JP2024043183A - Vehicle temperature control system and temperature control method - Google Patents

Abstract

To provide a vehicle temperature control system and a temperature control method capable of reliably performing heating operation even when a heat source is difficult to be secured due to a low external temperature.SOLUTION: A vehicle temperature control system comprises a coolant circuit and a heat medium circuit. The heat medium circuit is configured to enable a low-pressure side circuit including a low-pressure side heat exchanger and a high-pressure side circuit including a high-pressure side heat exchanger to be arranged in a form of a parrel circuit, and is configured to enable setting a series circuit including the low-pressure side heat exchanger and the high-pressure side heat exchanger to be arranged in series. The vehicle temperature control system has a compressor heat source mode, as an operation mode to use the series circuit, which causes a heat medium discharged from the high-pressure side heat exchanger to flow into the low-pressure side heat exchanger through a temperature control unit and then return to the high-pressure side heat exchanger through an outdoor bypass passage.SELECTED DRAWING: Figure 4

Description

The present disclosure relates to a temperature control system installed in a vehicle and a temperature control method using the same.

Vehicles such as electric vehicles and so-called hybrid vehicles that obtain driving power from engines and electric motors tend to lack heat sources, but in addition to air conditioning functions required for vehicles such as heating, cooling, dehumidification, and ventilation, Thermal management and waste heat utilization of in-vehicle equipment such as batteries is required. In order to meet these demands, in addition to heat pump systems, conventional systems include systems that include a chiller to cool the battery and a heater to warm the battery, or a system that uses a pump to transport water heated by the exhaust heat of a radiator to the temperature controlled target. A number of systems have been used, such as the

A vehicle heat management system that can integrate air conditioning and equipment heat management includes a primary loop in which refrigerant circulates according to the refrigeration cycle, and a heat medium (such as water) that transfers heat to and from the refrigerant in the primary loop, which is mounted on the vehicle using a pump. A system including a secondary loop for transporting to equipment has been proposed (for example, Patent Document 1).

The heat management system described in Patent Document 1 includes a first heat medium circuit in which an evaporator of a refrigerant circuit and a heat medium outside air heat exchanger are arranged, a condenser of the refrigerant circuit, and a heater core of a cabin air conditioning unit. and a second heat medium circuit. The first heat medium circuit and the second heat medium circuit are in an unconnected state (unconnected mode) and a connected state assuming a low outside temperature by switching the flow paths by the first switching means and the second switching means. (concatenated mode).
In the uncoupled mode, a heat pump operation is performed in which heat from the outside air is pumped into the heat medium of the second heat medium circuit. In the coupled mode, the heat medium flowing out from the evaporator is not flowed into the heat medium outside air heat exchanger, but is combined with the heat medium flowing out from the condenser, and the heat medium is flowed into the evaporator and condenser in parallel. . The heat medium is heated by connecting the first heat medium circuit and the second heat medium circuit, and is used for heating.

Patent No. 6083304

In the connection mode in Patent Document 1, the heat medium flowing out from the evaporator and the heat medium flowing out from the condenser are mixed, so that the temperature becomes intermediate between the temperatures of the respective heat mediums before mixing, and the heat medium flows into the evaporator. and flows into the condenser. Therefore, compared to the non-coupled mode, it takes time for the temperature of the heat medium flowing out from the condenser to rise. Furthermore, since the flow rate of the heat medium flowing into the indoor heat exchanger decreases, there is room for improvement in the heating capacity.
An object of the present disclosure is to provide a temperature control system and a temperature control method for a vehicle that can ensure heating capacity even in a situation where it is difficult to secure a heat source because the outside temperature is low.

The present disclosure is a temperature control system for a vehicle, and includes a refrigerant circuit that includes a compressor, a high-pressure side heat exchanger, a pressure reduction section, and a low-pressure side heat exchanger, and is configured to allow refrigerant to circulate according to a refrigeration cycle; A heat medium circuit configured to allow circulation of a heat medium that transfers heat to and receives heat from the refrigerant.
The heat medium circuit includes a high-pressure side heat exchanger that exchanges heat between the refrigerant and the heat medium, a low-pressure side heat exchanger that exchanges heat between the refrigerant and the heat medium, and an outdoor heat exchanger that exchanges heat between the outside air and the heat medium. , a temperature control device corresponding to or used to heat or cool a temperature control object heated or cooled by a heat medium, an outdoor bypass path for bypassing a heat medium from an outdoor heat exchanger, and a heat A plurality of flow path switching valves configured to be able to switch the flow of the medium are included.
The heat medium circuit connects a low pressure side circuit including a low pressure side heat exchanger and a high pressure side circuit including a high pressure side heat exchanger in parallel by switching the flow of the heat medium using at least one of the plurality of flow path switching valves. It is configured so that it can be set, and it is configured so that a series circuit including a low-pressure side heat exchanger and a high-pressure side heat exchanger arranged in series can be set.
The temperature control system has an operation mode that uses a series circuit, in which the heat medium flowing out from the high-pressure side heat exchanger flows into the low-pressure side heat exchanger via the temperature control device, and then passes through the outdoor bypass route to the high-pressure side heat exchanger. It has a compressor heat source mode that flows into the heat exchanger.

Further, the present disclosure can be applied to a temperature control method for a vehicle.

In the compressor heat source mode, the heat medium receives heat generated by the power of the compressor from the refrigerant and transports it to the temperature control target while flowing through the outdoor bypass path to avoid heat radiation to the outside air. In the compressor heat source mode, the heat medium flowing out of the high-pressure side heat exchanger flows into the low-pressure side heat exchanger, and then flows out of the low-pressure side heat exchanger and into the high-pressure side heat exchanger, so that the high-pressure side heat exchanger and the low-pressure side heat exchanger are connected in series.
In this series connection, the temperature of the heat medium flowing out of the high-pressure heat exchanger can be increased more quickly than when the heat medium is flowed in parallel to the high-pressure heat exchanger and the low-pressure heat exchanger. Also, since the amount of heat medium circulated in the temperature control device is large, the amount of heat exchanged between the heat medium and the temperature control target is large.
In the compressor heat source mode, the heat medium that has passed through the high-pressure heat exchanger and temperature control device dissipates heat to the refrigerant through the low-pressure heat exchanger, which increases the low pressure of the refrigerant circuit compared to when heat is absorbed by the heat medium from the outside air, and the density of the refrigerant drawn into the compressor increases, increasing the circulating flow rate of the refrigerant. The increased circulating flow rate of the refrigerant improves the heat exchange capacity, and therefore the heating capacity can be improved.
As a result of the above, heating capacity can be guaranteed even in situations where it is difficult to secure a heat source due to low outside temperatures.

1 is a circuit diagram showing a vehicle temperature control system according to a first embodiment (cooling mode). FIG. 2 is a diagram showing an operating state of the system shown in FIG. 1 in a heat pump mode. FIG. 2 is a diagram showing an operating state of the system shown in FIG. 1 in a first heater mode. FIG. 2 is a diagram showing an operating state of the system shown in FIG. 1 in a second heater mode. FIG. 2 is a circuit diagram showing a vehicle temperature control system according to a first modification of the first embodiment (first heater mode). It is a circuit diagram showing a temperature control system for vehicles concerning a 2nd modification of a 1st embodiment (2nd heater mode). It is a circuit diagram showing a temperature control system for vehicles concerning a 3rd modification of a 1st embodiment (the 2nd heater mode). It is a circuit diagram showing a temperature control system for vehicles concerning a 4th modification of a 1st embodiment (the 2nd heater mode). It is a circuit diagram showing the temperature control system for vehicles concerning the 5th modification of a 1st embodiment (the 2nd heater mode). It is a circuit diagram showing a temperature control system for vehicles concerning a 6th modification of a 1st embodiment (dehumidification heating mode). FIG. 11 is a diagram showing an operating state of the system shown in FIG. 10 in a second heater mode. It is a circuit diagram showing a temperature control system for vehicles concerning a 2nd embodiment (heat pump mode). FIG. 13 is a diagram showing an operating state of the system shown in FIG. 12 in a first heater mode. FIG. 13 is a diagram showing an operating state of the system shown in FIG. 12 in a second heater mode. It is a circuit diagram showing a temperature control system for vehicles concerning a 1st modification of a 2nd embodiment (the 1st heater mode). It is a circuit diagram showing a temperature control system for vehicles concerning a 6th modification of a 2nd embodiment (dehumidification heating mode). FIG. 17 is a diagram showing an operating state of the system shown in FIG. 16 in a second heater mode. FIG. 13 is a circuit diagram showing a vehicle temperature control system according to a partial modification of a sixth modified example of the second embodiment (second heater mode). FIG. 3 is a circuit diagram showing a vehicle temperature control system according to a third embodiment (cooling mode). FIG. 20 is a diagram showing an operating state of the system shown in FIG. 19 in a first dehumidifying heating mode. FIG. 20 is a diagram showing an operating state of the system shown in FIG. 19 in a second dehumidifying heating mode. FIG. 20 is a diagram showing an operating state of the system shown in FIG. 19 in a heat pump mode. FIG. 20 is a diagram showing an operating state of the system shown in FIG. 19 in a first heater mode. FIG. 20 is a diagram showing an operating state of the system shown in FIG. 19 in a second heater mode. FIG. 20 is a diagram showing an operating state of the system shown in FIG. 19 in a direct heating second heater mode. It is a circuit diagram which shows the temperature control system for vehicles concerning the 6th modification of a 3rd embodiment (2nd heater mode). It is a circuit diagram showing a temperature control system for vehicles concerning a 7th modification of a 3rd embodiment (air conditioning mode).

Hereinafter, one embodiment of the present disclosure will be described with reference to the accompanying drawings.
[First embodiment]
The temperature control system 1 for a vehicle shown in FIG. 1 is applicable, for example, to an electric vehicle that does not have an engine and obtains driving force for running the vehicle from an electric motor for running, or for an electric vehicle that does not have an engine and receives driving force for running the vehicle from an engine and an electric motor. It is equipped on a vehicle (not shown) such as a so-called hybrid vehicle. The temperature control system 1 includes air conditioning such as heating and cooling, dehumidification, ventilation, etc. for the passenger compartment 8 in which passengers board, as well as in-vehicle devices such as a battery device (power supply device), a driving motor, and electronic devices that generate heat. Responsible for heat management, waste heat recovery, etc. The general term ``thermal management'' refers to air conditioning to the appropriate temperature and humidity, and controlling in-vehicle equipment to an appropriate temperature.
Electric power stored in an on-vehicle battery device is supplied to the temperature control system 1 and electric devices and electronic devices included in the on-vehicle device. An on-vehicle battery device is charged from an external power source when the vehicle is stopped.

〔overall structure〕
The temperature control system 1 includes a refrigerant circuit 10 configured to allow circulation of a refrigerant, a heat medium circuit 20 configured to allow circulation of a heat medium that transfers heat to and from the refrigerant, and a temperature control system 1 configured to operate the temperature control system 1 in a predetermined manner. mode, and a control device 7 that controls the operating state of the temperature control system 1 according to the operating mode.
In addition, the temperature control system 1 can include, for example, a sensor that detects the outside temperature, the temperature inside the vehicle interior 8 (room temperature), and the like.

The temperature control system 1 includes the following plural operation modes selected by a passenger or by the control device 7.
・Cooling mode M1 (Figure 1)
・Heat pump mode M2 (Figure 2)
・First heater mode M3-1 (Figure 3)
・Second heater mode M3-2 (Figure 4)
As will be described later, the temperature control system 1 can ensure heating ability even when the outside temperature is significantly below 0° C. by using at least the second heater mode M3-2.

The driving mode required of the temperature control system 1 varies depending on the region where the vehicle is used. For example, the temperature control system 1 does not need to include the cooling mode M1. Furthermore, the temperature control system 1 may have operation modes other than modes M1, M2, M3-1, and M3-2 shown in FIGS. 1 to 4, respectively.

[Refrigerant circuit configuration]
The refrigerant circuit 10 includes a compressor 11, a condenser 12, an expansion valve 13, and an evaporator 14, as an example of the configuration is shown in FIG. Refrigerant circulates in the refrigerant circuit 10 according to a refrigeration cycle.
As the refrigerant sealed in the refrigerant circuit 10, any known appropriate single refrigerant or mixed refrigerant can be used. For example, as the refrigerant of this embodiment, HFC (Hydro Fluoro Carbon) refrigerants such as R410A and R32, HFO (Hydro Fluoro Olefin) refrigerants such as R1234ze and R1234yf, or hydrocarbon (HC) refrigerants such as propane and isobutane are used. It is possible to use In particular, it is preferable to use R1234yf as the refrigerant in this embodiment.

When the above-listed fluorocarbon or hydrocarbon refrigerants are used, a subcritical refrigeration cycle is formed in which the refrigerant pressure on the high pressure side does not exceed the critical pressure of the refrigerant.
When carbon dioxide (CO ₂ ) is used as the refrigerant, a transcritical refrigeration cycle is configured in which the refrigerant pressure on the high pressure side exceeds the critical pressure of the refrigerant. Even in this case, the refrigerant dissipates heat through the high pressure side heat exchanger as in the condenser 12 of this embodiment, and absorbs heat through the low pressure side heat exchanger as in the evaporator 14 of this embodiment. Therefore, a refrigerant that constitutes a transcritical refrigeration cycle, such as carbon dioxide refrigerant, can also be used in the refrigerant circuit 10.

The compressor 11 corresponds to an electric compressor equipped with a motor driven by electric power supplied from a battery device (not shown). The compressor 11 uses a compression mechanism to adiabatically compress refrigerant sucked into a housing (not shown) and then discharges the refrigerant.
The condenser 12 exchanges heat between the refrigerant gas discharged from the compressor 11 and a heat medium.
The expansion valve 13 (pressure reducing section) reduces the pressure of the refrigerant flowing out from the condenser 12 to adiabatically expand the refrigerant. As the expansion valve 13, it is preferable to employ an electronic expansion valve whose opening degree can be controlled based on a command from the control device 7. However, it is also permissible to employ a temperature-type expansion valve or to employ a capillary tube instead of the expansion valve 13.

The evaporator 14 causes the refrigerant flowing out from the expansion valve 13 to exchange heat with a heat medium. The refrigerant evaporated by the evaporator 14 is sucked into the compressor 11.
An accumulator (gas-liquid separator), not shown, can be provided between the evaporator 14 and the compressor 11.

A relatively high refrigerant pressure (high pressure) is applied to the condenser 12, and a relatively low refrigerant pressure (low pressure) is applied to the evaporator 14. The refrigerant circulates through the refrigerant circuit 10 based on the pressure difference between high pressure and low pressure.
In FIG. 1, the flow of refrigerant on the low pressure side is shown by a thick solid line, and the flow of refrigerant on the high pressure side is shown by a thick broken line. The same applies to FIG. 2 and subsequent figures.

The compressor 11, condenser 12, expansion valve 13, evaporator 14, and refrigerant piping connecting these elements can be installed outside the compartment 8.

[Configuration of heat medium circuit]
The heat medium circuit 20 is configured such that a heat medium capable of exchanging heat with a refrigerant can be circulated through the condenser 12 and the evaporator 14 . The heat medium is used for cooling or heating at least one temperature-controlled object. One of the objects of temperature control in this embodiment corresponds to the air inside the vehicle compartment 8.
The heat medium sealed in the heat medium circuit 20 is a liquid such as water or brine that circulates through the heat medium circuit 20 while maintaining a liquid phase state. Examples of the brine include a mixture of water and propylene glycol, or a mixture of water and ethylene glycol.

As an example of the configuration is shown in FIG. 1, the heat medium circuit 20 includes a condenser 12, an evaporator 14, a first pump 21 and a second pump 22, an outdoor heat exchanger 23, and an outdoor bypass path 24. , an indoor heat exchanger 25, a first switching valve 31 (both flow switching valves), a second switching valve 32, and a third switching valve 33 as a plurality of flow path switching valves, and piping 401 to 412. There is.

In this embodiment, the first switching valve 31 and the second switching valve 32 are four-way valves, and the third switching valve 33 corresponds to a three-way valve. In the cooling mode M1 shown in FIG. 1, both the heat medium flowing out from the evaporator 14 and the heat medium flowing out from the condenser 12 flow through the first switching valve 31.
Here, in each operation mode, "the heat medium flowing out from the evaporator 14" means the heat medium after flowing out from the evaporator 14 and before flowing into the evaporator 14 or the condenser 12. Similarly, "the heat medium flowing out from the condenser 12" means the heat medium after flowing out from the condenser 12 and before flowing into the condenser 12 or the evaporator 14.

The heat medium circuit 20 may include a reserve tank (not shown) as a mechanism for maintaining atmospheric pressure on the suction sides of the pumps 21 and 22. With the reserve tank, the suction sides of the pumps 21 and 22 are maintained at atmospheric pressure even if the pressure of the heat medium increases due to volume expansion caused by a rise in temperature of the heat medium, so that the heat medium is stably pumped through the heat medium circuit 20.
A reserve tank may be provided on each of the suction sides of the pumps 21 and 22, or only one reserve tank may be provided that communicates with the pipes 401 and 406. In this case, a valve may be provided in the path that communicates the pipes 401 and 406 with the reserve tank to communicate only one of the pipes 401 and 406 with the reserve tank. By closing the valve when the series circuit CC (described later) is in use, it is possible to prevent the heat medium from moving through the communication path due to a pressure difference.

Each element of the heat medium circuit 20 except the indoor heat exchanger 25, that is, the condenser 12, the evaporator 14, the first pump 21, the second pump 22, the outdoor heat exchanger 23, the outdoor bypass path 24, and the first to The third switching valves 31 to 33 can be installed outside the vehicle compartment 8.

The condenser 12 is formed with a flow path through which a high-pressure side refrigerant flows and a flow path through which a heat medium flows. The high-pressure side refrigerant and the heat medium come into contact with each other through the walls of the flow path, thereby exchanging heat.

The evaporator 14 is formed with a flow path through which a low-pressure side refrigerant flows and a flow path through which a heat medium flows. The low-pressure side refrigerant and the heat medium come into contact with each other through the wall of the flow path, thereby exchanging heat.

Preferably, the heat medium circuit 20 includes a condenser bypass path 12A that detours the heat medium from the condenser 12, and an evaporator bypass path 14A that detours the heat medium from the evaporator 14. In that case, the heat medium circuit 20 includes a condenser flow rate adjustment valve 12V configured to be able to adjust the flow rate ratio of the heat medium between the condenser 12 and the condenser bypass path 12A, and a condenser flow rate adjustment valve 12V that is configured to adjust the flow rate ratio of the heat medium between the condenser 12 and the condenser bypass path 12A, and the evaporator 14 and the evaporator bypass path 14A. It is preferable to include an evaporator flow rate adjustment valve 14V configured to be able to adjust the flow rate ratio of the heat medium.

Both the condenser flow rate adjustment valve 12V and the evaporator flow rate adjustment valve 14V are electrically operated valves whose opening degrees can be controlled based on commands from the control device 7, and correspond to three-way valves. Note that the three-way valve as the flow rate adjustment valve can be replaced with two two-way valves that can both adjust the flow rate, or a single two-way valve that can adjust the flow rate. For example, one two-way valve can be placed in condenser bypass path 12A, and the other two-way valve can be placed in piping 410. Alternatively, a single two-way valve can be placed on one of condenser bypass path 12A and piping 410.
The same applies to the evaporator flow rate adjustment valve 14V.

The condenser flow rate adjustment valve 12V has ports that individually communicate with the first switching valve 31, the condenser 12, and the condenser bypass path 12A. The flow rate of the heat medium flowing through the condenser 12 and the flow rate of the heat medium flowing through the condenser bypass path 12A are determined according to the respective opening degrees of the port on the condenser 12 side and the port on the condenser bypass path 12A side. adjusted to the ratio of The heat medium distributed from piping 409 to piping 410 and condenser bypass path 12A joins at the end of condenser bypass path 12A. One of the flow rate of the heat medium flowing through the condenser 12 and the flow rate of the heat medium flowing through the condenser bypass path 12A may be zero.

The evaporator flow rate adjustment valve 14V has ports that individually communicate with the first switching valve 31, the evaporator 14, and the evaporator bypass path 14A. The evaporator flow rate adjustment valve 14V adjusts the flow rate of the heat medium flowing through the evaporator 14 and the flow rate of the heat medium flowing through the evaporator bypass path 14A to a predetermined ratio in the same manner as the condenser flow rate adjustment valve 12V described above. be done. The heat medium distributed from piping 404 to piping 405 and evaporator bypass path 14A joins at the end of evaporator bypass path 14A. One of the flow rate of the heat medium flowing through the evaporator 14 and the flow rate of the heat medium flowing through the evaporator bypass path 14A may be zero.

Both the first pump 21 and the second pump 22 correspond to electric pumps driven by a motor (not shown). The motors connected to the first pump 21 and the second pump 22 are driven by electric power supplied from a battery device (not shown).
The first pump 21 is provided in a pipe 401 that connects the evaporator 14 and the second switching valve 32. The first pump 21 pumps the heat medium by sucking in the heat medium flowing out from the evaporator 14 and discharging it.
The second pump 22 is provided in a pipe 406 that connects the condenser 12 and the third switching valve 33. The second pump 22 pumps the heat medium by sucking in the heat medium flowing out from the condenser 12 and discharging it.

The outdoor heat exchanger 23 exchanges heat between the outside air outside the vehicle compartment 8 and the heat medium. The outdoor heat exchanger 23 corresponds to, for example, a radiator placed near an air inlet of a vehicle. The outdoor blower 23A corresponds to an electric blower that blows outside air toward the outdoor heat exchanger 23. The outside air supplied to the outdoor heat exchanger 23 due to the running of the vehicle and the operation of the outdoor blower 23A radiates or absorbs heat based on the temperature difference between the outside air and the heat medium.

The outdoor bypass path 24 detours the heat medium from the outdoor heat exchanger 23. The outdoor bypass path 24 of this embodiment bypasses the outdoor heat exchanger 23 from the position of the second switching valve 32 and is connected to the piping 409 between the condenser flow rate adjustment valve 12V and the first switching valve 31. .

The indoor heat exchanger 25 provides conditioned air into the vehicle interior 8 by exchanging heat between the air sent by the indoor blower 25A and a heat medium. The indoor blower 25A corresponds to an electric blower that blows air (inside air) in the vehicle interior 8 or outside air toward the indoor heat exchanger 25.
The HVAC (Heating, Ventilation, and Air Conditioning) unit U includes an indoor heat exchanger 25, an indoor blower 25A, and a duct (not shown) through which air sent by the indoor blower 25A flows.

By switching the flow of the heat medium by at least one of the first to third switching valves 31, 32, and 33, the heat medium circuit 20 is configured such that the low pressure side circuit C1 and the high pressure side circuit C2 can be set in parallel. At the same time, the series circuit CC can be set.

A high-pressure side circuit C2 for the heat medium that flows out of the condenser 12 and returns to the condenser 12, and a low-pressure side circuit C1 that flows out of the evaporator 14 and returns to the evaporator 14 are separated from each other. Below, the low voltage side circuit C1 and the high voltage side circuit C2 may be referred to as parallel circuits C1 and C2.
When the parallel circuits C1 and C2 are set, for example, as shown in FIG. 1, both the heat medium flowing out from the condenser 12 and the heat medium flowing out from the evaporator 14 flow through the first switching valve 31. , Inside the first switching valve 31, a flow path through which the heat medium flowing out from the condenser 12 flows and another flow path through which the heat medium flowing out from the evaporator 14 flows are set. Only the heat medium flowing out from the evaporator 14 flows through the second switching valve 32 of this embodiment. Only the heat medium flowing out from the condenser 12 flows through the third switching valve 33 of this embodiment.

In other words, the heat medium flowing out from the condenser 12 and the heat medium flowing out from the evaporator 14 do not flow through the same flow path of the same switching valve at the same time for any of the multiple switching valves 31 to 33. In the heat medium circuit 20, there is no piping connection where the heat medium flowing out from the condenser 12 and the heat medium flowing out from the evaporator 14 join together, so the heat medium in the high-pressure side circuit C2 including the condenser 12 and the heat medium in the low-pressure side circuit C1 including the evaporator 14 do not mix with each other.

1 and 2 showing the parallel circuits C1 and C2, the flow of a relatively low temperature heat medium (low temperature heat medium) circulating in the low pressure side circuit C1 is shown by a solid line, and the flow of a relatively low temperature heat medium (low temperature heat medium) circulating in the high pressure side circuit C2 is shown by a solid line. The flow of the high-temperature heat medium (high-temperature heat medium) is shown by a dashed line. At this time, only the low temperature medium flows from position A to position B on the heat medium circuit 20, and only the high temperature medium flows from position C to position D on the heat medium circuit 20. Paths in which neither the low-temperature heat medium nor the high-temperature heat medium is pumped are indicated by broken lines.

On the other hand, the series circuit CC corresponds to one continuous circuit including the evaporator 14 and the condenser 12 arranged in series. When the series circuit CC is set, for example, as shown in FIG. 4, the heat medium flowing out from the condenser 12 flows into the evaporator 14 and further flows into the condenser 12.
3 and 4 showing the series circuit CC, the flow of the relatively low temperature heat medium is indicated by a solid line, and the flow of the relatively high temperature heat medium is indicated by a dashed line. Referring to Fig. 4, unlike the case where the parallel circuits C1 and C2 are set, the flow of the heat medium from the evaporator 14 to the condenser 12 is indicated by a solid line, and the flow of the heat medium from the condenser 12 to the evaporator 14 is indicated by a dashed line. This indicates that when the heat medium flows into the evaporator 14, the temperature of the heat medium is lowered by heat dissipation to the refrigerant, and when the heat medium flows into the condenser 12, the temperature of the heat medium is raised by heat absorption from the refrigerant.

When the series circuit CC is set, the heat medium circulates between the condenser 12 and the evaporator 14 while repeating a temperature increase by the condenser 12 and a temperature decrease by the evaporator 14. At this time, since one continuous circuit is formed in the heat medium circuit 20, the heat medium can be pumped only by at least one of the first pump 21 and the second pump 22. In other words, since the operation of either the first pump 21 or the second pump 22 can be stopped, if the temperature control system 1 does not have an operation mode using parallel circuits C1 and C2, It is sufficient to provide only one of the first pump 21 and the second pump 22.
Note that even in the operation mode using the series circuit CC, a sufficient circulating flow rate of the heat medium in the heat medium circuit 20 can be obtained by operating the two pumps 21 and 22.

When both parallel circuits C1 and C2 are used, it goes without saying that the heat medium circuit 20 must be equipped with two pumps 21 and 22, with the first pump 21 pumping the heat medium in the low-pressure circuit C1 and the second pump 22 pumping the heat medium in the high-pressure circuit C2.

All of the first to third switching valves 31 to 33 are electrically operated valves that can be controlled to open and close based on commands from the control device 7, and are configured to be able to switch the heat medium flow path.
The first switching valve 31 has ports that are individually connected to the condenser 12 , the evaporator 14 , the outdoor heat exchanger 23 , and the indoor heat exchanger 25 .
The second switching valve 32 has ports that are individually connected to the evaporator 14 , the outdoor heat exchanger 23 , the outdoor bypass path 24 , and the indoor heat exchanger 25 .
The third switching valve 33 has ports that are individually connected to the condenser 12 , the outdoor heat exchanger 23 , and the indoor heat exchanger 25 .

The first to third switching valves 31 to 33 can be replaced with an appropriate number of electrically operated valves having an appropriate structure in order to set a path in the heat medium circuit 20 that is necessary to realize the required operation mode.

The control device 7 can increase or decrease the cooling capacity or the heating capacity by controlling the rotation speed of the compressor 11 and the like according to the heat load and increasing or decreasing the circulating flow rate of the refrigerant.
Further, the control device 7 detects physical quantities correlated with the room temperature, such as room temperature, outside air temperature, heat medium temperature, refrigerant temperature or pressure, etc. using a sensor, and eliminates the deviation between the detected value and the target value. The room temperature can be adjusted to the target temperature by feedback controlling the rotation speed of the compressor 11 and the like.

[Explanation of driving modes]
Next, the operation of the temperature control system 1 will be explained for each operation mode.
(Parallel circuit operation mode)
Cooling mode M1 (Figure 1):
A circuit corresponding to the cooling mode M1 is set in the heat medium circuit 20 based on control commands for the first to third switching valves 31 to 33, the condenser flow rate adjustment valve 12V, and the evaporator flow rate adjustment valve 14V. . In the cooling mode M1, the outdoor bypass path 24 is not used, so the corresponding port of the second switching valve 32 is closed.
Similarly, circuits corresponding to each mode are set in other operation modes.

The compressor 11, the first pump 21, the second pump 22, the outdoor blower 23A, and the indoor blower 25A are driven by electric power supplied from a battery device (not shown). The operations in other operation modes are basically the same unless otherwise specified.

Regardless of the operation mode, only the heat medium flowing out from the evaporator 14 flows through the second switching valve 32. Only the heat medium flowing out from the condenser 12 flows through the third switching valve 33 .

In the cooling mode M1, the temperature adjustment system 1 is operated using the parallel circuits C1 and C2. The heat medium (low-temperature heat medium) flowing out from the evaporator 14 to the pipe 401 flows through the pipe 402 according to the flow path set inside the second switching valve 32, as shown by the solid arrow, and flows into the indoor heat exchanger 25. The inside of the vehicle compartment 8 is cooled by the air sent to the indoor heat exchanger 25 by the indoor blower 25A having heat absorbed by the heat medium and blowing it out from the duct. The heat medium that absorbs heat from the air flows through the pipe 403, flows out to the pipe 404 according to the flow path set inside the first switching valve 31, and returns to the evaporator 14.
In the example shown in Figures 1 and 2, due to flow rate adjustment by the evaporator flow control valve 14V, the entire amount of heat medium that has flowed through the pipe 404 flows into the evaporator 14 through the pipe 405 without flowing into the evaporator bypass path 14A.

On the other hand, the heat medium (high-temperature heat medium) flowing out from the condenser 12 into the pipe 406 flows through the pipe 407 according to the flow path set inside the third switching valve 33, as shown by the dashed-dotted arrow. It flows into the exchanger 23. The heat medium flowing through the outdoor heat exchanger 23 is radiated to the outside air sent by the outdoor blower 23A, and flows through the pipe 408. Then, it flows out into the pipe 409 according to the flow path set inside the first switching valve 31 and returns to the condenser 12.
In the example shown in FIGS. 1 and 2, by adjusting the flow rate with the condenser flow rate adjustment valve 12V, the entire amount of the heat medium flowing through the piping 409 does not flow into the condenser bypass path 12A, but instead passes through the condenser 12 through the piping 410. flow into.

In cooling mode M1, the refrigerant dissipates heat to the outside air via a heat transfer medium, preventing an increase in high pressure in the refrigerant circuit 10 and allowing the temperature adjustment system 1 to operate stably.

Heat pump mode M2 (Figure 2):
The heat pump mode M2 corresponds to a mode for heating the inside of the vehicle interior 8, and heat is pumped up from the outside air as a heat source to a high-temperature heat medium whose temperature is higher than the outside air temperature, and is transported to the vehicle interior 8. Heat the inside.

Also in the heat pump mode M2, the temperature control system 1 is operated using the parallel circuits C1 and C2. In the heat pump mode M2, the high temperature heat medium is supplied to the indoor heat exchanger 25, and the low temperature heat medium is supplied to the outdoor heat exchanger 23, contrary to the case in the cooling mode M1.
That is, the low-temperature heat medium flowing out of the evaporator 14 flows into the outdoor heat exchanger 23 via the second switching valve 32 and the pipe 411, as shown by the solid arrow. The heat medium that has absorbed heat from the outside air returns to the evaporator 14 via the first switching valve 31 and the evaporator flow rate super contact valve 14V.
The refrigerant evaporates due to heat absorption from the heat medium flowing into the evaporator 14 and is sucked into the compressor 11. The refrigerant discharged from the compressor 11 is condensed in the condenser 12 by releasing heat to the heat medium, and the temperature of the heat medium increases accordingly.

The high-temperature heat medium flowing out of the condenser 12 flows into the indoor heat exchanger 25 via the third switching valve 33 and piping 412, as shown by the dashed-dotted arrow. The heat medium that has warmed the interior of the vehicle compartment 8 returns to the condenser 12 via the first switching valve 31 and the condenser flow rate adjustment valve 12V.

Heat pump mode M2 uses outside air as part of the heat source, so even if the outside temperature drops to below freezing, for example, around -10°C, heat pump mode M2 can continue heating while suppressing the increase in power of the compressor 11, pumps 21, 22, etc. ability can be guaranteed.

(Heater mode using series circuit)
Next, the first heater mode M3-1 and the second heater mode M3-2, both of which are operation modes using the series circuit CC, will be explained. When the outside temperature is significantly lower than 0°C, for example, when the outside temperature drops to -20°C or lower, the amount of heat that can be absorbed from the outside air to the heat medium by the heat pump mode M2 decreases, and the compressor The density of the refrigerant sucked into the compressor 11 decreases, and the power of the compressor 11 decreases. Even in such a case, heating operation can be performed using the compressor 11 as a heat source in the second heater mode M3-2.

The first heater mode M3-1 and the second heater mode M3-2 will be described assuming, for example, that the temperature control system 1 is activated after the vehicle has stopped for a long time. After starting the temperature control system 1, the control device 7 preferably implements the first heater mode M3-1 prior to the second heater mode M3-2. By doing so, heating operation can be started earlier.

The second heater mode M3-2 uses the power of the compressor 11 to heat the temperature-controlled object. In order to avoid heat radiation from the heat medium to the outside air, the heat medium is detoured from the outdoor heat exchanger 23 to the outdoor bypass path 24.

If the outside temperature is significantly lower than 0° C. when the temperature control system 1 is started after the vehicle has stopped for a long time, the temperature of the heat medium is also low like the outside temperature. Therefore, immediately after the temperature control system 1 is started, the low pressure of the refrigerant circuit 10 decreases as the refrigerant is cooled by the heat medium, and the evaporation temperature of the refrigerant becomes lower than the outside air temperature. Therefore, when the temperature control system 1 is activated, the first heater mode M3-1 gives priority to heating the passenger compartment 8 and transfers the heat absorbed from the outside air to the heat medium by the outdoor heat exchanger 23 to the refrigerant. It is a good idea to warm up the refrigerant by doing this. Thereafter, the low pressure of the refrigerant circuit 10 rises to a predetermined value and the refrigerant circuit 10 operates steadily, making it possible to heat the temperature-controlled object with the heat extracted from the power of the compressor 11 into the heat medium. It is better to shift to 2-heater mode M3-2.

In the second heater mode M3-2, for example, similar to a resistance heating electric heater, an amount of heat corresponding to the supplied power is supplied to the temperature controlled object. Therefore, although it is called a "heater" mode, the name of the second heater mode M3-2 is not necessarily limited to this.
Since the first heater mode M3-1 is a mode that assumes transition to the second heater mode M3-2, the same name as the second heater mode M3-2 is used, but the first heater mode M3-1 The name of 1 is not necessarily limited to this.

First heater mode M3-1 (Figure 3):
With reference to FIG. 3, the action of the first heater mode M3-1 will be explained along with the specific flow of the heat medium. In the first heater mode M3-1, the heat medium is caused to flow into the outdoor heat exchanger 23 so that the heat medium absorbs heat from the outside air by the outdoor heat exchanger 23. In addition, in order to prioritize the temperature increase of the refrigerant over heating the interior of the vehicle compartment 8, the heat medium is not allowed to flow into the condenser 12, but is detoured to the condenser bypass path 12A, thereby preventing heat radiation of the refrigerant to the heat medium. . Then, in the evaporator 14, heat is radiated from the heat medium to the refrigerant.
Furthermore, in order to suppress heat exchange between the air and the heat medium in the indoor heat exchanger 25, it is preferable to stop the operation of the indoor blower 25A.

In the first heater mode M3-1, since the heat medium is detoured from the condenser 12, the pressure loss of the heat medium is smaller than when the heat medium flows through the condenser 12.

The heat medium flowing out of the evaporator 14 flows into the outdoor heat exchanger 23 via the second switching valve 32 and absorbs heat from the outside air. In FIG. 3, the heat medium whose temperature has increased due to heat absorption from the outside air is indicated by a dashed line. The heat medium flowing out from the outdoor heat exchanger 23 bypasses the condenser 12 by flowing into the condenser bypass path 12A via the first switching valve 31 and the condenser flow rate adjustment valve 12V. The heat medium flowing out from the condenser bypass path 12A flows into the indoor heat exchanger 25 via the third switching valve 33. However, since the indoor blower 25A is stopped, heat exchange between the heat medium in the indoor heat exchanger 25 and unconditioned cold air is suppressed. The heat medium flowing out of the indoor heat exchanger 25 returns to the evaporator 14 via the first switching valve 31 and the evaporator flow path adjustment valve 14V. Then, the heat is radiated to the refrigerant by the evaporator 14 and flows out from the evaporator 14 as a low-temperature heat medium.

The area extends from the outlet of the outdoor heat exchanger 23 to the inlet of the evaporator 14 via the condenser bypass path 12A and the indoor heat exchanger 25, and exchanges heat between the heat medium and the refrigerant, and between the heat medium and air. Transfer of heat between the two is suppressed. The heat medium that has absorbed heat from the outside air passes through the condenser bypass path 12A and the indoor heat exchanger 25, and carries the heat to the evaporator 14 through which the refrigerant flows.

When the vehicle is stopped with the outside air temperature below freezing, the temperatures of the heat medium and the refrigerant drop to about the same as the outside air temperature. Therefore, when the temperature control system 1 is started, the compressor 11 starts up, and immediately after the refrigeration cycle starts, the refrigerant cools the heat medium. However, with the first heater mode M3-1, the heat absorbed by the heat medium from the outside air is continuously transferred to the refrigerant, so that the low pressure of the refrigerant circuit 10 gradually increases and the evaporation temperature also increases. In the process, the temperature of the heat medium that exchanges heat with the refrigerant also increases.

When the temperature of the heat medium exceeds the outside air temperature, heat absorption from the outside air becomes insufficient, so the control device 7 shifts the temperature control system 1 to the second heater mode M3-2 when the heat medium approaches the outside air temperature. Good. For example, it is preferable to shift to the second heater mode M3-2 when the temperature of the heat medium exceeds a threshold value _T3 that is lower by a predetermined temperature difference α than the outside air temperature (for example, −20° C.). The difference between the outside temperature and the threshold value is determined by the temperature difference corresponding to the time required for the flow of the heat medium to switch in response to a command to switch the operating mode.

In order to increase the amount of heat input to the refrigerant in the first heater mode M3-1, the rotational speed of each motor of the first and second pumps 21 and 22 can be increased, for example, to the maximum rotational speed. Then, in addition to the amount of heat given to the refrigerant from the outside air via the heat medium, the amount of heat corresponding to the power of the first and second pumps 21 and 22 can be given to the refrigerant from the heat medium, and the circulating flow rate of the heat medium Since heat dissipation from the heat medium to the refrigerant is promoted by the increase in , the shift to steady operation of the refrigerant circuit 10 is promoted. Therefore, the time required from startup to transition to the second heater mode M3-2 via the first heater mode M3-1 can be suppressed, and heating in the vehicle interior 8 can be started early.

When the first heater mode M3-1 shown in FIG. It is permissible to allow a small amount of heat medium to flow into the evaporator bypass path 14A.

Second heater mode M3-2 (FIG. 4):
Next, the second heater mode M3-2 will be described together with a specific flow of the heat medium with reference to Fig. 4. In the second heater mode M3-2, in order to prevent heat from being dissipated from the heat medium to the outside air, the heat medium is diverted from the outdoor heat exchanger 23 through the outdoor bypass path 24. At this time, the operation of the outdoor blower 23A may be stopped.
The control device 7 sends commands to the first switching valve 31, the second switching valve 32, the evaporator flow control valve 14V, the condenser flow control valve 12V, the outdoor blower 23A, and the indoor blower 25A to set a path corresponding to the second heater mode M3-2 in the heat medium circuit 20, stop the operation of the outdoor blower 23A, and start the operation of the indoor blower 25A.
The control device 7 also operates the motor of at least one of the pumps 21, 22 at an appropriate rotation speed.

The heat medium that has absorbed heat from the refrigerant by the condenser 12 flows into the indoor heat exchanger 25 via the third switching valve 33 and is used to heat the interior of the vehicle 8. Then, the heat medium flowing out from the indoor heat exchanger 25 passes through the first switching valve 31 and the evaporator flow rate adjustment valve 14V, flows into at least the evaporator 14 among the evaporator 14 and the evaporator bypass path 14A, and flows into the refrigerant. Heat is radiated to.
The heat medium flowing out from the evaporator 14 flows into the outdoor bypass path 24 from the second switching valve 32, joins the pipe 409 between the first switching valve 31 and the condenser flow rate adjustment valve 12V, and then flows into the condenser 12. The refrigerant flows into at least the condenser 12 of the condenser bypass path 12A and absorbs heat from the refrigerant. After switching from the first heater mode M3-1 to the second heater mode M3-2, it is preferable to gradually increase the flow rate of the heat medium flowing into the condenser 12 using the condenser flow rate adjustment valve 12V.

In the second heater mode M3-2, the heat medium receives heat generated by the power of the compressor 11 from the refrigerant and conveys it to the temperature control target while flowing through the outdoor bypass path 24 avoiding heat radiation to the outside air. According to the second heater mode M3-2, since the system is operated with no exchange of heat with the outside air, the interior of the vehicle interior 8 can be continuously heated regardless of the outside temperature.

In the second heater mode M3-2 shown in FIG. 4, the high temperature heat medium shown by the dashed line passes through the first switching valve 31. On the other hand, the low temperature heat medium shown by the solid line does not pass through the first switching valve 31 because the terminal end 24A of the outdoor bypass path 24 is connected to the piping 409 downstream of the first switching valve 31. In this case, unlike the case where both a low-temperature heat medium and a high-temperature heat medium pass through the first switching valve 31 (cooling mode M1 or heat pump mode M2), the heat medium flowing inside the first switching valve 31 has a temperature difference. There is no heat exchange due to indirect contact with different heat carriers. Therefore, in the evaporator 14, the temperature difference between the refrigerant and the heat medium does not decrease, so that the heating capacity can be ensured.

When heating operation is selected by the occupant's operation or by the temperature control system 1, the control device 7 switches the heat pump mode M2 described above if the detected outside temperature is higher than the threshold value _T1 (for example, -10°C). can be selected. Further, the control device 7 determines whether the temperature of the heat medium flowing into the outdoor heat exchanger 23 is lower than the outside temperature, and only when the temperature of the heat medium is lower than the outside temperature, the heat pump mode M2 is activated. Depending on the selection, heat can be reliably absorbed from the outside air.
Furthermore, if the detected outside temperature is higher than the threshold T ₂ (eg -15° C.) which is lower than the threshold T ₁ , the control device 7 selects the second heater mode M3-2 and selects the second heater mode M3-2, If the outside temperature is low compared to ₂ , the first heater mode M3-1 can be selected.

If the detected outside temperature is lower than the threshold value _T1 and the temperature control system 1 has just been started, the control device 7 sets the second heater mode M3 without comparing the outside temperature with the threshold value _T2 . The first heater mode M3-1 can be selected prior to -2. Alternatively, immediately after startup when the outside temperature is lower than the threshold value _T1 , the second heater mode M3-2 is first selected, and a predetermined threshold value is applied to the temperature of the heat medium or refrigerant detected at that time. Based on this, it may be determined whether to continue the second heater mode M3-2 or switch to the first heater mode M3-1.

When the first heater mode M3-1 is performed prior to the second heater mode M3-2, the control device 7 operates the temperature adjustment system 1 in the first heater mode M3-1 while waiting until the refrigerant circuit 10 reaches a steady state. For example, when the temperature of the heat medium exceeds a predetermined threshold value _T3 , the control device 7 can switch the operation mode from the first heater mode M3-1 for startup to the second heater mode M3-2 for the steady state.

In the above example, the outside air temperature and the temperature of the heat medium or refrigerant are used as the threshold value, but it is also possible to use a physical quantity such as pressure that indicates a state similar to the state of the heat medium or refrigerant indicated by the temperature threshold value. .

[Main effects of this embodiment]

In the second heater mode M3-2 using the series circuit CC, since the condenser 12 and the evaporator 14 are connected in series, the heat medium is caused to flow into the condenser 12 and the evaporator 14 in parallel. In this case, the temperature of the heat medium flowing out from the condenser 12 can be raised more quickly than in the case where the heat medium flows out from the condenser 12. Furthermore, since the amount of heat medium circulated through the indoor heat exchanger 25 is large, the amount of heat exchanged between the heat medium and the air becomes large.

Furthermore, in the second heater mode M3-2, the heat medium that has passed through the condenser 12 and the indoor heat exchanger 25 is radiated to the refrigerant by the evaporator 14, so that the refrigerant circuit 10 is more efficient than in the heat pump mode M2. As the low pressure rises and the density of the refrigerant sucked into the compressor 11 increases accordingly, the circulating flow rate of the refrigerant increases. Since the heat exchange capacity is improved by increasing the refrigerant circulation flow rate, and the heating capacity can be improved, the temperature inside the vehicle compartment 8 can be brought to the target temperature quickly.

According to the temperature adjustment system 1, by being equipped with at least the second heater mode M3-2, even in a situation where it is difficult to secure a heat source due to low outside air temperature, it is possible to ensure heating capacity while supplying the power required to secure a heat source to the compressor 11, etc.

In addition, by providing the first heater mode M3-1, even if the refrigerant cools the heat medium immediately after the refrigeration cycle starts under conditions where the outside temperature is significantly below freezing, the heat medium that has absorbed heat from the outside air By heating the refrigerant, a drop in the low pressure in the refrigerant circuit 10 can be suppressed. Therefore, the refrigerant circuit 10 can be quickly shifted to a steady state.
Therefore, when starting the temperature control system 1 when the outside air temperature is significantly below 0°C, it starts from the first heater mode M3-1, and then switches to the second heater mode M3-2 when the refrigerant circuit 10 is in a steady state. By switching the operation mode, the temperature control target can reach the target temperature earlier than when operating in the second heater mode M3-2 immediately after startup.

The heat medium circuit 20 of this embodiment uses only three switching valves 31 to 33 in total, excluding the flow rate regulating valves 12V and 14V. According to the temperature control system 1 of this embodiment, by suppressing the number of flow path switching valves of the heat medium circuit 20, the cost of components of the heat medium circuit 20, the cost required for piping connection, the cost required for maintenance, etc. Various operation modes can be realized while maintaining a simple configuration.

In addition, the temperature control system 1 of the present embodiment, when in the second heater mode M3-2, adjusts the flow rate ratio of the heat medium between the evaporator 14 and the bypass path 14A using the evaporator flow rate adjustment valve 14V. Capacity can be controlled constant or variable.

For example, if the physical quantity p such as the pressure of the refrigerant flowing out from the evaporator 14 is smaller than the predetermined threshold value _T4 , the evaporator flow rate adjustment valve 14V The flow rates of the heat medium flowing through the evaporator 14 and the evaporator bypass path 14A are thereby adjusted. When the flow rate of the heat medium flowing through the evaporator 14 increases, the amount of heat dissipated from the heat medium to the refrigerant increases, and the low pressure of the refrigerant circuit 10 increases, which increases the refrigerant circulation flow rate, so heating capacity can be increased. .
On the other hand, when the physical quantity p is larger than the predetermined threshold _T4 , the evaporator flow rate adjustment valve 14V controls the evaporator 14 and the evaporator bypass path 14A so that the flow rate of the heat medium flowing into the evaporator 14 is reduced. It is best to adjust the flow rate of the heat medium flowing through each.
By increasing or decreasing the threshold value _T4 , it becomes possible to increase or decrease the heating capacity and adjust the room temperature.

The following will focus on the differences from the above embodiment. Components already described are given the same reference numerals.

[First modification of the first embodiment]
The vehicle temperature control system 1-1 shown in FIG. 5 includes an indoor bypass path 26 that detours the heat medium from the indoor heat exchanger 25, especially regarding the first heater mode M3-1. In order to allow the heat medium to flow into the indoor bypass path 26, a four-way valve is employed as the third switching valve 33-1.

In the first heater mode M3-1, as described above, it is preferable to stop the operation of the indoor blower 25A. However, there may be a case where the first heater mode M3-1 is operated with the indoor blower 25A in operation due to an operation by a passenger or the like.
Therefore, when selecting the first heater mode M3-1 as the operation mode, the control device 7 sends a command to the second switching valve 32 to prevent the heat medium from flowing into the indoor heat exchanger 25 and to Set the path for the heat medium so that it flows into the Air is not sent to the indoor bypass path 26 from the indoor blower 25A.

Therefore, according to the first modification of the first embodiment, regardless of whether the indoor blower 25A is activated or deactivated, the heat transfer medium that has absorbed heat from the outside air is prevented from being radiated to the cold air inside the vehicle interior 8. Can be done. Therefore, it is possible to suppress a low pressure drop when the outside temperature is low, and to quickly shift the refrigerant circuit 10 to a steady state.

[Second modification of the first embodiment]
In the vehicle temperature control system 1-2 shown in FIG. 6, the positions of the first pump 21 and the second pump 22 are changed from the positions of the pumps 21 and 22 in the above embodiment (FIG. 4, etc.). . The respective positions of the first pump 21 and the second pump 22 have been changed upward in the plane of the paper of FIG. 6 so as to sandwich the first switching valve 31. The first pump 21 is provided in the piping 408, and the second pump 22 is provided in the piping 403.

As shown in FIG. 6, even if the respective positions of the first pump 21 and the second pump 22 are changed, all the operation modes M1, M2, M3-1, and M3-2 described in the above embodiment operate normally. do. In the second heater mode M3-2 shown in FIG. It is arranged in the section up to the valve 31. Therefore, it is preferable to send a command from the control device 7 to stop the operation of the first pump 21. That is, in the second heater mode M3-2, the heat medium of the heat medium circuit 20 is pumped only by the second pump 22.

[Third modification of first embodiment]
In the vehicle temperature control system 1-3 shown in FIG. 7, the positions of the first pump 21 and the second pump 22 are also changed from the positions of the pumps 21 and 22 in the above embodiment (FIG. 4, etc.). . The first pump 21 is provided in the piping 409, and the second pump 22 is provided in the piping 404.
As shown in FIG. 7, even if the respective positions of the first pump 21 and the second pump 22 are changed, all the operation modes M1, M2, M3-1, and M3-2 described in the above embodiment operate normally. do. In any mode M1, M2, M3-1, M3-2, the first pump 21 and the second pump 22 operate the condenser 12, the evaporator 14, the outdoor heat exchanger 23, the indoor heat exchanger 25, etc. It is arranged in the section where the heating medium is pumped towards the element.

The respective positions of the first pump 21 and the second pump 22 are not limited to the example shown in the drawings, and in consideration of the path of the heat medium in each operation mode, the positions of the first pump 21 and the second pump 22 are not limited to the example shown in the figure. The respective positions of the first pump 21 and the second pump 22 can be determined as appropriate within a range that allows the pump to be pumped.

[Fourth modification of the first embodiment]
The temperature control system 1-4 for a vehicle shown in FIG. 8 not only cools and heats the inside of the vehicle interior 8, which is a first temperature control object, but also adjusts the temperature of a battery device 6, which is a second temperature control object.
The heat medium circuit 20 of this system 1-4 is configured to be able to supply the relatively low temperature heat medium flowing out from the evaporator 14 to the battery device 6, and the relatively high temperature heat medium flowing out from the condenser 12. It is configured to be able to supply the medium to the battery device 6.

Although not shown in detail, the battery device 6 includes a battery main body which is a storage battery, and a battery heat exchanger and a heat radiating member provided in the battery main body as necessary. A battery heat exchanger is, for example, a heat exchanger that exchanges heat between a heat medium and air, and is provided together with a blower that blows air toward the battery body.
The battery device 6 is preferably maintained within a predetermined temperature range in order to stabilize the output and charging efficiency of the battery body and to suppress deterioration.
For example, by supplying a heat medium at an appropriate temperature to a battery heat exchanger to blow temperature-controlled air onto the battery body, or by supplying a heat medium at an appropriate temperature to a tube that is thermally coupled to the battery body, The temperature of the battery device 6 is adjusted to an appropriate temperature.

The heat medium circuit 20 corresponds to heat exchange paths 414 and 415 configured to allow heat exchange between the battery device 6 and the heat medium directly or indirectly through air or the like, and heat exchange paths 414 and 415, respectively. It also includes battery switching valves 34 and 35 as four-way valves that switch between open and closed circuits.
The first battery switching valve 34 is arranged, for example, between the first switching valve 31 and the evaporator flow rate adjustment valve 14V. The first battery switching valve 34 allows the heat medium to flow into the first heat exchange path 414 from the pipe 404 and be supplied to the battery device 6, and the state in which the heat medium does not flow into the first heat exchange path 414 to the pipe. The flow path of the heat medium can be switched to a state in which the heat medium flows through the heat transfer medium 404 toward the evaporator 14 .

The second battery switching valve 35 is arranged, for example, between the first switching valve 31 and the condenser flow rate adjustment valve 12V. The second battery switching valve 35 allows the heat medium to flow into the second heat exchange path 415 from the pipe 409 and be supplied to the battery device 6, and the state in which the heat medium does not flow into the second heat exchange path 415 to the pipe. 409 to the condenser 12.

During cooling mode M1 and heat pump mode M2, a low-temperature heat medium flows between the first switching valve 31, where the first battery switching valve 34 is located, and the evaporator flow rate adjustment valve 14V, and the second battery switching valve 35 A high-temperature heat medium flows between the first switching valve 31 and the condenser flow rate adjustment valve 12V.
In the second heater mode M3-2, contrary to the above, a high temperature heat medium flows between the first switching valve 31 where the first battery switching valve 34 is located and the evaporator flow rate adjustment valve 14V, and the second A low-temperature heat medium flows between the first switching valve 31 where the battery switching valve 35 is located and the condenser flow rate adjustment valve 12V.

Two patterns of temperature adjustment of the battery device 6 will be described with reference to FIG. 8 showing the second heater mode M3-2.
First pattern:
The high-temperature heat medium flowing out from the condenser 12 passes through the indoor heat exchanger 25 and the first switching valve 31, flows from the first battery switching valve 34 through the outgoing path 414A of the first heat exchange path 414, and is transferred to the battery device 6. Supplied. The heat medium that has been heat exchanged with the battery device 6 flows through the return path 414B, returns to the first battery switching valve 34, and flows toward the evaporator 14. In this example, second heat exchange path 415 is not used.

Second pattern:
Contrary to the above-mentioned first pattern, the first heat exchange path 414 may not be used, and the low-temperature heat medium flowing out from the evaporator 14 may pass through the first switching valve 31, and then flow through the outward path 415A of the second heat exchange path 415 by the second battery switching valve 35 to be supplied to the battery device 6. In that case, the heat medium that has exchanged heat with the battery device 6 flows through the return path 415B, returns to the second battery switching valve 35, and flows toward the condenser 12.

The control device 7 can perform temperature adjustment that is selectively selected from the first and second patterns described above, for example, based on the temperature of the battery device 6 and the target temperature of the battery device 6.

The cooling mode M1 (FIG. 1) and the heat pump mode M2 (FIG. 3) are also different from the second heater mode M3- in that either the low-temperature heat medium or the high-temperature heat medium can be used to adjust the temperature of the battery device 6. It is the same as 2.

Note that the temperature control system 1-4 includes only one of the first battery switching valve 34 and first heat exchange path 414 and the second battery switching valve 35 and second heat exchange path 415. You can leave it there.

[Fifth modification of the first embodiment]
A temperature control system 1-5 for a vehicle shown in FIG. 9 is the fourth modification shown in FIG. 8 in which an indoor bypass path 26 for detouring the heat medium from the indoor heat exchanger 25 is added.

By providing the indoor bypass path 26, the heat medium is not supplied to the indoor heat exchanger 25 during the heat pump mode M2 and the second heater mode M3-2 shown in FIG. It is possible to adjust the temperature of only the battery device 6 without doing so. At this time, the port of the third switching valve 33 as a four-way valve shown in FIG. 9 that communicates with the indoor heat exchanger 25 is closed, and the port that communicates with the indoor bypass path 26 is opened.

Even if the position of the terminal end 24A of the outdoor bypass path 24-1 that detours the heat medium from the outdoor heat exchanger 23 is the position shown in FIG. 8, as shown in FIG. It may be between the valve 31 and the valve 31. In the latter case, even if the positions of the pumps 21 and 22 are changed to the positions shown in FIG. 6, the first pump 21 can be used in the second heater mode M3-2. In the configuration shown in FIG. 6, only the second pump 22 is used in the second heater mode M3-2.

[Sixth modification of the first embodiment]
The vehicle temperature control system 1-6 shown in FIGS. 10 and 11 performs dehumidifying heating in a dehumidifying heating mode M4 based on the heat pump mode M2. Therefore, the temperature control system 1-6 includes a first heat exchanger 25-1 and a second heat exchanger 25-2 as two indoor heat exchangers.
The first heat exchanger 25-1 is arranged on the upstream side (windward side) of the air flow sent from the indoor blower 25A, and the second heat exchanger 25-2 is arranged on the downstream side (leeward side) of the same air flow. ).

In the dehumidifying and heating mode M4 shown in FIG. 10, the first heat exchanger 25-1 is supplied with the heat medium that flows out from the evaporator 14 and passes through the second switching valve 32, and the second heat exchanger 25-2 is supplied with the heat medium that flows out from the condenser 12 and passes through the third switching valve 33.

In the dehumidifying heating mode M4, the air sent from the indoor blower 25A is cooled to below the dew point and dehumidified by heat exchange with the low temperature heat medium flowing through the first heat exchanger 25-1, and then transferred to the second heat exchanger 25-1. It is heated by heat exchange with the heat medium flowing through 25-2 and is blown out into the vehicle compartment 8. The temperature control system 1-6 includes pipes 416 and 417 for flowing a low-temperature heat medium to the first heat exchanger 25-1 during the dehumidifying heating mode M4.

FIG. 11 shows the second heater mode M3-2 of the temperature control system 1-6. In the second heater mode M3-2, heating is performed by supplying the heat medium flowing out from the condenser 12 to the second heat exchanger 25-2. At this time, no heat medium is supplied to the first heat exchanger 25-1.
When the temperature control system 1-6 is in the cooling mode M1 (not shown), the heat medium flowing out from the evaporator 14 is supplied to the first heat exchanger 25-1, thereby performing cooling. At this time, no heat medium is supplied to the second heat exchanger 25-2.

The HVAC unit U preferably includes an electric damper (not shown) that can adjust the opening degree to adjust the flow rate of air introduced into the second heat exchanger 25-2. In particular, when in the dehumidifying heating mode M4, the ratio of the flow rate introduced into the second heat exchanger 25-2 to the total flow rate of air passing through the first heat exchanger 25-1 is adjusted by adjusting the opening degree of the damper based on the control command. By changing the temperature, the temperature of the air blown out from the HVAC unit U can be adjusted to the target temperature of the room temperature.

It is possible to select and combine two or more of the first to sixth modified examples of the first embodiment described above.

[Second embodiment]
Next, a temperature control system 2 for a vehicle according to a second embodiment of the present disclosure will be described with reference to FIGS. 12 to 14. In the first embodiment (FIGS. 1 to 4), the second switching valve 32 is arranged on the discharge side of the first pump 21, and the third switching valve 33 is arranged on the discharge side of the second pump 22. . In contrast, in the second embodiment, the first switching valve 31 is arranged on the discharge side of the first pump 21 and the second pump 22. The positions of the first to third switching valves 31 to 33 are almost upside down on the paper compared to the first embodiment.
The second switching valve 32 that switches the flow of the low-temperature heat medium is configured as a three-way valve in the second embodiment. The third switching valve 33 that switches the flow of the high-temperature heat medium is configured as a four-way valve in the second embodiment.

The temperature control system 2 of the second embodiment can also be provided with the following operation modes similarly to the temperature control system 1 of the first embodiment. Similar to the first embodiment, the cooling mode M1 and the heat pump mode M2 correspond to operating modes using parallel circuits C1 and C2. The first heater mode M3-1 and the second heater mode M3-2 correspond to operation modes using the series circuit CC.
・Cooling mode M1 (not shown)
・Heat pump mode M2 (Figure 12)
・First heater mode M3-1 (Figure 13)
・Second heater mode M3-2 (Figure 14)

The refrigerant circuit 10 and the heat medium circuit 20 of the second embodiment are basically configured in the same manner as in the first embodiment. According to the temperature adjustment system 2 of the second embodiment, the same action and effect as in the first embodiment can be obtained based on the configuration of the refrigerant circuit 10 and the heat medium circuit 20. The description of the configuration of the refrigerant circuit 10 and the heat medium circuit 20 will not be repeated.

Each driving mode will be briefly explained.
Heat pump mode M2 (Figure 12):
In the heat pump mode M2 shown in FIG. 12, the high temperature heat medium shown by a dashed line flows through the high pressure side circuit C2, and in parallel, the low temperature heat medium shown by a solid line flows through the low pressure side circuit C1. In this mode M2, while absorbing heat from the outside air to the low temperature heat medium, the heat transferred to the high temperature heat medium via the refrigeration cycle maintained by the refrigerant circuit 10 is supplied into the passenger compartment 8.

First heater mode M3-1 (Figure 13):
The flow of the heat medium in the first heater mode M3-1 shown in FIG. 13 will be explained.
The heat medium flowing out from the evaporator 14 flows into the outdoor heat exchanger 23 via the first switching valve 31 and absorbs heat from the outside air. The heat medium flowing out from the outdoor heat exchanger 23 flows into the condenser bypass path 12A via the third switching valve 33, and further flows into the indoor heat exchanger 25 via the first switching valve 31. Since the indoor blower 25A is stopped, heat exchange between the heat medium and air in the indoor heat exchanger 25 is suppressed. The heat medium flowing out from the indoor heat exchanger 25 returns to the evaporator 14 via the second switching valve 32, heat is radiated to the refrigerant, and the heat medium flows out from the evaporator 14.

Second heater mode M3-2 (Figure 14):
The flow of the heat medium in the second heater mode M3-2 shown in FIG. 14 will be explained.
The heat medium that has absorbed heat from the refrigerant by the condenser 12 flows into the indoor heat exchanger 25 via the first switching valve 31 and heats the inside of the vehicle compartment 8. Further, the heat medium flows into the evaporator 14 via the second switching valve 32, and heat is radiated to the refrigerant. After that, the heat medium flows into the outdoor bypass path 24 without passing through the first switching valve 31, and further flows into the condenser 12 via the third switching valve 33, where it absorbs heat from the refrigerant.

The temperature control system 2 of the second embodiment also allows the refrigerant circuit 10 to shift to a steady state early by suppressing a low pressure drop when the outside temperature is low, and also supplies the power necessary for securing a heat source to the compressor 11, etc. heating capacity can be ensured while supplying
In addition, the second embodiment can also provide the same effects as the first embodiment.

The first to sixth modifications of the first embodiment described above can also be applied to the second embodiment. The first to sixth modified examples described below each correspond to the modified examples with the same numbers of the first embodiment. Each modification of the second embodiment will be briefly described.

[First Modification of the Second Embodiment]
15 includes an indoor bypass path 26-2 that diverts the heat medium from the indoor heat exchanger 25. When the heat medium is caused to flow into this indoor bypass path 26-2, a port of the second switching valve 32-2 serving as a four-way valve that communicates with the indoor bypass path 26-2 is opened, and a port of the second switching valve 32-2 that communicates with the indoor heat exchanger 25 is closed. When the heat medium is caused to flow into the indoor heat exchanger 25, the open/closed state of the port of the second switching valve 32-2 is switched inversely to that described above.

By providing the indoor bypass path 26-2, regardless of whether the indoor blower 25A is activated or stopped, the heat medium that has absorbed heat from the outside air is transferred to the inside of the vehicle interior 8 when operating in the first heater mode M3-1. Avoid heat dissipation into the cold air. Therefore, it is possible to suppress a low pressure drop when the outside temperature is low, and to quickly shift the refrigerant circuit 10 to a steady state.

[Second modification of second embodiment] (illustration omitted)
Also in the second embodiment (FIGS. 12 to 14), the respective positions of the first pump 21 and the second pump 22 can be changed, similarly to the second modification of the first embodiment (FIG. 6). .
Specifically, the first pump 21 can be installed in the piping 407 and the second pump 22 can be installed in the piping 402 so that the first switching valve 31 is sandwiched between the first pump 21 and the second pump 22. can.
In that case, in the second heater mode M3-2 shown in FIG. 14, the first pump 21 is disposed in an unused section of the heat medium circuit, so it is preferable to stop the operation of the first pump 21. That is, in the second heater mode M3-2, the heat medium of the heat medium circuit 20 is pumped only by the second pump 22.

[Third modification of second embodiment] (illustration omitted)
Further, similarly to the third modification of the first embodiment (FIG. 7), the respective positions of the first pump 21 and the second pump 22 may be changed.
Specifically, the first pump 21 can be installed in the piping 404 and the second pump 22 can be installed in the piping 409.

[Fourth modification of the second embodiment] (not shown)
The temperature control system 2 can include a temperature control mechanism similar to the heat exchange paths 414, 415 and the battery switching valves 34, 35 of the fourth modification (FIG. 8) of the first embodiment.

In the second embodiment, the first battery switching valve 34 is arranged, for example, between the second switching valve 32 and the evaporator flow rate adjustment valve 14V.
The second battery switching valve 35 is arranged, for example, between the third switching valve 33 and the condenser flow rate adjustment valve 12V.

For example, by switching the flow paths using the battery switching valves 34 and 35 based on the temperature of the heat medium indicating the temperature of the battery device 6 and the target temperature of the battery device 6, the flow paths can be switched between the low temperature heat medium and the high temperature heat medium. The temperature of the battery device 6 can be adjusted using either one or both.

[Fifth modification of the second embodiment] (not shown)
The temperature control system 2 includes a temperature adjustment mechanism for the battery device 6 as in the fourth modification, and also includes an indoor bypass path 26 as in the fifth modification of the first embodiment (FIG. 9). Good too.

By providing the indoor bypass path 26, in the heat pump mode M2 and the second heater mode M3-2, the heat medium is not supplied to the indoor heat exchanger 25, that is, the interior of the vehicle compartment 8 is not air-conditioned. Only the battery device 6 can be temperature-adjusted.

[Sixth modification of second embodiment]
The temperature control system 2-6 shown in FIGS. 16 and 17 has a first heat exchanger 25-6 as two indoor heat exchangers, similar to the sixth modification of the first embodiment (FIGS. 10 and 11). 1 and a second heat exchanger 25-2, and performs dehumidifying heating in a dehumidifying heating mode M4 based on a heat pump mode M2.

In the dehumidifying heating mode M4 shown in FIG. The heat medium flowing out from the condenser 12 is supplied to 25-2. The temperature control system 2-6 includes pipes 416 and 417 for flowing a low-temperature heat medium to the first heat exchanger 25-1 during the dehumidifying heating mode M4.

In the dehumidifying heating mode M4, the air sent from the indoor blower 25A is cooled to below the dew point and dehumidified by heat exchange with the low temperature heat medium flowing through the first heat exchanger 25-1, and then transferred to the second heat exchanger 25-1. It is heated by heat exchange with the heat medium flowing through 25-2 and is blown out into the vehicle compartment 8.

FIG. 17 shows the second heater mode M3-2 of the temperature control system 2-6. In the second heater mode M3-2, heating is performed by supplying the heat medium flowing out from the condenser 12 to the second heat exchanger 25-2. At this time, no heat medium is supplied to the first heat exchanger 25-1.
The outdoor bypass path 24 is directly connected to the discharge side of the first pump 21, as in the second embodiment (FIG. 14, etc.). Therefore, in the second heater mode M3-2, the heat medium flowing out from the evaporator 14 flows into the outdoor bypass path 24 without passing through the first switching valve 31, and flows toward the condenser 12. In the second heater mode M3-2, neither the heat medium flowing out from the condenser 12 nor the heat medium flowing out from the evaporator 14 flows through the first switching valve 31.

When the temperature control system 2-6 is in a cooling mode M1 (not shown), cooling is performed by supplying the heat medium flowing out from the evaporator 14 to the first heat exchanger 25-1. At this time, no heat medium is supplied to the second heat exchanger 25-2.

[Partial modification of the sixth modified example of the second embodiment]
The temperature adjustment system 2-7 shown in Fig. 18 performs dehumidification heating in the heat pump mode M2, similar to the sixth modified example (Figs. 16 and 17). The temperature adjustment system 2-7 of the seventh modified example differs from the temperature adjustment system 2-6 of the sixth modified example only in a part of the path of the heat medium circuit 20.

In the seventh modification, since the outdoor bypass path 24 is connected to the discharge side of the first pump 21 via the first switching valve 31, the heat flowing out from the evaporator 14 in the second heater mode M3-2 is The medium flows into the outdoor bypass path 24 through the first switching valve 31 and flows toward the condenser 12 . At this time, since the heat medium flowing out from the condenser 12 does not pass through the first switching valve 31, only the heat medium flowing out from the evaporator 14 flows therethrough. Then, the heat medium flowing inside the first switching valve 31 does not receive or receive heat due to indirect contact with a heat medium having a different temperature, so that heat loss can be suppressed.

It is possible to appropriately select and combine two or more of the first to sixth modified examples of the second embodiment described above.

[Third embodiment]
Next, a vehicle temperature control system 3 according to a third embodiment of the present disclosure will be described with reference to Figures 19 to 25. The temperature control system 3 includes a refrigerant heat exchanger 14-2 on the interior side to which the refrigerant circulating through the refrigerant circuit 10 is supplied.

Similar to the refrigerant circuit 10 (FIG. 1) of the first embodiment, the refrigerant circuit 10-3 of the temperature control system 1 includes a compressor 11, a condenser 12, a first expansion valve 13-1 as a first pressure reducing section, and a first refrigerant circuit R1 configured to allow refrigerant to circulate through the evaporator 14-1, a compressor 11, a condenser 12, a second expansion valve 13-2 as a second pressure reducing section, and a refrigerant as an evaporator. The second refrigerant circuit R2 is configured to allow refrigerant to circulate through the heat exchanger 14-2.

The first refrigerant circuit R1 and the second refrigerant circuit R2 can each independently form a refrigeration cycle. When both the first refrigerant circuit R1 and the second refrigerant circuit R2 are used simultaneously, the respective expansion valves and evaporators of the first refrigerant circuit R1 and the second refrigerant circuit R2 are connected in parallel.
The second refrigerant circuit R2 includes a pipe 501 connected to the refrigerant outlet side of the condenser 12 and a pipe 502 connected to the refrigerant discharge side of the evaporator 14.

It is also permissible to employ capillary tubes in place of the expansion valves 13-1 and 13-2. In this case, in an operation mode in which one of the refrigerant circuits R1 and R2 is used, an on-off valve is required to close the capillary tube of the other refrigerant circuit that is not used.

Note that, although the terminal end 24A of the outdoor bypass path 24 is set between the outdoor heat exchanger 23 and the first switching valve 31, this is not a limitation. The terminal end 24A of the outdoor bypass path 24 may be set between the first switching valve 31 and the condenser 12 similarly to the first embodiment (FIG. 4).

The temperature control system 3 includes, for example, the following multiple operation modes.
・Cooling mode M1 (Figure 19)
・First dehumidification heating mode M4-1 (Figure 20)
・Second dehumidification heating mode M4-2 (Figure 21)
・Heat pump mode M2 (Figure 22)
・First heater mode M3-1 (Figure 23)
・Second heater mode M3-2 (Figures 24 and 25)
The heat pump mode M2, first heater mode M3-1, and second heater mode M3-2 described above have the same effects as the modes with the same names in the first embodiment.

The heat medium circuit 20 provided in the temperature control system 3 is configured in substantially the same manner as the heat medium circuit 20 of the first embodiment (FIG. 1). However, the second switching valve 32 has been changed from a four-way valve to a three-way valve.

The refrigerant heat exchanger 14-2 is arranged on the windward side of the airflow by the indoor blower 25A that sends air to the refrigerant heat exchanger 14-2 and the indoor heat exchanger 25. The indoor heat exchanger 25 is arranged on the leeward side of the airflow.

In the cooling mode M1, the first dehumidifying heating mode M4-1, the second dehumidifying heating mode M4-2, and the heat pump mode M2, the low-pressure side circuit C1 of the heat medium flowing into the evaporator 14 after flowing out from the evaporator 14 , and the high-pressure side circuit C2 of the heat medium flowing into the condenser 12 after flowing out from the condenser 12 are separated. However, in the cooling mode M1 and the first dehumidifying/heating mode M4-1, the low voltage side circuit C1 is not used. Therefore, the operation of the first pump 21 that pumps the heat medium of the low-pressure side circuit C1 may be stopped.

On the other hand, in the first heater mode M3-1 and the second heater mode M3-2, since the series circuit CC is used, the heat medium flowing out from the condenser 12 flows into the evaporator 14, and further from the evaporator 14. It flows out and flows into the condenser 12.

[Explanation of operation mode]
The operation of the temperature adjustment system 3 will be described for each operation mode.
Cooling mode M1 (FIG. 19):
In the cooling mode M1, of the first refrigerant circuit R1 and the second refrigerant circuit R2, only the second refrigerant circuit R2 is used, so that the first expansion valve 13-1 of the first refrigerant circuit R1 is closed.
In the cooling mode M1, only the high-pressure side circuit C2 is used, and the low-pressure side circuit C1 is not used, so the operation of the first pump 21 for pumping the heat medium in the low-pressure side circuit C1 may be stopped.

The flow of refrigerant in the second refrigerant circuit R2 will be explained. The refrigerant gas sucked into the compressor 11 is adiabatically compressed and discharged by the compressor 11, and is liquefied by heat exchange with the heat medium in the condenser 12. Further, the refrigerant flows into the second expansion valve 13-2 through the pipe 501 and expands adiabatically due to pressure reduction by the second expansion valve 13-2, so that the refrigerant whose temperature has decreased flows into the refrigerant heat exchanger 14-2. do. The air sent from the indoor blower 25A is cooled by the refrigerant flowing through the refrigerant heat exchanger 14-2, thereby cooling the interior of the vehicle compartment 8. The refrigerant that has cooled the refrigerant heat exchanger 14-2 flows through the pipe 502 and is sucked into the compressor 11.

Regarding the flow of the heat medium, the heat medium in the high-pressure circuit C2 transfers the heat received from the refrigerant by the condenser 12 to the outdoor heat exchanger 23. The heat medium that has dissipated heat to the outside air by the outdoor heat exchanger 23 returns to the condenser 12 via the first switching valve 31.

According to the cooling mode M1 of the temperature control system 3, the temperature control target can be directly cooled by the refrigerant supplied to the refrigerant heat exchanger 14-2 as an evaporator, which is a cold source, without using a heat medium. becomes possible. Therefore, the cooling capacity can be improved, and the followability of the control to temperature changes in the temperature control target and the outside air can also be improved.

First dehumidification heating mode M4-1 (Figure 20):
The first dehumidifying heating mode M4-1 is suitable for dehumidifying heating when the air conditioning load is relatively high. In the first dehumidifying heating mode M4-1, similarly to the cooling mode M1, the second refrigerant circuit R2 of the first and second refrigerant circuits R1 and R2 is used, and the high pressure of the low pressure side circuit C1 and the high pressure side circuit C2 is used. Use side circuit C2.

The flow of refrigerant in the second refrigerant circuit R2 is similar to that in the cooling mode M1.
The heat medium in the high pressure side circuit C2 flows through a first loop L1 and a second loop L2 which are paths connected in parallel to the condenser 12.
The first loop L1 has a flow of the heat medium similar to that in the cooling mode M1. That is, the heat medium that absorbs heat from the refrigerant by the condenser 12 is dissipated to the outside air by the exterior heat exchanger 23 and returns to the condenser 12.

The second loop L2 flows from the condenser 12 to the indoor heat exchanger 25 via the third switching valve 33, and returns to the condenser 12 via the first switching valve 31.
The air sent by the indoor blower 25A is cooled to below the dew point by heat exchange with the refrigerant in the refrigerant heat exchanger 14-2, and then heated by heat exchange with the heat medium in the indoor heat exchanger 25, and then sent to the passenger compartment. It bursts out within 8.

According to the first dehumidification/heating mode M4-1, by dissipating heat to the outside air through the high-pressure side circuit C2, air conditioning can be performed even when the cooling load is high.

Second dehumidification heating mode M4-2 (Figure 21):
The second dehumidifying and heating mode M4-2 is suitable for dehumidifying and heating when the heating load is relatively high as the air conditioning load. In the second dehumidifying heating mode M4-2, both the first and second refrigerant circuits R1 and R2 are used, and both the low-pressure side circuit C1 and the high-pressure side circuit C2 are used.

The flow of the heat medium in each of the low-pressure side circuit C1 and the high-pressure side circuit C2 is similar to the flow of the heat medium in the heat pump mode M2 (FIG. 2) of the first embodiment.
When the low-temperature heat medium of the low-pressure side circuit C1 flows out from the evaporator 14-1, it flows into the outdoor heat exchanger 23 via the second switching valve 32, absorbs heat from the outside air, and then passes through the first switching valve 31. and returns to the evaporator 14-1.
When the high-temperature heat medium of the high-pressure side circuit C2 flows out of the condenser 12, it flows into the indoor heat exchanger 25 via the third switching valve 33, and heats the air dehumidified by the refrigerant heat exchanger 14-2. After that, it returns to the condenser 12 via the first switching valve 31.

The first expansion valve 13-1 and evaporator 14-1 of the first refrigerant circuit R1 and the second expansion valve 13-2 and refrigerant heat exchanger 14-2 of the second refrigerant circuit R2 are connected in parallel. .
Therefore, the refrigerant discharged from the compressor 11 and heat radiated to the heat medium by the condenser 12 flows into the first expansion valve 13-1 and the second expansion valve 13-2, respectively. The refrigerant flowing out from the first expansion valve 13-1 absorbs heat from the heat medium in the evaporator 14-1. On the other hand, the refrigerant flowing out from the second expansion valve 13-2 cools the air in the refrigerant heat exchanger 14-2. The compressor 11 takes in the refrigerant flowing out from the evaporator 14-1 and the refrigerant flowing out from the refrigerant heat exchanger 14-2.

According to the second dehumidifying heating mode M4-2, by absorbing heat from the outside air by the low-pressure side circuit C1, air conditioning can be performed even when the heating load is high.

Heat pump mode M2 (Figure 22):
Heat pump mode M2 performs normal heating. In the heat pump mode M2, the first refrigerant circuit R1 is used, and both the low pressure side circuit C1 and the high pressure side circuit C2 are used.
The second expansion valve 13-2 of the second refrigerant circuit R2, which is not used, is kept closed.

The flow of the heat medium in each of the low-pressure side circuit C1 and the high-pressure side circuit C2 is the same as in the second dehumidifying heating mode M4-2 described above. The heat medium that has absorbed heat from the outside air by the low-pressure side circuit C1 is radiated to the refrigerant in the evaporator 14. The refrigerant in the high-pressure side circuit C2 absorbs heat from the refrigerant in the condenser 12 and is supplied to the indoor heat exchanger 25. The interior of the vehicle compartment 8 is heated by heating the air sent by the indoor blower 25A with the heat medium.

First heater mode M3-1 (Figure 23):
The first heater mode M3-1 is suitable for starting the temperature control system 3 under conditions where the outside temperature is significantly below 0°C.
In the first heater mode M3-1, the first refrigerant circuit R1 is used, and the series circuit CC of the heat medium circuit 20 is used.

The flow of the heat medium in the heat medium circuit 20 is similar to the flow of the heat medium in the first heater mode M3-1 (FIG. 3) of the first embodiment.
The heat medium flowing out from the evaporator 14 absorbs heat from the outside air in the outdoor heat exchanger 23 and then flows into the condenser bypass path 12A via the first switching valve 31. The heat medium flowing out from the condenser bypass path 12A flows into the indoor heat exchanger 25, but the indoor blower 25A is stopped. In other words, the interior of the vehicle compartment 8 is not heated. The heat medium flowing out of the indoor heat exchanger 25 returns to the evaporator 14 via the first switching valve 31 and heats the refrigerant.

Second heater mode M3-2 (Figure 24):
The second heater mode M3-2 is suitable for heating under conditions where the outside temperature is significantly below 0°C.
In the second heater mode M3-2, the first refrigerant circuit R1 is used, and the series circuit CC of the heat medium circuit 20 is used.

The flow of the heat medium in the heat medium circuit 20 is similar to the flow of the heat medium in the second heater mode M3-2 (FIG. 4) of the first embodiment. Note that the terminal end 24A of the outdoor bypass path 24-1 is set between the outdoor heat exchanger 23 and the first switching valve 31, as in the fifth modification of the first embodiment (FIG. 9).

The heat medium that has absorbed heat from the refrigerant by the condenser 12 flows into the indoor heat exchanger 25 and heats the inside of the vehicle compartment 8. Further, the heat medium passes through the first switching valve 31, flows into the evaporator 14, and is radiated to the refrigerant. Thereafter, the heat medium flows into the outdoor bypass path 24-1 and returns to the condenser 12 via the first switching valve 31.

Direct heating second heater mode M3-2-1 (Figure 25):
The direct heating second heater mode M3-2-1 is suitable for heating under conditions where the outside temperature is significantly below 0° C., and directly supplies refrigerant to the temperature controlled object.
In the direct heating second heater mode M3-2, the first refrigerant circuit R1 and the second refrigerant circuit R2 are used, and the series circuit CC of the heat medium circuit 20 is used.

The flow of the refrigerant in the second refrigerant circuit R2 is similar to that in the cooling mode M1.
The flow of the heat medium in the heat medium circuit 20 is the same as in the second heater mode M3-2 (FIG. 24).

In the above-mentioned second heater mode M3-2 (FIG. 24), the air is heated only by the heat medium supplied to the indoor heat exchanger 25, and no refrigerant is supplied to the refrigerant heat exchanger 14-2. According to the direct heating second heater mode M3-2-1, refrigerant is supplied to the refrigerant heat exchanger 14-2, so that the air can be heated by the heat medium supplied to the indoor heat exchanger 25 and the refrigerant supplied to the refrigerant heat exchanger 14-2, thereby further improving the heating capacity.

The temperature adjustment system 3 does not necessarily have to have the heater modes M3-1 and M3-2. In this case, the temperature adjustment system 3 may have only the operation modes (M1, M4-1, M4-2, M2) of the parallel circuits C1 and C2.

The first to fifth modified examples of the first embodiment described above can also be applied to the third embodiment. The first to fifth modified examples shown below each correspond to the modified examples of the first embodiment with the same numbers.

[First modification of third embodiment] (illustration omitted)
Especially regarding the first heater mode M3-1, the temperature control system 3 includes an indoor bypass path 26 that detours the heat medium from the indoor heat exchanger 25, similarly to the first modification of the first embodiment (FIG. 5). You can leave it there.

[Second Modification of Third Embodiment] (not shown)
In the third embodiment, similarly to the second modification of the first embodiment (FIG. 6), the positions of the first pump 21 and the second pump 22 can be changed.

[Third Modification of the Third Embodiment] (not shown)
Similarly to the third modified example of the first embodiment (FIG. 7), the positions of the first pump 21 and the second pump 22 may be changed.

[Fourth modification of third embodiment] (illustration omitted)
The temperature control system 3 can include a temperature control mechanism similar to the heat exchange paths 414, 415 and the battery switching valves 34, 35 of the fourth modification (FIG. 8) of the first embodiment.

[Fifth Modification of the Third Embodiment] (not shown)
The temperature adjustment system 3 may include a temperature adjustment mechanism for the battery device 6 as in the fourth modified example described above, and may also include an indoor bypass path 26 as in the fifth modified example (FIG. 9) of the first embodiment.

[Sixth modification of third embodiment]
In the temperature control system 3-6 shown in FIG. 26, a first switching valve 31 is arranged on the discharge side of the first pump 21 and the second pump 22. The positions of the first to third switching valves 31 to 33 are almost vertically reversed on the paper compared to the third embodiment (FIGS. 19 to 25). The second switching valve 32 that switches the flow of the low-temperature heat medium is configured as a four-way valve in this modification.

[Seventh Modification of the Third Embodiment]
Two expansion valves 13-1 and 13-2 are not necessarily required. As shown in Fig. 27, a temperature adjustment system 3-7 includes on-off valves 15 and 16 for switching between the use of the refrigerant circuits R1 and R2, and one expansion valve 13, making it possible to operate, for example, in a cooling mode M1 and a first dehumidification and heating mode M4-1.

It is possible to appropriately select and combine two or more of the first to seventh modifications of the third embodiment described above.

In addition to the above, it is possible to select the configurations mentioned in the above embodiments or to change them to other configurations as appropriate.
The temperature control system of the present disclosure may include other temperature control devices such as a battery device 6 in addition to or in place of the indoor heat exchanger 25 as a temperature control device. In that case, the heat medium circuit 20 includes a path for cooling or heating other temperature control devices with the heat medium.

[Additional notes]
From the above disclosure, the configuration described below can be understood.
[1] A temperature control system for vehicles,
A refrigerant circuit (10) including a compressor (11), a high-pressure side heat exchanger (12), a pressure reducing section (13), and a low-pressure side heat exchanger (14), and configured to allow refrigerant to circulate according to a refrigeration cycle; ,
a heat medium circuit (20) configured to allow circulation of a heat medium that transfers heat to and receives heat from the refrigerant;
The heat medium circuit (20) includes:
the high-pressure side heat exchanger (12) for exchanging heat between the refrigerant and the heat medium;
the low pressure side heat exchanger (14) for exchanging heat between the refrigerant and the heat medium;
an outdoor heat exchanger (23) that exchanges heat between outside air and the heat medium;
A temperature control device (6, 25) corresponding to a temperature control object heated or cooled by the heat medium or used for heating or cooling the temperature control object;
an outdoor bypass path (24) that detours the heat medium from the outdoor heat exchanger (23);
A plurality of flow path switching valves (31 to 33) configured to be able to switch the flow of the heat medium,
The heat medium circuit (20) includes:
By switching the flow of the heat medium by at least one of the plurality of flow path switching valves,
A low-pressure side circuit (C1) including the low-pressure side heat exchanger and a high-pressure side circuit (C2) including the high-pressure side heat exchanger can be set in parallel, and
A series circuit (CC) including the low pressure side heat exchanger (14) and the high pressure side heat exchanger (12) arranged in series can be set,
The temperature control system is
As an operation mode using the series circuit (CC),
The heat medium flowing out from the high pressure side heat exchanger (12) flows into the low pressure side heat exchanger (14) via the temperature control device (6, 25), and further flows into the outdoor bypass path (24). ) and flows into the high-pressure side heat exchanger (12) in a compressor heat source mode (M3-2).

[2] As one of the plurality of flow path switching valves (31 to 33), the heat medium flowing out from the high-pressure side heat exchanger (12) and the heat medium flowing out from the low-pressure side heat exchanger (14) a dual flow valve (31) configured to allow flow of both the heat medium and the heat medium;
In the compressor heat source mode,
The heat medium flowing out from the high pressure side heat exchanger (12) flows into the low pressure side heat exchanger (14) via the double flow valve (31), or bypasses the double flow valve (31). and flows into the low pressure side heat exchanger (14), further bypasses the both flow valve (31) and flows into the high pressure side heat exchanger (12).
[1] The vehicle temperature control system according to item [1].

[3] a low-pressure side bypass path (14A) for bypassing the heat medium from the low-pressure side heat exchanger (14);
and a low-pressure side flow rate control valve (14V) configured to be able to adjust the flow rate ratio of the heat medium between the low-pressure side heat exchanger (14) and the low-pressure side bypass path.
The vehicle temperature control system according to claim 1 or 2.

[4] A high-pressure side bypass path that detours the heat medium from the high-pressure side heat exchanger (12);
A high-pressure side flow rate adjustment valve configured to be able to adjust the flow rate ratio of the heat medium between the high-pressure side heat exchanger (12) and the high-pressure side bypass path,
As an operation mode using the series circuit (CC),
The heat medium flowing out from the high pressure side heat exchanger (12) flows into the low pressure side heat exchanger (14), further passes through the outdoor heat exchanger (23), and then flows into the high pressure side heat exchanger (12). ) and a start-up compressor heat source mode flowing into at least the high-pressure side bypass path among the high-pressure side bypass paths.
The vehicle temperature control system according to any one of [1] to [3].

[5] The start-up compressor heat source mode causes the heat medium flowing out of the low-pressure side heat exchanger (14) to flow into the outdoor heat exchanger (23).
[4] The vehicle temperature control system according to item [4].

[6] A temperature control bypass path (26) that detours the heat medium from the temperature control device (25);
The vehicle temperature control system according to [4] or [5].

[7] Equipped with a blower (25A) that sends air to the temperature control device (25),
The startup compressor heat source mode stops the blower (25A);
The vehicle temperature control system according to any one of [4] to [6].

[8] A battery (6) as one of one or more temperature control objects;
a heat exchange path (414, 415) configured to be able to supply the heat medium to the battery (6);
The vehicle temperature control system according to any one of [1] to [7].

[9] A blower (25A) for blowing air to the temperature control device (25),
The temperature control device (25) is
a first heat exchanger (25-1) that is disposed on the windward side of the airflow generated by the blower (25A) and is configured so that the heat medium flowing out of the low-pressure side heat exchanger (14) can flow in;
and a second heat exchanger (25-2) arranged on the leeward side of the air flow and configured to allow the heat medium flowing out of the high-pressure side heat exchanger (12) to flow in.
The vehicle temperature control system according to any one of claims [1] to [8].

[10] The refrigerant circuit (10) comprises:
The system includes a refrigerant heat exchanger (14-2) that is used to heat or cool at least one of the one or more temperature control targets together with the temperature control heat exchanger (25) as the temperature control device,
The refrigerant is configured to be circulated through the compressor (11), the high-pressure side heat exchanger (12), the pressure reduction section (13), and the refrigerant heat exchanger (14-2).
The vehicle temperature control system (3) according to any one of [1] to [9].

[11] A blower (25A) for sending air to the refrigerant heat exchanger (14-2) and the temperature control device (25),
The refrigerant heat exchanger is arranged on the windward side of the airflow by the blower (25A),
The temperature control device (25) is arranged on the leeward side of the air flow, and is configured to allow the heat medium flowing out from the high-pressure side heat exchanger (12) to flow therein.
[10] The vehicle temperature control system according to item [10].

[12] The refrigerant circuit (10) includes:
The refrigerant circulates through the compressor (11), the high pressure side heat exchanger (12), the first pressure reducing section (13-1) as the pressure reducing section (13), and the low pressure side heat exchanger (14). a first refrigerant circuit (R1) configured to allow
The compressor (11), the high pressure side heat exchanger (12), the second pressure reduction part (13-2), and the a second refrigerant circuit (R2) configured to allow the refrigerant to circulate through the refrigerant heat exchanger (14-2);
The vehicle temperature control system according to [10] or [11].

[13] Both the first pressure reducing section (13-1) and the second pressure reducing section (13-2) correspond to an expansion valve,
[12] The vehicle temperature control system according to item [12].

[14] The first pressure reducing section (13-1) and the second pressure reducing section (13-2) are the same pressure reducing section;
The vehicle temperature control system according to [12] or [13].

[15] A temperature control method using a temperature control system for a vehicle, comprising:
The temperature control system includes:
a refrigerant circuit (10) including a compressor (11), a high-pressure side heat exchanger (12), a pressure reducing section (13), and a low-pressure side heat exchanger (14), and configured so that a refrigerant can circulate according to a refrigeration cycle;
a heat medium circuit (20) configured to circulate a heat medium that transfers heat to and from the refrigerant,
The heat medium circuit (20) comprises:
The high-pressure side heat exchanger (12) for exchanging heat between the refrigerant and the heat medium;
the low-pressure side heat exchanger (14) for exchanging heat between the refrigerant and the heat medium;
an outdoor heat exchanger (23) for exchanging heat between outdoor air and the heat medium;
A temperature control device (6, 25) that corresponds to a temperature control target to be heated or cooled by the heat medium or is used to heat or cool the temperature control target;
an outdoor bypass path (24) for bypassing the heat medium from the outdoor heat exchanger;
A plurality of flow path switching valves (31 to 33) configured to be able to switch the flow of the heat medium,
The heat medium circuit (20) comprises:
By switching the flow of the heat medium by at least one of the plurality of flow path switching valves (31 to 33),
A low-pressure side circuit (C1) including the low-pressure side heat exchanger (14) and a high-pressure side circuit (C2) including the high-pressure side heat exchanger (12) are configured to be set in parallel,
A series circuit (CC) including the low-pressure side heat exchanger (14) and the high-pressure side heat exchanger (12) arranged in series can be set,
The temperature control method includes:
As an operation mode using the series circuit (CC),
The vehicle temperature control method implements a compressor heat source mode (M3-2) in which the heat medium flowing out of the high-pressure side heat exchanger (12) passes through the temperature control device (6, 25), flows into the low-pressure side heat exchanger (14), and further passes through the outdoor bypass path (24) and flows into the high-pressure side heat exchanger (12).

1, 2, 3 Temperature control system (vehicle temperature control system)
6 Battery equipment (temperature control target, battery)
7 Control device 8 Vehicle compartment 10, 10-3 Refrigerant circuit 11 Compressor 12 Condenser (high pressure side heat exchanger)
12A Condenser bypass route (high pressure side bypass route)
12V Condenser flow control valve (high pressure side flow control valve)
13 Expansion valve (pressure reducing section)
13-1 First expansion valve (first pressure reducing section)
13-2 Second expansion valve (first pressure reducing section)
14, 14-1 Evaporator (low pressure side heat exchanger)
14-2 Refrigerant heat exchanger 14A Evaporator bypass path (low pressure side bypass path)
14V Evaporator flow control valve (low pressure side flow control valve)
15, 16 Opening and closing valve 20 Heat medium circuit 21 First pump 22 Second pump 23 Outdoor heat exchanger 23A Outdoor blower 24, 24-1 Outdoor bypass path 24A End 25 Indoor heat exchanger (temperature control device, temperature control heat exchanger)
25-1 First heat exchanger 25-2 Second heat exchanger 25A Indoor blower 26 Indoor bypass path (temperature control bypass path)
31 First switching valve (flow path switching valve, double flow switching valve)
32 Second switching valve (flow path switching valve)
33 Third switching valve (flow path switching valve)
34 First battery switching valve 35 Second battery switching valve 401 to 412 Pipe 414 First heat exchange path 414A Outward path 414B Return path 415 Second heat exchange path 415A Outward path 415B Return path 416, 417 Pipes 501, 502 Pipe C1 Low pressure side circuit C2 High pressure side circuit CC Series circuit L1 First loop L2 Second loop M1 Cooling mode M2 Heat pump mode M3-1 First heater mode (start-up compressor heat source mode)
M3-2 Second heater mode (compressor heat source mode)
M4 Dehumidifying heating mode M4-1 First dehumidifying heating mode M4-2 Second dehumidifying heating mode R1 First refrigerant circuit R2 Second refrigerant circuit U HVAC unit

Claims (15)

A temperature control system for a vehicle,
A refrigerant circuit including a compressor, a high-pressure side heat exchanger, a pressure reduction section, and a low-pressure side heat exchanger, and configured to allow refrigerant to circulate according to a refrigeration cycle;
a heat medium circuit configured to allow circulation of a heat medium that transfers heat to and receives heat from the refrigerant;
The heat medium circuit is
the high-pressure side heat exchanger that exchanges heat between the refrigerant and the heat medium;
the low-pressure side heat exchanger that exchanges heat between the refrigerant and the heat medium;
an outdoor heat exchanger that exchanges heat between outside air and the heat medium;
A temperature control device corresponding to a temperature control object heated or cooled by the heat medium or used for heating or cooling the temperature control object;
an outdoor bypass path that detours the heat medium from the outdoor heat exchanger;
a plurality of flow path switching valves configured to be able to switch the flow of the heat medium;
The heat medium circuit is
By switching the flow of the heat medium by at least one of the plurality of flow path switching valves,
A low-pressure side circuit including the low-pressure side heat exchanger and a high-pressure side circuit including the high-pressure side heat exchanger can be set in parallel, and
configured to be able to set up a series circuit including the low pressure side heat exchanger and the high pressure side heat exchanger arranged in series,
The temperature control system is
As an operation mode using the series circuit,
The heat medium flowing out from the high-pressure side heat exchanger flows into the low-pressure side heat exchanger via the temperature control device, and further passes through the outdoor bypass path and flows into the high-pressure side heat exchanger. Vehicle temperature control system equipped with mechanical heat source mode. a dual-flow valve configured to allow both the heat medium flowing out of the high-pressure side heat exchanger and the heat medium flowing out of the low-pressure side heat exchanger to flow, as one of the plurality of flow path switching valves;
In the compressor heat source mode,
The heat medium flowing out of the high-pressure side heat exchanger flows into the low-pressure side heat exchanger through the dual circulation valve, or flows into the low-pressure side heat exchanger by bypassing the dual circulation valve, and then flows into the high-pressure side heat exchanger by bypassing the dual circulation valve.
The vehicle temperature control system according to claim 1 . a low-pressure side bypass path that detours the heat medium from the low-pressure side heat exchanger;
a low-pressure side flow rate adjustment valve configured to be able to adjust a flow rate ratio of the heat medium between the low-pressure side heat exchanger and the low-pressure side bypass path;
The vehicle temperature control system according to claim 1 or 2. a high-pressure side bypass path that bypasses the heat medium from the high-pressure side heat exchanger;
a high-pressure side flow rate regulating valve configured to adjust a flow rate ratio of the heat medium between the high-pressure side heat exchanger and the high-pressure side bypass path,
As an operation mode using the series circuit,
A startup compressor heat source mode in which the heat medium flowing out of the high-pressure side heat exchanger flows into the low-pressure side heat exchanger, passes through the outdoor heat exchanger, and flows into at least the high-pressure side bypass path among the high-pressure side heat exchanger and the high-pressure side bypass path,
The vehicle temperature control system according to claim 1 or 2. The start-up compressor heat source mode causes the heat medium flowing out of the low-pressure side heat exchanger to flow into the outdoor heat exchanger.
The vehicle temperature control system according to claim 4. comprising a temperature control bypass path that detours the heat medium from the temperature control device;
The vehicle temperature control system according to claim 4. A blower is provided to blow air to the temperature control device,
The startup compressor heat source mode stops the blower.
The vehicle temperature control system according to claim 4 . a battery as one of one or more temperature control objects;
a heat exchange path configured to be able to supply the heat medium to the battery;
The vehicle temperature control system according to claim 1 or 2. A blower is provided to blow air to the temperature control device,
The temperature control device is
a first heat exchanger that is disposed on the windward side of the airflow generated by the blower and that is configured so that the heat medium flowing out of the low-pressure side heat exchanger can flow in;
A second heat exchanger is provided, the second heat exchanger being disposed on the leeward side of the air flow and configured to allow the heat medium flowing out of the high-pressure side heat exchanger to flow therein.
The vehicle temperature control system according to claim 1 or 2. The refrigerant circuit includes:
The temperature control heat exchanger as the temperature control device includes a refrigerant heat exchanger that is used to heat or cool at least one of one or more temperature control targets,
The refrigerant is configured to be circulated through the compressor, the high-pressure side heat exchanger, the pressure reducing section, and the refrigerant heat exchanger.
The vehicle temperature control system according to claim 1 or 2. comprising a blower that sends air to the refrigerant heat exchanger and the temperature control device,
The refrigerant heat exchanger is arranged on the windward side of the airflow by the blower,
The temperature control device is arranged on the leeward side of the air flow, and is configured to allow the heat medium flowing out from the high-pressure side heat exchanger to flow therein.
The vehicle temperature control system according to claim 10. The refrigerant circuit is
a first refrigerant circuit configured to allow the refrigerant to circulate through the compressor, the high-pressure side heat exchanger, a first pressure reducing section as the pressure reducing section, and the low-pressure side heat exchanger;
a second refrigerant circuit including a second pressure reducing section as the pressure reducing section, and configured to allow the refrigerant to circulate through the compressor, the high pressure side heat exchanger, the second pressure reducing section, and the refrigerant heat exchanger; , comprising;
The vehicle temperature control system according to claim 10. Both the first pressure reducing part and the second pressure reducing part correspond to an expansion valve,
The vehicle temperature control system according to claim 12. The first pressure reduction part and the second pressure reduction part are the same pressure reduction part,
The vehicle temperature control system according to claim 12. A temperature control method using a vehicle temperature control system,
The temperature control system is
A refrigerant circuit including a compressor, a high-pressure side heat exchanger, a pressure reduction section, and a low-pressure side heat exchanger, and configured to allow refrigerant to circulate according to a refrigeration cycle;
a heat medium circuit configured to allow circulation of a heat medium that transfers heat to and receives heat from the refrigerant;
The heat medium circuit is
the high-pressure side heat exchanger that exchanges heat between the refrigerant and the heat medium;
the low-pressure side heat exchanger that exchanges heat between the refrigerant and the heat medium;
an outdoor heat exchanger that exchanges heat between outside air and the heat medium;
A temperature control device corresponding to a temperature control object heated or cooled by the heat medium or used for heating or cooling the temperature control object;
an outdoor bypass path that detours the heat medium from the outdoor heat exchanger;
a plurality of flow path switching valves configured to be able to switch the flow of the heat medium;
The heat medium circuit is
By switching the flow of the heat medium by at least one of the plurality of flow path switching valves,
A low-pressure side circuit including the low-pressure side heat exchanger and a high-pressure side circuit including the high-pressure side heat exchanger can be set in parallel, and
configured to be able to set up a series circuit including the low pressure side heat exchanger and the high pressure side heat exchanger arranged in series,
The temperature control method is
As an operation mode using the series circuit,
The heat medium flowing out from the high-pressure side heat exchanger flows into the low-pressure side heat exchanger via the temperature control device, and further passes through the outdoor bypass path and flows into the high-pressure side heat exchanger. A vehicle temperature control method that implements mechanical heat source mode.

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