been made in consideration of the above-described facts, and an object of the present invention is to perform efficient heating control by combining heating using an engine as a heat source and heating using a refrigerant cycle.

  In order to achieve the above object, an invention according to claim 1 is directed to an engine, a vehicle interior heat exchanger that dissipates heat into the vehicle interior, and a heat dissipation heat exchanger that is included in a refrigerant cycle in which the refrigerant is expanded by being compressed by a compressor. A temperature detecting unit for detecting a temperature of the vehicle interior heat exchanger or a temperature of the vehicle interior heat exchanger part of the liquid in a circulation path through which the liquid circulates, and a temperature detected by the detection unit at the time of a heating request. And a controller that controls the compressor so as to heat the liquid by operating the compressor and releasing the heat of the refrigerant from the heat-dissipating heat exchanger when the temperature is equal to or lower than a predetermined heating requirement temperature.

  According to the first aspect of the present invention, the engine, the vehicle interior heat exchanger, and the heat dissipation heat exchanger included in the refrigerant cycle are provided in the circulation path through which the liquid circulates. That is, as the liquid circulates through the engine, the engine is cooled by the liquid. Further, the liquid is heated by the heat of the engine, and the vehicle interior can be heated by radiating heat from the vehicle interior heat exchanger. Further, the liquid circulates through the heat dissipation heat exchanger included in the refrigerant cycle, so that the liquid can be heated by the heat dissipation heat exchanger.

  In the detection unit, the temperature of the vehicle interior heat exchanger in the circulation path or the temperature of the liquid vehicle interior heat exchanger portion is detected by the detection unit.

  In the control unit, when the temperature detected by the detection unit at the time of the heating request is equal to or lower than the predetermined heating temperature, the compressor is operated to dissipate the heat of the refrigerant from the heat exchanger for heat dissipation and heat the liquid. The compressor is controlled to do so. Thereby, the temperature of the liquid required for heating can be maintained using the refrigerant cycle regardless of the operation of the engine. Also, even when the engine is stopped, such as when idling is stopped or when the hybrid vehicle is running, when there is a heating request, the liquid can be heated using the refrigerant cycle. It is possible to prevent the temperature from being lower than the required temperature. Therefore, efficient heating control is possible as compared with the case where the compressor is always operated to heat the liquid to perform heating, and the heating using the engine as a heat source and the heating using the refrigerant cycle are combined. Control becomes possible.

  The controller may further control the compressor to stop the operation of the compressor when the temperature detected by the detector is higher than the required heating temperature, as in the invention described in claim 2. Thereby, useless operation | movement of a compressor can be suppressed.

  In addition, as in the third aspect of the invention, a temperature detection unit that detects the temperature of the liquid engine portion is further provided, and the control unit reduces the mechanical loss of the engine by the temperature detection unit. When a temperature equal to or lower than the required temperature is detected, the engine is started and the compressor is operated to control the compressor so that the heat of the refrigerant is dissipated from the heat exchanger for heat dissipation and the liquid is heated. Also good. As a result, even when the outside air temperature is low and the temperature of the liquid is lowered only by heating using the refrigerant cycle, the liquid can be heated in combination with the heat of the engine, so that the heating performance can be maintained. In addition, the temperature of the liquid is maintained at or above the required temperature for reducing mechanical loss, and deterioration of mechanical loss can be prevented.

  As described above, according to the present invention, there is an effect that efficient heating control can be performed by using both heating using an engine as a heat source and heating using a refrigerant cycle.

It is a figure showing a schematic structure of a heat utilization apparatus for vehicles concerning this embodiment. It is a block diagram which shows the structure of the control system of the heat utilization apparatus for vehicles which concerns on this embodiment. It is a flowchart which shows an example of the flow of the process performed in the control part of the heat utilization apparatus for vehicles which concerns on this embodiment. It is a flowchart which shows the modification of the flow of the process performed in the control part of the heat utilization apparatus for vehicles which concerns on this embodiment.

  Hereinafter, an example of this embodiment will be described in detail with reference to the drawings. FIG. 1 is a diagram illustrating a schematic configuration of a vehicle heat utilization apparatus according to the present embodiment.

  The vehicle heat utilization device 10 according to the present embodiment is a device that can heat the vehicle interior using heat generated by an engine or the like. The vehicle heat utilization apparatus 10 according to the present embodiment is mounted on, for example, a vehicle having an idling stop function for stopping an engine when stopped by a signal or the like, or a hybrid vehicle having a motor and an engine. .

  As shown in FIG. 1, the vehicle heat utilization apparatus 10 according to the present embodiment has a circulation path including an engine fluid circuit 12, a heater fluid circuit 14, and a cold / warm fluid circuit 16. Cooling water as a liquid circulates. In this embodiment, cooling water (for example, antifreeze) is applied as the liquid, but other liquids such as water may be applied.

  The engine liquid circuit 12 is a circulation path for cooling the engine 18, and coolant is circulated by the engine water pump (W / P) 20. In the engine 18, cooling water circulates in the water jacket. Further, a first radiator 22 is connected to the engine fluid circuit 12 via a thermostat (not shown), and cooling water is circulated to the first radiator 22 as indicated by a dotted line in FIG. 1 in accordance with opening and closing of the thermostat. That is, below a predetermined temperature at which cooling water needs to be cooled, the thermostat is closed, the cooling water is not circulated to the first radiator 22, and the thermostat is opened when the predetermined temperature is exceeded. Then, the cooling water is circulated to the first radiator 22 to radiate heat. The water pump 20 of the engine fluid circuit 12 may be a mechanical water pump that operates by driving the engine 18 or an electrically operated electric water pump. In the present embodiment, an example in which an electric water pump is applied will be described. Also, the thermostat may be an electric type or a mechanical type.

  The heater liquid circuit 14 is a circulation path on the vehicle interior side for cooling water that cools the engine 18. The heater liquid circuit 14 is connected to the engine liquid circuit 12 and is provided with a heater core 24 and an exhaust heat recovery unit 26 as a vehicle interior heat exchanger. ing.

  The heater core 24 is a heat exchanger for heating the vehicle interior, and the vehicle interior can be heated by radiating the heat of the cooling water from the heater core 24.

  The exhaust heat recovery unit 26 is provided in a path of an exhaust pipe 28 that exhausts the exhaust gas of the engine 18, and can heat the cooling water using the heat of the exhaust pipe 28. That is, it is possible to heat the cooling water with the heat recovered by the exhaust heat recovery device 26 to heat the vehicle interior. In addition, in this embodiment, although the example provided with the exhaust heat recovery device 26 is shown, the exhaust heat recovery device 26 may be omitted.

  The cold / warm liquid circuit 16 is a circulation path through which cooling water circulates along a circulation path that passes through a heat exchanger included in the refrigerant cycle 30. The cold / warm liquid circuit 16 is connected to the heater liquid circuit 14, and cooling water can be heated or cooled by a heat exchanger included in the refrigerant cycle 30.

  Specifically, the refrigerant cycle 30 includes a compressor 32 as a compressor, a hot water heater 34 as a heat exchanger for heat dissipation, a cold water cooler 36, and an expansion valve 38, and can function as a heat pump. That is, by compressing the refrigerant by the compressor 32 and circulating the refrigerant while expanding the refrigerant by the expansion valve 38, the heat of the compressed refrigerant is dissipated by the hot water heater 34 to heat the cooling water and expanded. The cooling water is cooled by causing the refrigerant to absorb heat with the cold water cooler 36.

  In detail, the cold / warm liquid circuit 16 circulates to heat the cooling water by passing through the cold liquid circuit 40 that passes through the cold water cooler 36 and that serves as a circulation path for cooling the cooling water and through the hot water heater 34. And a hot liquid circuit 42 formed as a path.

  The chilled liquid circuit 40 is provided with a chilled water water pump 44, a second radiator 48, and a cooler core 50, and the chilled water cooler 36, the second radiator 48, and the cooler core 50 are driven by driving the chilled water pump 44. Cooling water circulates in order. When heating is necessary, if the outside air temperature is below a certain threshold temperature, there is a cooling water bypass circuit (not shown) that circulates without passing through the cooler core 50. The second radiator may be on the vehicle front side of the first radiator.

  On the other hand, the warm liquid circuit 42 is connected to the heater liquid circuit 14 and is provided with a warm water water pump 46, and the coolant is circulated by driving the warm water water pump 46.

  Electric water pumps are applied to the cold water water pump 44 and the hot water water pump 46, respectively.

  Next, the configuration of the control system of the vehicle heat utilization apparatus 10 according to the present embodiment will be described. FIG. 2 is a block diagram illustrating a schematic configuration of a control system of the vehicle heat utilization apparatus 10 according to the present embodiment.

  The vehicle heat utilization apparatus 10 according to the present embodiment includes a control unit 60 that controls the operations of the compressor 32 and the water pump described above.

  The control unit 60 is configured by a microcomputer including, for example, a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like.

  Connected to the controller 60 are an engine water temperature sensor 62 as a temperature detector, a heater core temperature sensor 64 as a detector, an engine (ENG) water pump 20, a compressor 32, a cold water pump 44, and a hot water pump 46. Has been.

  The engine water temperature sensor 62 detects the temperature of the cooling water and outputs the detection result to the control unit 60. In the present embodiment, the engine water temperature sensor 62 is provided in an engine block or the like and detects the temperature of cooling water circulating in the engine 18. For example, the engine water temperature sensor 62 is provided in an engine block, a thermostat housing that houses a thermostat, or the like, and detects the temperature of the coolant in the engine 18 portion.

  The heater core temperature sensor 64 detects the temperature of the heater core 24 or the temperature of the cooling water in the heater core 24 and outputs the detection result to the control unit 60. Hereinafter, the temperature of the heater core 24 or the temperature of the cooling water in the heater core 24 is referred to as the heater core temperature. Here, the heater core temperature can also be detected by detecting the temperature near the heater core 24 or the temperature of the cooling water near the heater core 24 to estimate the heater core temperature.

  The ENG water pump 20 is provided in the engine 18 and is driven to circulate cooling water along the circulation path.

  When driven, the compressor 32 compresses and circulates the refrigerant in the refrigerant cycle 30.

  The chilled water pump 44 is driven to circulate the cooling water of the chilled liquid circuit 40 in the order of the chilled water cooler 36, the second radiator 48, and the cooler core 50.

  The warm water water pump 46 is driven to circulate the cooling water of the warm liquid circuit 42.

  By the way, as mentioned above, since the vehicle heat utilization apparatus 10 according to the present embodiment is mounted on a vehicle having an idling stop function or a hybrid vehicle, the engine may be stopped during heating. If the engine is stopped during heating, it will not function as heating if the temperature of the cooling water used as the heating heat source is lower than the required heating temperature, so it is necessary to start the engine, reducing the fuel efficiency improvement effect caused by stopping the engine To do.

  Therefore, in the present embodiment, regardless of whether the engine is operating or not, the control unit 60 controls the compressor 32 to operate when the heater core temperature TH is equal to or lower than the predetermined heating request temperature T1 when the heating is requested. It is supposed to function. Thereby, the heat of the refrigerant is radiated from the hot water heater 34 to the cooling water, and the cooling water as a heating heat source is heated, so that the engine stop time due to idling stop or the like can be extended.

  Note that a predetermined fixed value (for example, 60 ° C.) or a fluctuation value may be applied to the predetermined heating request temperature T1. When the variation value is applied, for example, the required heating temperature T1 may be determined in advance according to the target blowing temperature Tao of the air conditioner, the outside air temperature, or the like, and a corresponding value may be derived. Here, the target blowout temperature Tao is Tao = k1 × Tset-k2 × Ta-k3 × Tr-k4 × ST + C (k1 to k4 and C are constants, Tset is a set temperature, Tr is a cabin temperature, Ta is The outside air temperature and ST represent the amount of solar radiation.)

  Then, the specific process performed in the control part 60 of the heat utilization apparatus 10 for vehicles which concerns on this embodiment is demonstrated. FIG. 3 is a flowchart illustrating an example of a flow of processing performed by the control unit 60 of the vehicle heat utilization apparatus 10 according to the present embodiment. Note that the processing in FIG. 3 will be described as being started when an ignition switch (not shown) is turned on, or when the engine is stopped (when idling is stopped or when only the motor with the engine stopped is started). In addition, since the vehicle heat utilization device 10 according to the present embodiment is mounted on a vehicle or a hybrid vehicle having an idling stop function, the engine 18 is not always started even when the ignition switch is turned on. The operation will be described as control different from that in FIG.

  In step 100, the control unit 60 acquires the detection result of the heater core temperature sensor 64 to detect the heater core temperature, and proceeds to step 102.

  In step 102, the controller 60 determines whether or not the heater core temperature is equal to or lower than the heating request temperature T1. If the determination is affirmative, the process proceeds to step 104, and if the determination is negative, the process proceeds to step 106.

  In Step 104, the control unit 60 turns on W / P (the cold water water pump 44 and the hot water water pump 46) and the compressor 32, and proceeds to Step 108. Thereby, even if the engine 18 is stopped, the refrigerant cycle 30 functions as a heat pump, and the heat of the refrigerant is dissipated to the hot water heater 34 so that the hot water heater 34 can heat the cooling water. A heat source for heating can be secured. Therefore, it is possible to extend the engine stop time when idling is stopped or when the hybrid vehicle is running.

  On the other hand, in step 106, the control unit 60 turns off W / P (the cold water water pump 44 and the hot water water pump 46) and the compressor 32, and proceeds to step 108.

  In step 108, the control unit 60 determines whether or not to end the process. The determination is made, for example, as to whether or not the ignition switch has been turned off, or whether or not the engine stop (idling stop) has ended. If the determination is negative, the process returns to step 100 and the above processing is repeated. If the determination is affirmative, the series of processing ends.

  By performing the control by the control unit 60 in this way, when the heater core temperature becomes equal to or lower than the heating request temperature T1, the compressor 32 is turned on to cause the refrigerant cycle 30 to function as a heat pump and heat the cooling water. Can secure a heat source for heating. Further, the temperature of the cooling water can be maintained at a temperature higher than the temperature at which the engine needs to be warmed up, and it is possible to prevent the engine stop time from being shortened due to idling stop or motor running. Further, when the heater core temperature becomes higher than the heating request temperature T1, the determination in step 102 is denied and the compressor 32 is turned off in step 106, so that unnecessary heating of the cooling water can be prevented.

  By the way, in the above-described embodiment, in a state where the outside air temperature is low as in a cold district, the temperature of the cooling water cannot be increased when heating only for the heat pump function is performed without starting the engine 18. There can be. When the temperature of the cooling water is equal to or lower than the mechanical loss reduction required temperature (temperature that is a threshold value for warm-up operation) T2 of the engine 18, warm-up operation is required, and mechanical loss increases. Therefore, when the engine water temperature sensor 62 detects the coolant temperature (engine coolant temperature) of the engine 18 that is equal to or lower than the mechanical loss reduction required temperature T2 (for example, 40 degrees), the engine 18 is started together with the operation of the compressor 32. May be. For example, the control unit 60 may perform the process shown in FIG. FIG. 4 is a flowchart showing a modification of the flow of processing performed by the control unit 60 of the vehicle heat utilization apparatus 10 according to the present embodiment. Note that the processing in FIG. 4 is obtained by adding steps 110 to 116 to the above embodiment, and hereinafter, the same processing as in the above embodiment will be described with the same reference numerals. Further, the processing of FIG. 4 will be described as being started when an ignition switch (not shown) is turned on or when the engine is stopped (when idling is stopped or when only the motor that has stopped the engine starts running). Further, when the fully open temperature of the thermostat of the engine 18 is T3, in the heating, normally, the thermostat fully open temperature T3> the required heating temperature T1> the required mechanical loss reduction temperature T2.

  In step 100, the control unit 60 acquires the detection result of the heater core temperature sensor 64 to detect the heater core temperature, and proceeds to step 102.

  In step 102, the controller 60 determines whether or not the heater core temperature is equal to or lower than the heating request temperature T1. If the determination is affirmative, the process proceeds to step 104, and if the determination is negative, the process proceeds to step 106.

  In Step 104, the control unit 60 turns on W / P (the cold water water pump 44 and the hot water water pump 46) and the compressor 32, and proceeds to Step 110. Thereby, even if the engine 18 is stopped, the refrigerant cycle 30 functions as a heat pump, and the heat of the refrigerant is dissipated to the hot water heater 34 so that the hot water heater 34 can heat the cooling water. A heat source for heating can be secured. Therefore, it is possible to extend the engine stop time when idling is stopped or when the hybrid vehicle is running.

  On the other hand, in step 106, the control unit 60 turns off W / P (the cold water water pump 44 and the hot water water pump 46) and the compressor 32 and proceeds to step 110. If the process loops in a state where the W / P and the compressor 32 are turned off in step 106 and the process proceeds to step 106 again, the corresponding step is skipped and the process proceeds to step 110.

  In step 110, the controller 60 determines whether or not the engine is stopped. The determination is made, for example, by acquiring information from an engine ECU (not shown) or by detecting the presence or absence of an ignition signal. If the determination is affirmative, the process proceeds to step 112, and if the determination is negative, the process proceeds to step 108.

  In step 112, the control unit 60 acquires the detection result of the engine water temperature sensor 62 to detect the engine water temperature, and proceeds to step 114.

  In step 114, the control unit 60 determines whether the engine water temperature is equal to or lower than the mechanical loss reduction required temperature T2. If the determination is affirmative, the process proceeds to step 116, and if the determination is negative, the process proceeds to step 108.

  In step 116, the control unit 60 starts the engine 18 by making an engine start request to the engine ECU or the like, and proceeds to step 108. As a result, when the mechanical loss reduction required temperature T2 or lower is reached, the engine 18 is started, so that deterioration of the mechanical loss can be prevented. Further, even when the outside air temperature is low and the temperature of the cooling water is lowered only by heating by the heat pump function, the cooling water can be heated by both the engine 18 and the heat pump, so that the heating performance can be maintained.

  In step 108, the control unit 60 determines whether or not to end the process. The determination is made, for example, as to whether or not the ignition switch has been turned off, or whether or not the engine stop (idling stop) has ended. If the determination is negative, the process returns to step 100 and the above processing is repeated. If the determination is affirmative, the series of processing ends.

  The cooler core 50 in the above embodiment may be omitted. Moreover, said embodiment may further provide another heat source (for example, combustion heater etc.) as a heat source which heats cooling water.

  In the above-described embodiment, the example in which the ENG water pump 20 and the hot water water pump 46 are provided to circulate the cooling water has been described. However, the hot water water pump 46 is omitted, and only the ENG water pump 20 is used. Circulation may be performed.

  Moreover, although said embodiment demonstrated the example which provided the exhaust heat recovery device 26 in the heater liquid circuit 14, it is not restricted to this. For example, an EGR (Exhaust Gas Recirculation), a transaxle, or the like may be provided in the cooling water circulation path of the heater liquid circuit 14.

  Further, the processing performed by the control unit 60 in the above embodiment may be software processing performed by a computer executing a program, or may be processing performed by hardware. Alternatively, the processing may be a combination of both software and hardware. Further, a program for processing performed by software may be stored in various storage media and distributed.

  Further, the present invention is not limited to the above, and it is needless to say that various modifications can be made without departing from the gist of the present invention.

DESCRIPTION OF SYMBOLS 10 Heat utilization apparatus for vehicles 12 Engine liquid circuit 14 Heater liquid circuit 16 Cold / warm liquid circuit 18 Engine 24 Heater core (vehicle compartment heat exchanger)
30 Refrigerant cycle 32 Compressor
34 Hot water heater (heat exchanger for heat dissipation)
38 Expansion Valve 42 Warm Liquid Circuit 60 Control Unit 62 Engine Water Temperature Sensor (Temperature Detection Unit)
64 Heater core temperature sensor (detector)

Claims (3)

The vehicle interior heat exchanger in the circulation path in which the liquid circulates in each of the engine, the vehicle interior heat exchanger that radiates heat into the vehicle interior, and the heat dissipation heat exchanger included in the refrigerant cycle that is expanded by compressing the refrigerant by the compressor Or a detector for detecting the temperature of the interior heat exchanger part of the liquid,
When the temperature detected by the detection unit at the time of a heating request is equal to or lower than a predetermined heating temperature, the compressor is operated so that the heat of the refrigerant is dissipated from the heat exchanger for heat dissipation and the liquid is heated. A control unit for controlling the compressor;
A vehicle heat utilization apparatus.   The vehicle heat utilization device according to claim 1, wherein the control unit further controls the compressor to stop the operation of the compressor when the temperature detected by the detection unit is higher than the heating required temperature. . A temperature detection unit for detecting the temperature of the liquid engine part;
The controller starts the engine and activates the compressor when the temperature detection unit detects a temperature equal to or lower than a predetermined mechanical loss reduction required temperature for reducing the mechanical loss of the engine. The vehicle heat utilization apparatus according to claim 1 or 2, wherein the compressor is controlled so as to heat the liquid by dissipating heat from the heat dissipation heat exchanger.