JP2021014836A - Vehicular heat storage system - Google Patents

Abstract

To achieve a heat radiation effect even after a heat storage time is short in using an over-cooling heat storage medium, and suppress heat radiation loss so as to increase a warming effect by the over-cooling heat storage medium.SOLUTION: A heat storage unit 40 has a first heat storage device 41 and second heat storage device 42 accommodating an over-cooling heat storage medium. The first heat storage device 41 and second heat storage device 42 are provided with a flow passage through which a fluid flows. In storing heat in the over-cooling heat storage medium, the flow passage of the first heat storage device 41 and the flow passage of the second heat storage device 42 are brought into a series connection state. In a temperature rising mode, the flow passage of the first heat storage device 41 and the flow passage of the second heat storage device 42 are brought into a parallel connection state.SELECTED DRAWING: Figure 6

Description

The present invention relates to a vehicle heat storage system mounted on a vehicle having a heat source.

Generally, an automobile is provided with a cooling water circuit for cooling an engine. The cooling water circuit includes a radiator for cooling the engine cooling water flowing through the water jacket of the engine, a heater core for heating the air conditioning air with the engine cooling water, and the like.

In recent years, there has been an increasing demand for quick engine warm-up after a cold start in order to improve fuel efficiency and promote exhaust gas purification. In Patent Document 1, in addition to the radiator and the heater core, a supercooled heat storage device is also connected to the cooling water circuit. The supercooled heat storage device includes a supercooled heat storage material and a heat storage body tank containing the supercooled heat storage material. The supercooled heat storage material does not solidify even at a temperature below the melting point and retains latent heat of solidification in the liquid phase state to become a supercooled state. When the supercooled state is released by a specific external stimulus, the supercooled heat storage material rapidly solidifies and solidifies. It has the property of rapidly releasing a large amount of latent heat for solidification, and the temperature of the supercooled heat storage material is maintained at the melting point of the supercooled heat storage material while the heat is rapidly released.

In Patent Document 1, during the operation of the engine, the engine cooling water is allowed to flow into the tube in the heat storage body tank to store the heat of the engine cooling water in the supercooled heat storage material in the heat storage mode, and the heat is stored in the supercooled heat storage material. The supercooled state of the cooling heat storage material is released by the ultrasonic trigger device to release the latent heat of solidification. This latent heat of solidification is transferred to the engine cooling water flowing through the supercooled heat storage device, so that the temperature of the engine cooling water can be raised at an early stage.

Japanese Unexamined Patent Publication No. 2004-239591

By the way, a general supercooled heat storage material is a liquid at the time of supercooling and has a property of solidifying by releasing latent heat of solidification, and at the time of heat storage, it melts from the solid to become a liquid. The heat generation operation cannot be performed unless the entire amount of the cooling heat storage material is completely melted. Therefore, in the case of Patent Document 1, the supercooled heat storage material starts heat storage after the temperature of the engine cooling water rises to the melting point or higher of the supercooled heat storage material.

In order to enhance the warm-up effect in the quick-effect warm-up mode, it is necessary to keep the amount of the supercooled heat storage material, that is, the total heat storage amount to a certain level or more. Therefore, in the heat storage mode, a sufficient heat storage time is required in order to liquefy the entire amount of the supercooled heat storage material and store the heat. However, considering the usage situation of automobiles, the vehicle may stop in a short time before the total amount of supercooled heat storage material becomes liquid, and the engine, which is the heat source, may also stop accordingly, which is not uncommon. .. In this case, even if the heat generation operation is performed, heat cannot be dissipated from the supercooled heat storage material, and the immediate warm-up effect cannot be obtained.

In response to this, it is conceivable to reduce the amount of supercooled heat storage material, but as described above, the warm-up effect in the immediate warm-up mode cannot be expected, so the amount of supercooled heat storage material should be reduced. Want to avoid.

Therefore, it is possible to reduce the size of the heat storage tank to reduce the capacity of the supercooled heat storage material per heat storage tank, and then provide a plurality of the supercooled heat storage tanks to secure a predetermined amount of the total supercooled heat storage material. Conceivable. When a plurality of heat storage tanks are provided, if the engine cooling water is flowed in parallel in the heat storage mode, the above-mentioned problems occur. Therefore, it is necessary to flow the engine cooling water in series. As a result, the amount of supercooled heat storage material contained in one heat storage tank is reduced, so that the supercooled heat storage material in the heat storage tank on the upstream side in the flow direction of the engine cooling water is completely removed during short-time driving. It can be melted, and the heat storage operation of the heat storage tank can be performed.

However, if the vehicle is stopped for a short period of time and then heat is generated with the expectation of an immediate warm-up effect when the engine is started next time, the upper supercooled heat storage material dissipates heat and temporarily raises the temperature of the engine cooling water. However, while the engine cooling water flows through the lower heat storage tank, heat is taken away by the supercooled heat storage material contained in the heat storage tank. Due to this heat dissipation loss, the temperature of the engine cooling water drops before it flows into the engine, and as a result, the immediate warm-up effect is significantly reduced.

Further, as a device for which an immediate warm-up effect is desired, for example, an automatic transmission or the like is used in addition to the engine, and the same problem may occur in the automatic transmission or the like.

The present invention has been made in view of the above points, and an object of the present invention is to enable the subsequent heat dissipation effect to be obtained even if the heat storage time is short when the supercooled heat storage material is used. The purpose is to suppress heat dissipation loss and enhance the heating effect of the supercooled heat storage material.

In order to achieve the above object, in the present invention, a plurality of heat storage devices containing a supercooled heat storage material are provided, and a plurality of heat storage devices are made into a series circuit at the time of heat storage, while a plurality of heat storage devices are arranged in parallel at the time of heat dissipation. I tried to make it a circuit.

The first invention is a heat storage system for a vehicle provided with a circulation circuit through which a fluid circulates. The circulation circuit is provided with a heat storage unit that stores heat from the fluid or dissipates heat to the fluid, and the heat storage unit is overcooled. A first heat storage device and a second heat storage device which have a flow path in which the heat storage material is accommodated and the fluid flows through, and which is configured to enable heat exchange between the fluid flowing through the flow path and the supercooled heat storage material. A series connection state in which the device, the flow path of the first heat storage device and the flow path of the second heat storage device are connected in series, and the flow path of the first heat storage device and the flow path of the second heat storage device are connected in parallel. It is provided with a connection state switching unit for switching to a parallel connection state, an overcooling release device for releasing the overcooled state of the overcooled heat storage material, and a control device for controlling the connection state switching unit and the overcooling release device. The control device is supercooled when at least one of the first heat storage device and the second heat storage device is in a supercooled state and a temperature rise of a heating target is required. The overcooled state of the overcooled heat storage material in the state is released by the overcooling release device to set the heating mode to raise the temperature of the heating target, and at the time of heat storage of the overcooled heat storage material, the above The connection state switching unit connects the flow path of the first heat storage device and the flow path of the second heat storage device in series, while the connection state switching unit connects the flow path of the first heat storage device and the flow path of the second heat storage device in series. It is characterized in that the flow paths of the second heat storage device are configured to be connected in parallel.

According to this configuration, when the fluid circulates in the circulation circuit, the heat storage unit absorbs heat from the fluid to store heat. At the time of heat storage, the flow path of the first heat storage device and the flow path of the second heat storage device are connected in series by the connection state switching unit, so that, for example, when the first heat storage device is located upstream in the fluid flow direction. Will flow through the flow path of the second heat storage device after the fluid has flowed through the flow path of the first heat storage device. Therefore, the supercooled heat storage material of the first heat storage device melts faster than the supercooled heat storage material of the second heat storage device and tends to be in a supercooled state. Therefore, for example, the heat source is an engine, and a short time after the cold start. Even in the case of stopping at, the supercooled heat storage material of the first heat storage device can be put into the supercooled state.

Then, when the temperature rise of the heating target is required, the supercooled state of the supercooled heat storage material of the first heat storage device is released by the supercooling release device, and the heat storage unit switches from the heat storage mode to the temperature rise mode. In the temperature rise mode, the flow path of the first heat storage device and the flow path of the second heat storage device are connected in parallel by the connection state switching unit, so that the fluid flows through the flow path of the first heat storage device and the flow path of the second heat storage device. It will flow separately. At this time, since the supercooled heat storage material of the first heat storage device releases latent heat of solidification, the fluid flowing through the flow path of the first heat storage device absorbs heat and raises the temperature. As a result, the heating effect is enhanced. On the other hand, if the heat storage time is short, the supercooled heat storage material of the second heat storage device may not reach the supercooled state, and in this case, the supercooled heat storage material of the second heat storage device does not dissipate heat. However, even in this case, the latent heat is not absorbed from the fluid, so that the heat dissipation loss is suppressed accordingly.

The second invention is characterized in that the connection state switching unit is composed of an electric flow path switching valve device.

According to this configuration, when the control device controls the flow path switching valve device, the flow path of the first heat storage device and the flow path of the second heat storage device are changed from the series connection state to the parallel connection state and from the parallel connection state. It can be reliably switched to the series connection state.

In the third invention, the heat storage unit has an introduction unit for introducing the fluid into the heat storage unit and a lead-out unit for deriving the fluid introduced into the heat storage unit, and the flow of the first heat storage unit. When the path and the flow path of the second heat storage device are in a parallel connection state, the passage length of the fluid from the most downstream end of the flow path to the lead-out portion is the flow path of the first heat storage device and the second. It is characterized in that the flow path of the heat storage device is set shorter than the path length of the fluid from the most downstream end of the flow path to the lead-out portion when the flow path is connected in series.

According to this configuration, in the temperature rise mode, the length of the fluid passage from the most downstream end of the flow path of the first heat storage device and the flow path of the second heat storage device in the parallel connection state to the outlet portion of the heat storage unit is shortened. Therefore, the heat dissipation loss until the fluid is drawn out from the heat storage unit is reduced.

According to a fourth invention, the supercooling release device is configured to be capable of simultaneously releasing the supercooled state of the supercooled heat storage material of the first heat storage device and the supercooled heat storage material of the second heat storage device. It is characterized by.

According to this configuration, the supercooled state of the supercooled heat storage material of the first heat storage device and the supercooled heat storage material of the second heat storage device is simultaneously released by the supercooling release device, so that the temperature of the fluid rises at an early stage. In addition, control by the control device is simplified.

A fifth aspect of the present invention is characterized in that a part of the wall portion of the first heat storage device of the heat storage unit is shared with the wall portion of the second heat storage device.

According to this configuration, a part of the wall part of the first heat storage device and the wall part of the second heat storage device are shared, so that the heat radiation area to the outside is reduced in the temperature rise mode, and the supercooled heat storage material is used. The heating efficiency of the fluid is increased. In addition, the number of parts is reduced, and the heat storage unit can be miniaturized.

The sixth invention is characterized in that a gap is provided between the first heat storage device and the second heat storage device of the heat storage unit.

According to this configuration, heat transfer between the first heat storage device and the second heat storage device is suppressed, so that the time until the heat storage of the supercooled heat storage material of the first heat storage device is completed is shortened.

According to the first invention, a plurality of heat storage devices containing a supercooled heat storage material are provided, and a plurality of heat storage devices are used as a series circuit at the time of heat storage, while a plurality of heat storage devices are used as a parallel circuit at the time of heat dissipation. Therefore, when heat is stored using the supercooled heat storage material, the subsequent heat dissipation effect can be obtained even if the heat storage time is short, and the heat dissipation loss is suppressed to heat the object to be heated by the supercooled heat storage material. The heat effect can be enhanced.

According to the second invention, the control device controls the electric flow path switching valve device to easily and surely switch the connection state of the flow path of the first heat storage device and the flow path of the second heat storage device. Can be done.

According to the third invention, in the temperature rise mode in which the flow path of the first heat storage device and the flow path of the second heat storage device are connected in parallel, the flow path of the first heat storage device and the flow path of the second heat storage device The length of the fluid passage from the most downstream end to the outlet of the heat storage unit can be shortened. As a result, the heat dissipation loss until the fluid is taken out from the heat storage unit is reduced, so that the heating effect of the heating target can be further enhanced.

According to the fourth invention, the supercooled heat storage material of the first heat storage device and the supercooled heat storage material of the second heat storage device can be simultaneously released from the supercooled state, so that the temperature of the fluid can be raised at an early stage. At the same time, the control by the control device can be simplified.

According to the fifth invention, by sharing a part of the wall part of the first heat storage device and the wall part of the second heat storage device, the heating efficiency of the fluid in the temperature rising mode is increased and the temperature of the fluid is increased. Can be raised early. In addition, the number of parts constituting the heat storage unit can be reduced, and the heat storage unit can be miniaturized.

According to the sixth invention, by providing a gap between the first heat storage device and the second heat storage device, heat transfer between the first heat storage device and the second heat storage device is suppressed and the first heat storage is suppressed. The time until the heat storage of the overcooled heat storage material of the vessel is completed can be shortened, and even if the heat storage time is short, the subsequent heat dissipation effect can be sufficiently obtained.

It is a schematic block diagram of the heat storage system for a vehicle which concerns on Embodiment 1 of this invention. It is a schematic block diagram of the air conditioner for a vehicle mounted on a vehicle. It is a block diagram of a heat storage system for a vehicle. It is sectional drawing of a heat storage unit. It is sectional drawing of the heat storage unit which concerns on modification 1. FIG. It is a figure which shows the flow of the engine cooling water in a heat storage unit. It is a figure which shows the flow of the engine cooling water in the heat storage unit which concerns on modification 2. It is a figure corresponding to FIG. 1 which concerns on Embodiment 2. FIG. FIG. 1 is a view corresponding to FIG. 1 according to the third embodiment.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. It should be noted that the following description of the preferred embodiment is essentially merely an example and is not intended to limit the present invention, its application or its use.

FIG. 1 is a schematic view showing an overall configuration of a vehicle heat storage system 1 according to an embodiment of the present invention. The vehicle equipped with the vehicle heat storage system 1 is an automobile equipped with an engine 2, and includes an automatic transmission 3, a vehicle air conditioner 4, a radiator 5, and the like in addition to the engine 2.

(Configuration of engine 2)
The engine 2 is mounted in an engine room (not shown) provided on the front side of the automobile, and generates a driving force for driving the wheels of the automobile. Further, although not shown, the engine 2 may be configured to drive the generator, supply the electric power generated by the generator to the motor, and drive the wheels by the output of the motor. Further, it may be a so-called hybrid vehicle configured to travel by both the output of the engine 2 and the output of the motor. Further, the above-mentioned vehicle may be a plug-in type hybrid vehicle. Since the engine 2 generates heat during operation, it corresponds to a heat source of the vehicle. In addition, the motor and the inverter device that controls the motor also generate heat, which may be a heat source. Moreover, there may be a plurality of heat sources.

The engine 2 is formed with a water jacket 2a through which engine cooling water (coolant) as a cooling fluid flows. The engine 2 includes a water pump 2b, an engine cooling water control valve 2c, a thermostat 2d, and the like. The water pump 2b is for supplying engine cooling water flowing through the water jacket 2a, and may be driven by the rotational force of the crankshaft or by an electric motor (not shown). The cooling water control valve 2c is for changing the flow rate of the engine cooling water circulated by the water pump 2b. As shown in FIG. 3, the engine cooling water control valve 2c is connected to and controlled by a control device 7 described later, and is controlled according to, for example, the temperature of the engine cooling water.

The thermostat 2d is closed when the engine cooling water flowing through the water jacket 2a is below a predetermined temperature and prevents the engine cooling water from flowing to the radiator 5, while the thermostat 2d is opened when the engine cooling water exceeds the predetermined temperature. It is a valve for allowing the engine cooling water to flow to the radiator 5 in the state. The predetermined temperature in this case is a temperature at which the engine cooling water needs to be cooled by the radiator 5, and can be set to, for example, about 80 ° C. to 90 ° C.

Further, the engine 2 is provided with an engine oil pump 2e for supplying engine oil flowing through an oil passage 2f provided in the engine 2. The engine 2 includes an engine oil supply pipe P10 and an engine oil discharge pipe P11. The upstream end of the engine oil supply pipe P10 is connected to the discharge port of the engine oil pump 2e. The downstream end of the engine oil supply pipe P10 is connected to the oil inlet portion of the engine oil heat exchanger 30, which will be described later. The upstream end of the engine oil discharge pipe P11 is connected to the oil outlet portion of the engine oil heat exchanger 30. The downstream end of the engine oil discharge pipe P11 is connected to the oil passage 2f of the engine 2. Therefore, the engine oil flowing out from the oil passage 2f flows from the engine oil supply pipe P10 through the oil flow path formed in the engine oil heat exchanger 30 and returns from the engine oil discharge pipe P11 to the oil passage 2f.

Further, the engine 2 is provided with an engine cooling water temperature sensor 2g for detecting the temperature of the engine cooling water. The engine cooling water temperature sensor 2g is configured to be able to detect the temperature of the engine cooling water circulating in the water jacket 2a, for example. As shown in FIG. 3, the engine cooling water temperature sensor 2g is connected to the control device 7, and the detected engine cooling water temperature is output to the control device 7.

(Configuration of automatic transmission 3)
The automatic transmission 3 is a so-called automatic transmission, and the power output from the crankshaft of the engine 2 is input. The power input to the automatic transmission 3 is decelerated via the reduction gear or accelerated via the speed-increasing gear and output from the automatic transmission 3. An oil called fluid (ATF) for an automatic transmission is housed inside the automatic transmission 3. Further, the automatic transmission 3 is provided with an ATF pump 3a for feeding ATF. Although not shown, a continuously variable transmission (CVT) may be used instead of the automatic transmission 3.

The automatic transmission 3 includes an ATF supply pipe P20 and an ATF discharge pipe P21. The upstream end of the ATF supply pipe P20 is connected to the discharge port of the ATF pump 3a. The downstream end of the ATF supply pipe P20 is connected to the oil inlet portion of the ATF heat exchanger 31, which will be described later. The upstream end of the ATF discharge pipe P21 is connected to the oil outlet portion of the ATF heat exchanger 31. The downstream end of the ATF discharge pipe P21 is connected to the main body of the automatic transmission 3. Therefore, the ATF flowing out from the automatic transmission 3 flows from the ATF supply pipe P20 through the ATF flow path in the ATF heat exchanger 31 and returns to the automatic transmission 3 from the ATF discharge pipe P21.

Further, the automatic transmission 3 is provided with an ATF temperature sensor 3b that detects the temperature of the ATF. The ATF temperature sensor 3b is configured to be able to detect, for example, the temperature of the ATF in the automatic transmission 3. As shown in FIG. 3, the ATF temperature sensor 3b is connected to the control device 7 and outputs the detected ATF temperature to the control device 7.

(Overall configuration of heat storage system 1 for vehicles)
The vehicle heat storage system 1 includes a circulation circuit A in which engine cooling water circulates, and a control device 7 shown in FIG. The circulation circuit A includes a water jacket 2a of the engine 2, a water pump 2b, a cooling water control valve 2c, a thermostat 2d, a radiator 5, a heater core 17, an engine oil heat exchanger 30, an ATF oil heat exchanger 31 and a heat storage unit 40. ing.

Further, the circulation circuit A includes a heater core supply pipe P1 extending from the water jacket 2a to the heater core 17, a radiator supply pipe P2 extending from the outlet side of the thermostat 2d to the radiator 5, and an engine cooling water control valve 2c from the outlet side of the radiator 5. The radiator discharge pipe P3 extending to the inlet side, the heater core discharge pipe P4 extending from the outlet side of the heater core 17 to the middle part of the radiator discharge pipe P3, and the engine oil extending from the water jacket 2a to the cooling water inlet side of the engine oil heat exchanger 30. ATF oil heat exchange from the heat exchanger supply pipe P5, the heat storage unit supply pipe P6 extending from the cooling water outlet side of the engine oil heat exchanger 30 to the cooling water inlet side of the heat storage unit 40, and the cooling water outlet side of the heat storage unit 40. ATF oil heat exchanger supply pipe P7 extending to the cooling water inlet side of the vessel 31 and a heat exchanger discharge pipe P8 extending from the cooling water outlet side of the ATF oil heat exchanger 31 to the middle of the radiator discharge pipe P3 are provided. There is. The heater core discharge pipe P4 and the radiator discharge pipe P3 are connected, and the heat exchanger discharge pipe P8 and the radiator discharge pipe P3 are connected. The configuration of the circulation circuit A may be other than those shown in the figure. For example, the engine oil heat exchanger 30 may be provided as needed or may be omitted.

When the warm-up of the engine 2 is completed and the temperature of the engine cooling water rises, the thermostat 2d is opened, and when the thermostat 2d is opened, the engine cooling water is circulated from the water jacket 2a to the radiator supply pipe P2 to the radiator 5. It flows into the radiator 5 from the inlet and can exchange heat with the outside air. The engine cooling water flowing out from the outlet of the radiator 5 flows through the radiator discharge pipe P3 and flows into the inlet of the engine cooling water control valve 2c, and enters the water jacket 2a via the engine cooling water control valve 2c and the water pump 2b. It is fed by the water pump 2b so that it returns.

Further, the water pump 2b supplies the engine cooling water in the water jacket 2a from the heater core supply pipe P1 to the inlet of the heater core 17 and flows into the heater core 17. The engine cooling water flowing into the heater core 17 can exchange heat with the air conditioning air. The engine cooling water flowing out from the outlet of the heater core 17 flows through the heater core discharge pipe P4, flows into the radiator discharge pipe P3, and returns to the water jacket 2a via the engine cooling water control valve 2c and the water pump 2b.

Further, the water pump 2b supplies the engine cooling water in the water jacket 2a from the engine oil heat exchanger supply pipe P5 to the cooling water inlet portion of the engine oil heat exchanger 30 and flows into the engine oil heat exchanger 30. .. In the engine oil heat exchanger 30, an oil passage is formed inside as described above, and engine oil is circulated through the oil passage. Therefore, the engine oil and the engine cooling circulated in the engine oil heat exchanger 30 are cooled. It can exchange heat with water. As a configuration example capable of heat exchange, for example, a tube through which engine cooling water flows is provided inside the engine oil heat exchanger 30, and an oil passage is formed on the outer surface of the tube so that engine oil can flow. Is. For example, if the temperature of the engine cooling water is higher than the temperature of the engine oil, the engine oil absorbs heat from the engine cooling water and the temperature of the engine oil rises.

The engine cooling water flowing out from the cooling water outlet of the engine oil heat exchanger 30 flows into the flow path of the engine cooling water in the heat storage unit 40 from the heat storage unit supply pipe P6. Details of the heat storage unit 40 will be described later. The engine cooling water flowing out from the cooling water outlet side of the heat storage unit 40 is supplied from the ATF oil heat exchanger supply pipe P7 to the cooling water inlet portion of the ATF oil heat exchanger 31 and flows into the ATF oil heat exchanger 31. .. In the ATF oil heat exchanger 31, an oil passage is formed inside as described above, and the ATF circulates through the oil passage. Therefore, the ATF and the engine cooling water circulating in the ATF oil heat exchanger 31 Is capable of heat exchange. As a configuration example in which heat can be exchanged, for example, a tube through which engine cooling water flows is provided inside the ATF oil heat exchanger 31, and an oil passage is formed on the outer surface of the tube so that ATF can flow. is there.

Here, if the temperature of the engine cooling water is higher than the temperature of the ATF, the ATF absorbs heat from the engine cooling water and raises the temperature. The ATF oil heat exchanger 31 is a heat exchanger that absorbs heat from the engine cooling water to raise the temperature of the ATF to be heated. The automatic transmission 3 can also be a heating target. The engine cooling water flowing out from the cooling water outlet of the ATF oil heat exchanger 31 flows through the heat exchanger discharge pipe P8, flows into the radiator discharge pipe P3, and returns to the water jacket 2a.

(Configuration of vehicle air conditioner 4)
The vehicle air conditioner 4 shown in FIG. 2 is configured to introduce one or both of the air inside the vehicle interior (inside air) and the air outside the vehicle interior (outside air) to control the temperature and then supply the air conditioner 4 to each part of the vehicle interior. The air-conditioning casing 10 and the air-conditioning control unit 7a (shown in FIG. 3) are provided. The air-conditioning casing 10 is housed inside, for example, an instrument panel (not shown) arranged at the front end of the vehicle interior. The air-conditioning casing 10 includes a blower casing 11, a temperature control unit 12, and a blowout direction switching unit 13 in this order from the upstream side to the downstream side in the air flow direction. The air blower casing 11 is formed with an outside air introduction port 11a and an inside air introduction port 11b. The outside air introduction port 11a communicates with the outside of the vehicle interior via, for example, an intake duct (not shown), and introduces the air (outside air) outside the vehicle interior. The inside air introduction port 11b is opened inside the instrument panel so as to introduce the air (inside air) in the vehicle interior and circulate it in the vehicle interior. The amount of outside air introduced from the outside air introduction port 11a is the amount of outside air introduced. The amount of inside air introduced from the inside air introduction port 11b is the amount of inside air circulation.

Inside the blower casing 11, an inside / outside air switching damper 11c that opens / closes the outside air introduction port 11a and the inside air introduction port 11b is arranged. The inside / outside air switching damper 11c can be composed of, for example, a cantilever damper or a rotary damper made of a plate-shaped member, and is rotatably supported with respect to the side wall of the blower casing 11. Although not shown, the inside / outside air switching damper 11c may be composed of a film damper or the like.

The inside / outside air switching damper 11c is driven by an inside / outside air switching actuator (inside / outside air switching damper driving means) 11d so as to have an arbitrary rotation angle. This switches the intake mode. The inside / outside air switching actuator 11d is controlled by the air conditioning control unit 7a of the control device 7 as described later.

For example, as shown by the solid line in FIG. 2, when the outside air introduction port 11a is fully closed and the inside / outside air switching damper 11c is rotated until the inside air introduction port 11b is fully opened, the intake mode becomes the inside air circulation mode. At this time, the opening degree of the inside / outside air switching damper 11c is 100%. On the other hand, as shown by a virtual line in FIG. 2, when the outside air introduction port 11a is fully opened and the inside / outside air switching damper 11c is rotated until the inside air introduction port 11b is fully closed, the intake mode becomes the outside air introduction mode. .. At this time, the opening degree of the inside / outside air switching damper 11c is set to 0%. When the opening degree of the inside / outside air switching damper 11c is between 1% and 99%, both the outside air introduction port 11a and the inside air introduction port 11b are opened, and both the inside air and the outside air are introduced into the temperature control unit 12. Will be done. This intake mode is an inside / outside air mixing mode. In the inside / outside air mixing mode, the introduction ratio of the inside air and the outside air is changed depending on the opening degree of the inside / outside air switching damper 11c, which changes the outside air introduction amount and the inside air circulation amount.

A blower 15 is provided in the blower casing 11. The blower 15 includes a fan 15a and a blower motor 15b that drives the fan 15a. By rotating the fan 15a, at least one of the inside air and the outside air is introduced into the blower casing 11, and then blown to the temperature control unit 12 provided under the blower casing 11. The blower motor 15b is configured so that the number of revolutions per unit time can be adjusted by changing the applied voltage. The amount of air blown changes depending on the rotation speed of the blower motor 15b. The blower motor 15b is controlled by the air conditioning control unit 7a of the control device 7.

The temperature control unit 12 is a part for controlling the temperature of the air conditioning air introduced from the blower casing 11. Inside the temperature control unit 12, a cooling heat exchanger 16, a heating heat exchanger 17, and an air mix door 18 are arranged. That is, a cold air passage R1 is formed inside the temperature control unit 12 on the upstream side in the air flow direction, and the cooling heat exchanger 16 is housed in the cold air passage R1. Further, the lower side of the cold air passage R1 is branched into a hot air passage R2 and a bypass passage R3, and a heater core (heat exchanger for heating) 17 is housed in the hot air passage R2. The cooling heat exchanger 16 can be composed of, for example, a refrigerant evaporator of a heat pump device, but is not limited to this, and may be any one capable of cooling air.

The air mix door 18 is arranged between the cooling heat exchanger 16 and the heater core 17, and opens and closes the upstream end of the warm air passage R2 and the upstream end of the bypass passage R3. The air mix door 18 can be made of, for example, a plate-shaped member, and is rotatably supported with respect to the side wall of the temperature control unit 12. The air mix door 18 is driven by the air mix actuator 18a so as to have an arbitrary rotation angle. The air mix actuator 18a is controlled by the air conditioning control unit 7a of the control device 7.

When the air mix door 18 fully opens the upstream end of the hot air passage R2 and fully closes the upstream end of the bypass passage R3, the entire amount of cold air generated in the cold air passage R1 flows into the hot air passage R2 and heats up. Therefore, warm air flows into the blowing direction switching unit 13. On the other hand, when the air mix door 18 fully closes the upstream end of the warm air passage R2 and fully opens the upstream end of the bypass passage R3, the entire amount of cold air generated in the cold air passage R1 flows into the bypass passage R3. , Cold air flows into the blowing direction switching unit 13. When the air mix door 18 is in a rotating position that opens the upstream end of the hot air passage R2 and the upstream end of the bypass passage R3, the cold air and the hot air are mixed and flow into the blowing direction switching unit 13. Depending on the rotation position of the air mix door 18, the amount of cold air and the amount of hot air flowing into the blowing direction switching unit 13 are changed to generate conditioned air at a desired temperature. The air mix door 18 is not limited to the above-mentioned plate-shaped door, and may have any configuration as long as the cold air volume and the hot air volume can be changed. For example, it may be a rotary door, a film door, a louver damper, or the like. Further, the temperature control configuration does not have to be the above-mentioned configuration, and any configuration may be used as long as the cold air volume and the hot air volume can be changed.

The blowout direction switching unit 13 is a portion for supplying conditioned air whose temperature is controlled by the temperature control unit 12 to each part of the vehicle interior. The blowout direction switching portion 13 is formed with a defroster outlet 21, a vent outlet 22, and a heat outlet 23. The defroster outlet 21 is connected to the defroster nozzle 24 formed on the instrument panel. The defroster outlet 21 is for supplying conditioned air to the vehicle interior surface of the front window glass (not shown). Inside the defroster outlet 21, a defroster door 21a for opening and closing the defroster outlet 21 is provided.

The vent outlet 22 is connected to a vent nozzle 25 formed on the instrument panel. The vent nozzle 25 is for supplying conditioned air to the upper body of the occupant in the front seat, and is provided at the center of the instrument panel in the vehicle width direction and on both the left and right sides, respectively. Inside the vent outlet 22, a vent door 22a for opening and closing the vent outlet 22 is provided.

The heat outlet 23 is connected to a heat duct 26 extending to the vicinity of the occupant's feet. The heat duct 26 is for supplying conditioned air to the feet of the occupant. Inside the heat outlet 23, a heat door 23a for opening and closing the heat outlet 23 is provided.

The defroster door 21a, the vent door 22a, and the heat door 23a are driven by the blowout direction switching actuator 27 to open and close. The blowout direction switching actuator 2 is controlled by the air conditioning control unit 7a of the control device 7. Although not shown, the defroster door 21a, the vent door 22a, and the heat door 23a are interlocked with each other via a link. For example, the defroster mode and the heat door 23a are in an open state and the vent door 22a and the heat door 23a are closed. Vent mode in which the door 21a and heat door 23a are closed and the vent door 22a is open, heat mode in which the defroster door 21a and vent door 22a are closed and the heat door 23a is open, and the defroster door 21a and vent door 22a are open. Then, the blow mode can be switched to any of a plurality of blow modes such as a differential vent mode in which the heat door 23a is closed, a bi-level mode in which the defrost door 21a and the heat door 23a are in the open state, and the vent door 22a is in the closed state. ..

(Structure of heat storage unit 40)
As shown in FIG. 1, the heat storage unit 40 is provided on the upstream side in the flow direction of the engine cooling water with respect to the ATF oil heat exchanger 31, and if the engine cooling water has a predetermined temperature or higher, heat is absorbed from the engine cooling water. By doing so, the heat can be stored in the supercooled heat storage material. The supercooled heat storage material does not solidify even at a temperature below the melting point and retains latent heat of solidification in the liquid phase state to become a supercooled state. When the supercooled state is released by a specific external stimulus, the supercooled heat storage material rapidly solidifies and solidifies. It has the property of rapidly releasing a large amount of latent heat for solidification, and the temperature of the supercooled heat storage material is maintained at the melting point of the supercooled heat storage material while the heat is rapidly released. As such a supercooled heat storage material, conventionally known ones can be used, and examples thereof include those disclosed in Patent Document 1 (sodium acetate trihydrate, erythritol (meso-erythritol)) and the like. it can.

Specifically, as shown in FIG. 6, the heat storage unit 40 includes a first heat storage device 41, a second heat storage device 42, a first switching valve 43, and a second switching valve 53. As shown in FIG. 4, the first heat storage device 41 has a first storage space 41a in which the supercooled heat storage material is housed, and a first flow path 41b through which engine cooling water flows. The first flow path 41b is located between the first accommodation spaces 41a and 41a, and is configured such that the engine cooling water flowing through the first flow path 41b and the supercooled heat storage material can exchange heat. The first flow path 41b is formed so as to extend in the vertical direction. The number of the first accommodation spaces 41a and the number of the first flow paths 41b can be set to any number of 1 or more. The first heat storage device 41 is mounted on the vehicle so that the upper portion in FIG. 4 faces upward, but the present invention is not limited to this, and can be changed according to the layout. In the description of this embodiment, for convenience of explanation, the upper side and the lower side are referred to, but the heat storage unit 40 can be changed according to the mounting direction. The part that comes into contact with the supercooled heat storage material is coated with a well-known resin in order to prevent corrosion by the supercooled heat storage material.

The second heat storage device 42 is also configured in the same manner as the first heat storage device 41, and has a second storage space 42a in which the supercooled heat storage material is housed and a second flow path 42b through which engine cooling water flows. ing. The first heat storage device 41 and the second heat storage device 42 can be arranged so as to be arranged in the horizontal direction. In this embodiment, a part of the wall portion of the first heat storage device 41 of the heat storage unit 40 is shared with the wall portion of the second heat storage device 42. That is, the wall portion 41c on the side of the second heat storage device 42 in the first heat storage device 41 is a wall portion that partitions the first accommodation space 41a, and the wall portion 41c causes the first heat storage device 41 in the second heat storage device 42. The second accommodation space 42a located on the side is partitioned. Therefore, the first accommodation space 41a of the first heat storage device 41 and the second accommodation space 42a of the second heat storage device 42 are adjacent to each other with a wall portion 41c. Since a part of the wall portion 41c of the first heat storage device 41 and the wall portion of the second heat storage device 42 are shared, the heat radiation area to the outside is reduced, and the heating efficiency of the engine cooling water by the supercooled heat storage material is reduced. Will increase. In addition, the number of parts is reduced, and the heat storage unit 40 can be miniaturized.

The first heat storage device 41 is provided with a first upper pipe 41d connected to the upper side of the first flow path 41b and a first lower pipe 41e connected to the lower side of the first flow path 41b. .. As shown in FIG. 6, the upper side of the first upper side pipe 41d is connected to the downstream side of the heat storage unit supply pipe P6. Further, the second heat storage device 42 is provided with a second upper pipe 42d connected to the upper side of the second flow path 42b and a second lower pipe 42e connected to the lower side of the second flow path 42b. ing.

As shown in FIG. 3, the heat storage unit 40 includes a heat storage completion detection unit 44 connected to the control device 7. As shown in FIG. 4, the heat storage completion detection unit 44 includes a first lower temperature sensor 44a installed below the first heat storage device 41 and a second lower temperature sensor 44b installed below the second heat storage device 42. And have. The first lower temperature sensor 44a is a sensor for detecting the temperature of the supercooled heat storage material housed in the lower part of the first storage space 41a. The second lower temperature sensor 44b is a sensor for detecting the temperature of the supercooled heat storage material housed in the lower part of the second storage space 42a. The heat storage completion detection unit 44 is configured to assume that the heat storage of the supercooled heat storage material of the first heat storage device 41 is completed when the temperature detected by the first lower temperature sensor 44a becomes equal to or higher than a predetermined value. .. That is, when the supercooled heat storage material of the first heat storage device 41 stores heat, the supercooled heat storage material undergoes a phase change from solid to liquid, but the supercooled heat storage material that has become liquid undergoes natural convection in the first heat storage device 41. The heat will be transferred to the upper side. Therefore, the lower part of the first heat storage device 41 has the lowest temperature. That is, if the lowest temperature portion of the first heat storage device 41 reaches, for example, a temperature equal to or higher than the melting point, it can be determined that all the supercooled heat storage material of the first heat storage device 41 is liquefied and the heat storage is completed. By detecting this, the detection accuracy when the heat storage is completed is improved. Further, the heat storage completion detection unit 44 is configured to assume that the heat storage of the supercooled heat storage material of the second heat storage device 42 is completed when the temperature detected by the second lower temperature sensor 44b becomes equal to or higher than a predetermined value. ing. The heat storage completion detection unit 44 is not limited to the one having the above-mentioned configuration, and may be configured so as to be able to detect that the heat storage of the supercooled heat storage material has been completed.

As shown in FIG. 3, the heat storage unit 40 includes a heat dissipation completion detection unit 45 connected to the control device 7. As shown in FIG. 4, the heat dissipation completion detection unit 45 has a first inlet / outlet temperature sensor 45a that detects the temperature difference between the inlet side and the outlet side of the first flow path 41b of the first heat storage device 41. The heat dissipation of the supercooled heat storage material of the first heat storage device 41 is completed when the temperature difference detected by the first inlet / outlet temperature sensor 45a becomes smaller than a predetermined value. That is, when the supercooled heat storage material of the first heat storage device 41 dissipates heat, the temperature difference of the engine cooling water on the inlet side and the outlet side of the flow path of the first heat storage device 41 becomes large, but this temperature difference is excessive. It becomes smaller as the amount of heat radiation of the cooling heat storage material decreases, and becomes smaller than the predetermined value when the heat dissipation of the supercooled heat storage material is completed. Therefore, it is possible to reliably detect whether or not the heat dissipation of the supercooled heat storage material of the first heat storage device 41 is completed. Further, the heat dissipation completion detection unit 45 also has a second inlet / outlet temperature sensor 45b that detects the temperature difference between the inlet side and the outlet side of the second flow path 42b of the second heat storage device 42. 2 It is configured that the heat dissipation of the supercooled heat storage material of the second heat storage device 42 is completed when the temperature difference detected by the inlet / outlet temperature sensor 45b becomes smaller than a predetermined value.

As shown in FIG. 3, the heat storage unit 40 includes a supercooling release device 46 connected to the control device 7. The supercooling release device 46 is configured to be able to individually release the supercooled state of the supercooled heat storage material of the first heat storage device 41 and the supercooled state of the supercooled heat storage material of the second heat storage device 42. That is, as shown in FIG. 4, the supercooling release device 46 has a first trigger generation unit 46a and a second trigger generation unit 46b. The first trigger generation unit 46a is provided in the first heat storage device 41, and is for releasing the supercooled state of the supercooled heat storage material of the first heat storage device 41. Further, the second trigger generation unit 46b is provided in the second heat storage device 42, and is for releasing the supercooled state of the supercooled heat storage material of the second heat storage device 42.

Examples of the trigger for releasing the supercooled state include vibration, and therefore, the first trigger generating unit 46a and the second trigger generating unit 46b are, for example, an ultrasonic generator that continuously oscillates ultrasonic waves ( It can be configured with an ultrasonic trigger device) or the like. The amplitude and frequency may be set so that the supercooled heat storage material in the supercooled state is nucleated, which is also well known.

The supercooling release device 46 is controlled by the control device 7. The control device 7 controls to operate both the first trigger generation unit 46a, the control signal for operating only the second trigger generation unit 46b, and the first trigger generation unit 46a and the second trigger generation unit 46b. Of the signals, as will be described later, an arbitrary control signal can be output to the supercooling release device 46 depending on the situation. When the supercooling release device 46 receives a control signal that operates only the first trigger generation unit 46a, the supercooling release device 46 operates only the first trigger generation unit 46a and operates only the second trigger generation unit 46b. When the supercooling release device 46 receives a control signal for operating only the second trigger generation unit 46b and operating both the first trigger generation unit 46a and the second trigger generation unit 46b, the first trigger is generated. Both the unit 46a and the second trigger generation unit 46b are configured to operate. Therefore, the supercooled state of the supercooled heat storage material of the first heat storage device 41 and the supercooled heat storage material of the second heat storage device 42 can be released at the same time. The first trigger generation unit 46a and the second trigger generation unit 46b are combined into one, and the supercooled heat storage material of the first heat storage device 41 and the supercooled heat storage material of the second heat storage device 42 are combined by a common trigger generation unit. At the same time, supercooling can be released.

FIG. 5 shows a part of the heat storage unit 40 according to the first modification of the first embodiment. The heat storage unit 40 of the modified example 1 is provided with a gap S between the first heat storage device 41 and the second heat storage device 42. Since the gap S exists, heat transfer between the first heat storage device 41 and the second heat storage device 42 can be suppressed.

The first switching valve 43 and the second switching valve 53 shown in FIG. 6 are in a parallel connection state in which the first flow path 41b of the first heat storage device 41 and the second flow path 42b of the second heat storage device 42 are connected in parallel (FIG. 6). 6 (a)) and the series connection state (shown in FIG. 6B) in which the first flow path 41b of the first heat storage device 41 and the second flow path 42b of the second heat storage device 42 are connected in series. It is a connection state switching unit that switches to. The first switching valve 43 and the second switching valve 53 are composed of an electric flow path switching valve device, and are connected to the control device 7.

The downstream side of the heat storage unit supply pipe P6 is connected to the first switching valve 43 so that the engine cooling water circulated through the heat storage unit supply pipe P6 flows into the first switching valve 43. Further, the first switching valve 43 is connected to the second upper pipe 42d and one end side of the first branch pipe B1. The first branch pipe B1 is a pipe constituting the heat storage unit 40, and is connected to the first switching valve 43 and the ATF oil heat exchanger supply pipe P7, and the engine cooling water flowing out from the first switching valve 43 is ATF. It can be circulated to the oil heat exchanger supply pipe P7. Further, the second switching valve 53 is connected to the first lower side pipe 41e, the second lower side pipe 42e, and the upstream side of the connection portion of the first branch pipe B1 in the ATF oil heat exchanger supply pipe P7. Has been done.

The first switching valve 43 and the second switching valve 53 are controlled by the control device 7. The control device 7 controls the first switching valve 43 and the second switching valve 53 in order to switch between the parallel connection state shown in FIG. 6A and the series connection state shown in FIG. 6B.

In the parallel connection state shown in FIG. 6A, the heat storage unit supply pipe P6 and the second upper pipe 42d are communicated with each other by the first switching valve 43, and the first branch pipe B1 and the heat storage unit supply pipe P6 are connected to each other. The control device 7 outputs a control signal to the first switching valve 43 so that the first branch pipe B1 and the second upper pipe 42d are not communicated with each other. In addition, the control device 7 outputs a control signal to the second switching valve 53 so that the first lower pipe 41e and the second lower pipe 42e communicate with the ATF oil heat exchanger supply pipe P7.

On the other hand, in the case of the series connection state shown in FIG. 6B, the first branch pipe B1 and the second upper pipe 42d are communicated with each other by the first switching valve 43, and the heat storage unit supply pipe P6 and the second upper pipe 42d are connected. The control device 7 outputs a control signal to the first switching valve 43 so that the heat storage unit supply pipe P6 and the first branch pipe B1 are not communicated with each other. In addition, the first lower pipe 41e and the second lower pipe 42e are communicated with each other, the first lower pipe 41e and the ATF oil heat exchanger supply pipe P7 are not communicated with each other, and the second lower pipe 42e and the ATF are not communicated with each other. The control device 7 outputs a control signal to the second switching valve 53 so as not to communicate with the oil heat exchanger supply pipe P7.

FIG. 7 shows a modification 2 of the first embodiment. In the second modification, the second branch pipe B2 and the third branch pipe B3 are provided. One end side of the second branch pipe B2 is connected to the second switching valve 53 instead of the ATF oil heat exchanger supply pipe P7. The other end side of the second branch pipe B2 is connected to the upstream side of the ATF oil heat exchanger supply pipe P7. Further, one end side of the third branch pipe B3 is connected to the first switching valve 43 instead of the first branch pipe B1. The other end side of the third branch pipe B3 is connected to the upstream side of the ATF oil heat exchanger supply pipe P7. Therefore, the other end side of the second branch pipe B2 and the other end side of the third branch pipe B3 communicate with each other at the connection portion with the ATF oil heat exchanger supply pipe P7.

In the parallel connection state shown in FIG. 7A, the heat storage unit supply pipe P6 and the second upper pipe 42d are communicated with each other by the first switching valve 43, and the third branch pipe B1 and the heat storage unit supply pipe P6 are connected to each other. The control device 7 outputs a control signal to the first switching valve 43 so that the third branch pipe B3 and the second upper pipe 42d are not communicated with each other. In addition, the control device 7 outputs a control signal to the second switching valve 53 so that the first lower pipe 41e and the second lower pipe 42e communicate with the second branch pipe B2.

On the other hand, in the case of the series connection state shown in FIG. 7B, the third branch pipe B3 and the second upper pipe 42d are communicated with each other by the first switching valve 43, and the heat storage unit supply pipe P6 and the second upper pipe 42d are connected. The control device 7 outputs a control signal to the first switching valve 43 so that the heat storage unit supply pipe P6 and the third branch pipe B3 are not communicated with each other. In addition, the first lower pipe 41e and the second lower pipe 42e are communicated with each other, the first lower pipe 41e and the second branch pipe B2 are not communicated with each other, and the second lower pipe 42e and the second branch pipe 42e are communicated with each other. The control device 7 outputs a control signal to the second switching valve 53 so as not to communicate with B2.

As shown in FIG. 7, the heat storage unit 40 has an introduction unit 40A into which the engine cooling water is introduced and a lead-out unit 40B for leading out the engine cooling water introduced into the heat storage unit 40. The introduction portion 40A is a portion to which the downstream side of the heat storage unit supply pipe P6 in the heat storage unit 40 is connected, and can be an inlet portion of the first switching valve 43. Further, the lead-out unit 40B is a portion to which the upstream side of the ATF oil heat exchanger supply pipe P7 in the heat storage unit 40 is connected, and is connected to the downstream side of the second branch pipe B2 and the downstream side of the third branch pipe B3. Can be a department.

Further, in the form shown in FIG. 6, the introduction portion 40A is a portion to which the downstream side of the heat storage unit supply pipe P6 in the heat storage unit 40 is connected, and can be an inlet portion of the first switching valve 43. Further, the lead-out portion 40B is a portion to which the upstream side of the ATF oil heat exchanger supply pipe P7 in the heat storage unit 40 is connected, and can be a connecting portion with the downstream side of the first branch pipe B1.

In the embodiment shown in FIG. 6, the first flow path 41b and the second flow path 42b when the first flow path 41b of the first heat storage device 41 and the second flow path 42b of the second heat storage device 42 are in a parallel connection state. The length of the engine cooling water passage from the most downstream end to the lead-out portion 40B is the first when the first flow path 41b of the first heat storage device 41 and the second flow path 42b of the second heat storage device 42 are in a series connection state. It is set shorter than the passage length of the engine cooling water from the most downstream end of the flow path 41b and the second flow path 42b to the lead-out portion 40B. That is, when in the series connection state, the engine cooling water flowing out from the downstream end of the second flow path 42b of the second heat storage device 42 flows through the first branch pipe B1 and reaches the lead-out unit 40B. The flow path becomes longer than in the parallel connection state. Therefore, since the passage length of the engine cooling water to the lead-out unit 40B can be shortened in the parallel connection state, the heat dissipation loss until the engine cooling water is led out from the heat storage unit 40 is reduced.

(Configuration of control device 7)
The control device 7 shown in FIG. 3 is composed of a microcomputer provided with a central processing unit (CPU), RAM, ROM, and the like, and operates according to a program. In this embodiment, the control device 7 has an air conditioning control unit 7a for controlling the vehicle air conditioner 4 and a heat storage control unit 7b for controlling the heat storage unit 40, but the air conditioning control unit 7a and the heat storage control unit 7b May be configured by another control device.

Various sensors 28 for air conditioning control are connected to the control device 7. The various sensors 28 for air conditioning control are, for example, an outside air temperature sensor, an inside air temperature sensor, a solar radiation amount sensor, an evaporator sensor, and the like. The air conditioning control unit 7a of the control device 7 controls the inside / outside air switching actuator 11d, the blower motor 15b, the air mix actuator 18a, the blowing direction switching actuator 27, and the like based on the information obtained from the various air conditioning control sensors 28. Further, the inside / outside air switching actuator 11d, the blower motor 15b, the air mix actuator 18a, and the blowing direction switching actuator 27 are also controlled according to the air conditioning operation state of the occupant.

The heat storage control unit 7b is required to raise the temperature of the ATF to be heated while at least one of the supercooled heat storage materials of the first heat storage device 41 and the second heat storage device 42 of the heat storage unit 40 is in the supercooled state. When the heat storage material is in the overcooled state, the overcooled state is released by the overcooling release device 46 to set the heating mode for raising the temperature of the heating target, and the overcooling is performed. When the heat storage material stores heat, the first switching valve 43 and the second switching valve 53 connect the first flow path 41b of the first heat storage device 41 and the second flow path 42b of the second heat storage device 42 in series, while raising the heat. In the warm mode, the first switching valve 43 and the second switching valve 53 are configured to connect the first flow path 41b of the first heat storage device 41 and the second flow path 42b of the second heat storage device 42 in parallel. ..

Whether or not the first heat storage device 41 and the second heat storage device 4 are in the supercooled state can be individually detected by the first lower temperature sensor 44a and the second lower temperature sensor 44b of the heat storage completion detection unit 44. .. Specifically, the heat storage completion detection unit 44 assumes that the heat storage of the supercooled heat storage material of the first heat storage device 41 is completed when the temperature detected by the first lower temperature sensor 44a becomes equal to or higher than a predetermined value. 2 It is assumed that the heat storage of the supercooled heat storage material of the second heat storage device 42 is completed when the temperature detected by the lower temperature sensor 44b becomes equal to or higher than a predetermined value, and the control device 7 receives this detection signal to store heat. The control unit 7b can determine whether or not the first heat storage device 41 and the second heat storage device 4 are in the overcooled state.

Further, whether or not the temperature rise of the ATF is required can be determined by the heat storage control unit 7b when the control device 7 receives the information regarding the temperature of the ATF output from the ATF temperature sensor 3b. When the temperature of the ATF detected by the ATF temperature sensor 3b is as low as a predetermined temperature or less, it can be determined that the temperature of the ATF is required to be raised, while the ATF detected by the ATF temperature sensor 3b is required. When the temperature of ATF is higher than a predetermined temperature, it can be determined that the temperature rise of ATF is not required. This predetermined temperature can be the temperature at which the warm-up of the automatic transmission 3 is completed, and can be set, for example, between 40 and 60 ° C.

In the heat storage mode, when the engine cooling water absorbed from the engine 2 as a heat source circulates in the circulation circuit A, the first flow path 41b of the first heat storage device 41 of the heat storage unit 40 and the second flow path of the second heat storage device 42 It flows through 42b. The supercooled heat storage material absorbs heat from the engine cooling water flowing through the first flow path 41b of the first heat storage device 41 and the second flow path 42b of the second heat storage device 42 to store heat. In this heat storage mode, the first flow path 41b of the first heat storage device 41 and the second flow path 42b of the second heat storage device 42 are connected in series by the first switching valve 43 and the second switching valve 53, so that the engine The cooling water flows through the first flow path 41b of the first heat storage device 41 located on the upstream side in the flow direction of the engine cooling water, and then flows through the second flow path 42b of the second heat storage device 42. .. Therefore, the supercooled heat storage material of the first heat storage device 41 melts faster than the supercooled heat storage material of the second heat storage device 42 and tends to be in a supercooled state. Therefore, for example, the engine 2 has a short time after the cold start. Even in the case of stopping at, the supercooled heat storage material of the first heat storage device 41 can be put into the supercooled state.

Then, when the temperature rise of the ATF is required, the supercooled state of the supercooled heat storage material of the first heat storage device 41 is released by the supercooling release device 46, and the heat storage unit 40 switches from the heat storage mode to the temperature rise mode. In the temperature rise mode, the first flow path 41b of the first heat storage device 41 and the second flow path 42b of the second heat storage device 42 are connected in parallel, so that the engine cooling water flows separately from the engine cooling water. .. At this time, since the supercooled heat storage material of the first heat storage device 41 releases the latent heat of solidification, the engine cooling water flowing through the first flow path 41b of the first heat storage device 41 absorbs heat and raises the temperature. As a result, the heating effect of ATF is enhanced. On the other hand, if the heat storage time is short, the supercooled heat storage material of the second heat storage device 42 may not reach the supercooled state, and in this case, the supercooled heat storage material of the second heat storage device 42 does not dissipate heat. However, even in this case, the latent heat is not absorbed from the engine cooling water, so that the heat dissipation loss is suppressed accordingly.

(Action and effect of the embodiment)
As described above, according to the vehicle heat storage system 1 according to this embodiment, the first heat storage device 41 and the second heat storage device 42 in which the supercooled heat storage material is housed are provided, and the first heat storage device is provided at the time of heat storage. While the 41 and the second heat storage device 42 are connected in series, the first heat storage device 41 and the second heat storage device 42 are connected in parallel at the time of heat dissipation. Therefore, when heat is stored using the supercooled heat storage material, heat storage is performed. Even if the time is short, the subsequent heat dissipation effect can be obtained, and the heat dissipation loss can be suppressed to enhance the heating effect of the ATF by the overcooled heat storage material.

Further, the first switching valve 43 and the second switching valve 53 are used as an electric flow path switching valve device, and the control device 7 controls these to control the first flow path 41b and the second heat storage device of the first heat storage device 41. The connection state of the second flow path 42b of 42 can be easily and surely switched.

Further, in the temperature rise mode in which the first flow path 41b of the first heat storage device 41 and the second flow path 42b of the second heat storage device 42 are connected in parallel, the first flow path 41b and the second flow path 41b of the first heat storage device 41 are connected. The length of the engine cooling water passage from the most downstream end of the second flow path 42b of the heat storage device 42 to the outlet portion 40B of the heat storage unit 40 can be shortened. As a result, the heat dissipation loss until the engine cooling water is taken out from the heat storage unit 40 is reduced, so that the heating effect of the heating target can be further enhanced.

Further, since the supercooled heat storage material of the first heat storage device 41 and the supercooled heat storage material of the second heat storage device 42 can be simultaneously released from the supercooled state, the temperature of the cooling fluid can be raised at an early stage. The control by the control device 7 can be simplified.

Further, as shown in FIG. 4, by sharing a part of the wall portion of the first heat storage device 41 and the wall portion of the second heat storage device 42, the heating efficiency of the engine cooling water in the temperature rising mode can be improved. It can be raised to raise the temperature of the engine cooling water at an early stage. Further, the number of parts constituting the heat storage unit 40 can be reduced, and the heat storage unit 40 can be miniaturized.

Further, as shown in FIG. 5, by providing a gap S between the first heat storage device 41 and the second heat storage device 42, heat transfer between the first heat storage device 41 and the second heat storage device 42 can be performed. It is possible to suppress and shorten the time until the heat storage of the supercooled heat storage material of the first heat storage device 41 is completed, and even if the heat storage time is short, the subsequent heat dissipation effect can be sufficiently obtained.

(Embodiment 2)
FIG. 8 is a diagram showing a configuration example of the vehicle heat storage system 1 according to the second embodiment of the present invention, and the second embodiment is different from the first embodiment in that the heating target is engine oil. Hereinafter, the same parts as those in the first embodiment are designated by the same part numbers, the description thereof will be omitted, and the parts different from the first embodiment will be described in detail.

That is, the heat storage unit 40 is arranged between the water jacket 2a and the engine oil heat exchanger 30. The circulation circuit A is from the heat storage unit supply pipe P40 extending from the water jacket 2a to the heat storage unit 40, the engine oil heat exchanger supply pipe P41 extending from the heat storage unit 40 to the engine oil heat exchanger 30, and the engine oil heat exchanger 30. It is provided with an ATF oil heat exchanger supply pipe P42 extending to the ATF oil heat exchanger 31. The engine cooling water flowing through the heat storage unit supply pipe P40 flows into the first flow path 41b of the first heat storage device 41 of the heat storage unit 40 and the second flow path 42b of the second heat storage unit 42. The engine cooling water that has passed through the first flow path 41b of the first heat storage device 41 and the second flow path 42b of the second heat storage device 42 flows into the engine oil heat exchanger 30.

In the second embodiment, at least one of the supercooled heat storage materials of the first heat storage unit 41 and the second heat storage unit 42 of the heat storage unit 40 is in a supercooled state, and the temperature of the engine oil to be heated is required to be raised. At that time, the supercooled heat storage material in the supercooled state is released from the supercooled state by the supercooling release device 46 to set the temperature rise mode in which the heating target is heated. The heat storage control unit 7b can determine the engine oil temperature rise request when the control device 7 receives the information regarding the engine cooling water temperature output from the engine cooling water temperature sensor 2g. This is because the engine cooling water temperature and the engine oil temperature are related. When the engine cooling water temperature detected by the engine cooling water temperature sensor 2g is as low as a predetermined temperature or less, it can be determined that the temperature of the engine oil is required to be raised, while it is detected by the engine cooling water temperature sensor 2g. When the engine cooling water temperature is higher than the predetermined temperature, it can be determined that the temperature rise of the engine oil is not required. The predetermined temperature in this case can be the temperature at which the warm-up of the engine 2 is completed, and can be set, for example, between 40 and 60 ° C.

According to the second embodiment, the same effects as those of the first embodiment can be obtained, and the engine 2 can be warmed up at an early stage.

(Embodiment 3)
FIG. 9 is a diagram showing a configuration example of the vehicle heat storage system 1 according to the third embodiment of the present invention, and in the third embodiment, the heating target is the air conditioning air heated by the heater core 17. It is different from the first embodiment. Hereinafter, the same parts as those in the first embodiment are designated by the same part numbers, the description thereof will be omitted, and the parts different from the first embodiment will be described in detail.

That is, the heat storage unit 40 is arranged between the water jacket 2a and the heater core 17. The circulation circuit A includes a heat storage unit supply pipe P30 extending from the water jacket 2a to the heat storage unit 40, and a heater core supply pipe P31 extending from the heat storage unit 40 to the heater core 17. The engine cooling water flowing through the heat storage unit supply pipe P30 flows into the first flow path 41b of the first heat storage device 41 of the heat storage unit 40 and the second flow path 42b of the second heat storage unit 42. The engine cooling water that has passed through the first flow path 41b of the first heat storage device 41 and the second flow path 42b of the second heat storage device 42 flows into the heater core supply pipe P31.

Further, the circulation circuit A includes an ATF oil heat exchanger supply pipe P33 extending from the outlet side of the engine oil heat exchanger 30 to the inlet side of the ATF oil heat exchanger 31.

In the third embodiment, at least one of the supercooled heat storage materials of the first heat storage unit 41 and the second heat storage unit 42 of the heat storage unit 40 is in the supercooled state, and the temperature of the air conditioning air to be heated is raised. When required, the supercooled heat storage material in the supercooled state is released from the supercooled state by the supercooling release device 46 to be set to a temperature raising mode in which the heating target is heated. The heat storage control unit 7b can determine the temperature rise of the air conditioning air, that is, the request for raising the temperature of the heater core 17, when the control device 7 receives the information regarding the engine cooling water temperature output from the engine cooling water temperature sensor 2g. When the engine cooling water temperature detected by the engine cooling water temperature sensor 2g is as low as a predetermined temperature or less, it can be determined that the heater core 17 is required to be heated, while it is detected by the engine cooling water temperature sensor 2g. When the engine cooling water temperature is higher than the predetermined temperature, it can be determined that the temperature rise of the heater core 17 is not required. The predetermined temperature in this case can be a temperature at which the heating capacity required by the air conditioning control unit 7a can be obtained, and can be set, for example, between 40 and 60 ° C.

According to the third embodiment, the same effects as those of the first embodiment can be obtained, and the heating capacity can be enhanced especially in winter.

The above embodiments are merely exemplary in all respects and should not be construed in a limited way. Furthermore, all modifications and modifications that fall within the equivalent scope of the claims are within the scope of the present invention. For example, the cooling fluid may be other than engine cooling water, motor cooling water, inverter device cooling water, or the like.

As described above, the vehicle heat storage system according to the present invention can be used, for example, in an automobile equipped with an automatic transmission or an air conditioner.

1 Vehicle heat storage system 7 Control device 17 Heater core 30 Engine oil heat exchanger 31 ATF heat exchanger 40 Heat storage unit 40A Introductory unit 40B Derivation unit 41 1st heat storage unit 41b 1st flow path 42 2nd heat storage device 42b 2nd flow path 43 First switching valve 46 Overcooling release device 53 Second switching valve A Circulation circuit S Air gap

Claims (6)

In a vehicle heat storage system equipped with a circulation circuit that circulates fluid
The circulation circuit is provided with a heat storage unit that stores heat from the fluid or dissipates heat to the fluid.
The heat storage unit has a flow path in which the supercooled heat storage material is housed and the fluid flows through, and is configured to enable heat exchange between the fluid flowing through the flow path and the supercooled heat storage material. A series connection state in which the 1st heat storage device and the 2nd heat storage device, the flow path of the 1st heat storage device and the flow path of the 2nd heat storage device are connected in series, the flow path of the 1st heat storage device and the 2nd heat storage device. A connection state switching unit that switches to a parallel connection state in which the flow paths of the above are connected in parallel, an overcooling release device that releases the overcooling state of the overcooled heat storage material, the connection state switching unit, and the overcooling release device. Equipped with a control device to control
The control device is in an overcooled state when at least one of the first heat storage device and the second heat storage device is in the overcooled state and a temperature rise of the heating target is required. The supercooled heat storage material in the above is configured to be in a temperature raising mode in which the supercooled heat storage material is released by the supercooling release device to raise the temperature of the heating target, and the connection is made when the supercooled heat storage material is stored. The state switching unit connects the flow path of the first heat storage device and the flow path of the second heat storage device in series, while the connection state switching unit connects the flow path of the first heat storage device and the flow path of the second heat storage device in series. A vehicle heat storage system characterized in that the flow paths of the second heat storage device are connected in parallel. In the vehicle heat storage system according to claim 1,
The connection state switching unit is a vehicle heat storage system characterized in that it is composed of an electric flow path switching valve device. In the vehicle heat storage system according to claim 1 or 2.
The heat storage unit has an introduction unit for introducing the fluid into the heat storage unit and a derivation unit for deriving the fluid introduced into the heat storage unit.
When the flow path of the first heat storage device and the flow path of the second heat storage device are in a parallel connection state, the passage length of the fluid from the most downstream end of the flow path to the lead-out portion is the first heat storage device. The flow path and the flow path of the second heat storage device are set shorter than the passage length of the fluid from the most downstream end of the flow path to the lead-out portion when they are connected in series. Heat storage system for vehicles. In the vehicle heat storage system according to any one of claims 1 to 3.
The supercooling release device is for a vehicle, characterized in that the supercooled heat storage material of the first heat storage device and the supercooled heat storage material of the second heat storage device can be simultaneously released from the supercooled state. Heat storage system. In the vehicle heat storage system according to any one of claims 1 to 4.
A vehicle heat storage system characterized in that a part of the wall portion of the first heat storage device of the heat storage unit is shared with the wall portion of the second heat storage device. In the vehicle heat storage system according to any one of claims 1 to 4.
A vehicle heat storage system characterized in that a gap is provided between the first heat storage unit of the heat storage unit and the second heat storage device.

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