JP5979078B2 - Temperature control device - Google Patents

Description

  The present invention relates to a temperature control device, and more particularly to a temperature control device that can be connected to a vapor compression refrigeration cycle and adjusts the temperature of an object.

  In recent years, attention has been focused on hybrid vehicles, fuel cell vehicles, electric vehicles, and the like that travel with the driving force of a motor as one of the environmental countermeasures. In such a vehicle, electric devices such as a motor, a generator, an inverter, a converter, and a battery generate heat when power is transferred. Therefore, it is necessary to cool these electric devices. In view of this, a technique for cooling a heating element using a vapor compression refrigeration cycle used as a vehicle air conditioner has been proposed.

  Japanese Patent Laid-Open No. 2011-111140 (Patent Document 1) discloses a first circulation path through which a refrigerant passes in order to cool a hybrid device in a vehicle air conditioning system and a refrigerant for performing heat exchange in the air conditioner system. An air conditioning system for a vehicle is provided that includes a second refrigerant passage through which the gas passes, and a heat exchanger that exchanges heat between the first circulation path and the second circulation path. This vehicle air conditioning system supplies heat energy on the air conditioning side so that a desired temperature can be achieved by warming up, cooling, or the like, depending on the state of the electrical equipment.

JP 2011-111140 A JP 2012-081932 A JP 2010-272289 A

  By the way, the structure which connects the hybrid apparatus side and the cooling system side of an air-conditioner using a switching valve, or is made independent is also considered. When such a configuration is adopted, the power storage device (battery) having a low temperature at the time of start-up or the like using heat from the heat source of the hybrid device with the hybrid device side independent of the cooling system side of the air conditioner ) Is desirable.

  In this case, if a pump is used to circulate the refrigerant, power is consumed to drive the pump. In addition, when the amount of refrigerant is small, the efficiency of transferring heat from the heat generation source to the battery decreases.

  An object of the present invention is to provide a temperature control device with improved efficiency for temperature control of a power storage device.

  In summary, the present invention is a temperature control device for an electric vehicle including a drive unit that drives a motor and a power storage device that supplies power to the drive unit, and performs heat exchange between the power storage device and the refrigerant. A heat exchanger for cooling, a cooler for cooling the drive unit with a refrigerant, a first refrigerant passage for circulating the refrigerant between the heat exchanger and the cooler, a condenser, and the refrigerant passing through the condenser The second refrigerant passage, the first refrigerant passage and the second refrigerant passage, the first state in which the second refrigerant passage is separated from the first refrigerant passage, and the second refrigerant passage in the first refrigerant passage. A switching unit that switches between a second state in which the second refrigerant path is connected to the first refrigerant path so as to be incorporated in a part, and a control device that controls the switching unit are provided. The heat exchanger is disposed at a position higher than the cooler in a state where the electric vehicle is disposed on a horizontal plane. The condenser is arranged at a position higher than the heat exchanger in a state where the electric vehicle is arranged on a horizontal plane. The control device moves the refrigerant from the second refrigerant passage on the condenser side to the first refrigerant passage on the cooler side when an operation stop command for the electric vehicle is input when the switching unit is set to the second state. The switching unit is switched from the second state to the first state after a predetermined condition indicating that this has occurred.

  Preferably, during operation of the electric vehicle, the control device sets the switching unit to the second state when the outside air temperature is higher than the first threshold value and the temperature of the power storage device is higher than the second threshold value. If the outside air temperature is lower than the first threshold and the temperature of the power storage device is lower than the second threshold, the switching unit is set to the first state.

  Preferably, the switching unit is provided at any connection position of the first refrigerant passage, communicates the connection position of the first refrigerant passage in the first state, and inserts the second refrigerant passage into the connection position in the second state. It is a four-way valve.

  Preferably, the predetermined condition includes a condition that a predetermined time has elapsed after the operation stop command for the electric vehicle is input.

  Preferably, the temperature adjustment device further includes a refrigerant storage unit disposed in the first refrigerant passage. The predetermined condition includes a condition that a predetermined amount of the refrigerant is stored in the refrigerant storage unit.

  According to the present invention, the efficiency of adjusting the temperature of the power storage device is improved, and the fuel consumption and power consumption are improved.

It is the schematic which shows the structure of the vehicle 1000 to which the temperature control apparatus which concerns on this Embodiment is applied. It is a schematic diagram which shows the structure of the vapor | steam compression refrigerating cycle 10 in which the temperature control apparatus 100 of this Embodiment is integrated. It is the figure which set the four-way valve 50 of FIG. 2 to the state corresponding to a compressor mode, and set the four-way valve 60 to the state corresponding to a capacitor | condenser mode. It is a figure which shows the state which switched the four-way valve 50 from the state of FIG. 3 to the non-compressor mode. It is the figure which simplified and showed the heat pipe which uses the battery 400 and PCU700 as a heating part, and uses the heat exchanger 15 as a cooling part. FIG. 5 is a diagram showing a state where the four-way valve 60 is further switched to the non-capacitor mode in the configuration shown in FIG. 4. It is the figure which simplified and showed the heat pipe which uses PCU700 as a heating part and uses the heat exchanger 110 of the battery 400 as a cooling part. It is a flowchart (mainly at the time of a vehicle stop) for demonstrating the control which switches the four-way valve 60 at the time of a vehicle start and a vehicle stop. It is a flowchart (mainly at the time of vehicle starting) for demonstrating the control which switches the four-way valve 60 at the time of vehicle starting and a vehicle stop.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

[Configuration of vehicle 1000]
FIG. 1 is a schematic diagram showing a configuration of a vehicle 1000 to which a temperature control device according to the present embodiment is applied. Vehicle 1000 according to the present embodiment includes a motor generator 300 that is an electric motor, a PCU (Power Control Unit) 700 including an inverter for driving motor generator 300, and a battery 400 for traveling.

  Vehicle 1000 may be a fuel cell vehicle or an electric vehicle, or may be a hybrid vehicle that further includes an engine that is an internal combustion engine and that uses an engine and a motor generator as power sources. In this case, the engine may be a gasoline engine or a diesel engine.

  Motor generator 300 generates a driving force for driving vehicle 1000. Motor generator 300 is provided in the engine room or wheel of vehicle 1000. Motor generator 300 is electrically connected to PCU 700 via a power cable. PCU 700 is electrically connected to battery 400 through power cable 600.

  A cooler 30 for cooling the PCU 700 is attached to the PCU 700. The battery 400 is attached with a heat exchanger 110 that adjusts the temperature of the battery 400. In the cooler 30 and the heat exchanger 110, a refrigerant of a vapor compression refrigeration cycle, which will be described in detail later, is circulated. When the vehicle is parked on a horizontal plane, the heat exchanger 110 is disposed above the cooler 30.

  The PCU 700 needs to be constantly cooled, whereas the battery 400 needs to be heated when the temperature is low, and needs to be cooled when the temperature is high. In this embodiment, an efficient refrigerant path is formed in order to raise the temperature of battery 400. The refrigerant path for raising the temperature of the battery 400 and its control will be described in FIG. 6 and subsequent figures after the basic configuration of the refrigeration cycle 10 is described.

[Basic configuration of vapor compression refrigeration cycle 10]
FIG. 2 is a schematic diagram showing the configuration of the vapor compression refrigeration cycle 10 in which the temperature control device 100 of the present embodiment is incorporated. A vapor compression refrigeration cycle 10 shown in FIG. 2 is mounted on a vehicle 1000 as an air conditioner for cooling the inside of the vehicle. For the cooling using the vapor compression refrigeration cycle 10, for example, when the switch for performing the cooling is turned on, or the automatic control mode for automatically adjusting the temperature in the vehicle interior to the set temperature is selected. This is performed when the temperature in the passenger compartment is higher than the set temperature.

  The vapor compression refrigeration cycle 10 includes a compressor 12, a heat exchanger 14 as a main condenser, a heat exchanger 15 as a sub condenser, and a heat exchanger 18 as an evaporator.

  The vapor compression refrigeration cycle 10 further includes a gas-liquid separator 40, a receiver 46, a pump 48, a liquid reservoir 31, a cooler 30 that cools the PCU 700, and heat exchange that raises and cools the battery 400. Instrument 110.

  The vapor compression refrigeration cycle 10 further includes an expansion valve 16 as an example of a decompressor, a flow rate adjustment valve 38, four-way valves 50 and 60, and refrigerant passages 21 to 29 and 34 to 37.

  The four-way valve 50 includes a refrigerant flow from the heat exchanger 14 to the cooler 30 via the gas-liquid separator 40 and a refrigerant flow from the heat exchanger 14 to the expansion valve 16 via the gas-liquid separator 40. The flow is arranged to be switchable.

  A refrigerant passage 34 is connected to the four-way valve 50. The refrigerant passage 34 communicates the gas-liquid separator 40 and the four-way valve 50. The four-way valve 50 is connected to the outlet side of the heat exchanger 14 via the refrigerant passage 22, the gas-liquid separator 40 and the refrigerant passage 34. The refrigerant liquid condensed by the heat exchanger 14 and separated by the gas-liquid separator 40 flows into the four-way valve 50 via the refrigerant passage 34. A connection port of the four-way valve 50 to which the refrigerant passage 34 is connected is referred to as a connection port A as shown in FIG.

  In the present specification, “connection” is a concept including both a case where direct connection is made without any member and a case where connection is made indirectly via some member.

  A refrigerant passage 35 is further connected to the four-way valve 50. The refrigerant passage 35 communicates the four-way valve 50 and the liquid reservoir 31 in front of the cooler 30. The four-way valve 50 is connected to the inlet side of the liquid reservoir 31 via the refrigerant passage 35. The refrigerant that has flowed out of the four-way valve 50 reaches the liquid reservoir 31 via the refrigerant passage 35. A connection port of the four-way valve 50 to which the refrigerant passage 35 is connected is referred to as a connection port B as shown in FIG.

  A refrigerant passage 26 is further connected to the four-way valve 50. The refrigerant passage 26 communicates the four-way valve 50 and the heat exchanger 110. The refrigerant that has flowed out of the heat exchanger 110 reaches the four-way valve 50 through the refrigerant passage 26. The connection port of the four-way valve 50 to which the refrigerant passage 26 is connected is referred to as a connection port C as shown in FIG.

  A refrigerant passage 27 is further connected to the four-way valve 50. The refrigerant passage 27 communicates the four-way valve 50 and the expansion valve 16. The four-way valve 50 is connected to the inlet side of the expansion valve 16 through the refrigerant passage 27. The refrigerant that has flowed out of the four-way valve 50 reaches the expansion valve 16 via the refrigerant passage 27. A connection port of the four-way valve 50 to which the refrigerant passage 27 is connected is referred to as a connection port D as shown in FIG.

  The four-way valve 50 is controlled in a first state in which the connection port AB communicates and the connection port CD communicates, and a second state in which the connection port AD communicates and the connection port BC communicates. Switching is possible by the signal CS2. The first state is a state corresponding to the compressor mode in which the refrigerant is circulated to the heat exchanger 110 and the cooler 30 using the compressor 12. The second state is a state corresponding to the non-compressor mode in which the refrigerant flows through the heat exchanger 110 and the cooler 30 by the pump 48 or natural circulation.

  The four-way valve 60 is arranged to be able to switch between a refrigerant flow from the cooler 30 to the heat exchanger 15 and a refrigerant flow from the cooler 30 to the heat exchanger 110.

  A refrigerant passage 36 is connected to the four-way valve 60. The refrigerant passage 36 communicates the cooler 30 and the four-way valve 60. The refrigerant that has absorbed heat in the cooler 30 flows into the four-way valve 60 via the refrigerant passage 36. A connection port of the four-way valve 60 to which the refrigerant passage 36 is connected is referred to as a connection port H as shown in FIG.

  A refrigerant passage 23 is connected to the four-way valve 60. The refrigerant passage 23 communicates the four-way valve 60 and the heat exchanger 15. The four-way valve 60 is connected to the inlet side of the heat exchanger 15 through the refrigerant passage 23. The refrigerant that has flowed out of the four-way valve 60 reaches the heat exchanger 15 via the refrigerant passage 23. A connection port of the four-way valve 60 to which the refrigerant passage 23 is connected is referred to as a connection port E as shown in FIG.

  A refrigerant passage 25 is connected to the four-way valve 60. The refrigerant passage 25 communicates the four-way valve 50 and the refrigerant passage 24 on the outlet side of the heat exchanger 15 via a receiver 46 and a pump 48. The refrigerant that has flowed out of the heat exchanger 15 reaches the four-way valve 60 through the refrigerant passages 24 and 25. A connection port of the four-way valve 60 to which the refrigerant passage 25 is connected is referred to as a connection port F as shown in FIG.

  A refrigerant passage 37 is connected to the four-way valve 60. The refrigerant passage 37 communicates the four-way valve 60 and the heat exchanger 110. The four-way valve 60 is connected to the inlet side of the heat exchanger 110 via the refrigerant passage 37. The refrigerant that has flowed out of the four-way valve 60 reaches the heat exchanger 110 via the refrigerant passage 37. A connection port of the four-way valve 60 to which the refrigerant passage 37 is connected is referred to as a connection port G as shown in FIG.

  The four-way valve 60 is controlled to a third state in which the connection port E-H communicates and the connection port FG communicates, and a fourth state in which the connection port FE communicates and the connection port GH communicates. Switching is possible by the signal CS3. The third state is a state corresponding to the condenser mode in which the heat exchanger 15 is incorporated in the refrigerant path of the heat exchanger 110. The fourth state is a state corresponding to a capacitor bypass mode in which the heat exchanger 15 is disconnected from the refrigerant path of the heat exchanger 110.

[Compressor mode and condenser mode]
FIG. 3 is a diagram in which the four-way valve 50 of FIG. 2 is set to a state corresponding to the compressor mode, and the four-way valve 60 is set to a state corresponding to the condenser mode. In this state, the compressor 12 causes the refrigerant to flow through each heat exchanger and cooler. With reference to FIG. 3, a more detailed description and operation of each component will be given.

  The compressor 12 operates using a motor or engine mounted on the vehicle as a power source, and compresses the refrigerant gas in an adiabatic manner to form an overheated refrigerant gas. The compressor 12 sucks and compresses refrigerant flowing from the heat exchanger 18 during operation of the vapor compression refrigeration cycle 10, discharges high-temperature and high-pressure gas-phase refrigerant, and circulates the refrigerant in the vapor compression refrigeration cycle 10.

  The heat exchangers 14 and 15 include tubes through which the refrigerant flows, and fins for exchanging heat between the refrigerant flowing through the tubes and the air around the heat exchangers 14 and 15. The heat exchangers 14 and 15 dissipate the gas-phase refrigerant compressed in the compressor 12 in an isobaric manner to an external medium to obtain a refrigerant liquid. The cooling air may be supplied to the heat exchangers 14 and 15 by natural ventilation generated by traveling of the vehicle. Alternatively, the cooling air is supplied to the heat exchangers 14 and 15 by forced ventilation of an external air supply fan that rotates by receiving a driving force from a motor, such as a condenser fan or a radiator fan for engine cooling, and generates an air flow. May be.

  The expansion valve 16 is expanded by injecting a high-pressure liquid-phase refrigerant from a small hole, and changes into a low-temperature / low-pressure mist refrigerant. The expansion valve 16 depressurizes the refrigerant liquid condensed by the heat exchangers 14 and 15 to obtain wet steam in a gas-liquid mixed state. The expansion valve 16 may be a temperature type expansion valve or an electric type expansion valve. Note that the decompressor for decompressing the refrigerant liquid is not limited to the expansion valve 16 that is squeezed and expanded, and may be a capillary tube.

  The heat exchanger 18 includes a tube through which the refrigerant flows, and fins for exchanging heat between the refrigerant flowing through the tube and the air around the heat exchanger 18. In the tube, the wet vapor refrigerant decompressed by the expansion valve 16 flows. The heat exchanger 18 absorbs the heat of vaporization when the mist refrigerant flowing in the tube evaporates (vaporizes) into a refrigerant gas from the surrounding air conditioning air introduced so as to come into contact with the heat exchanger 18. To do.

  The refrigerant passage 21 is a passage for connecting the compressor 12 and the heat exchanger 14 and allowing the refrigerant to flow from the outlet of the compressor 12 to the inlet of the heat exchanger 14. The refrigerant passages 22 and 23 are passages for connecting the heat exchanger 14 and the heat exchanger 15 and allowing the refrigerant to flow from the outlet of the heat exchanger 14 to the inlet of the heat exchanger 15. The refrigerant passages 24, 25, 37, 26, and 27 are passages for connecting the heat exchanger 15 and the expansion valve 16 and circulating the refrigerant from the outlet of the heat exchanger 15 to the inlet of the expansion valve 16. The refrigerant passage 28 is a passage for connecting the expansion valve 16 and the heat exchanger 18, and allowing the refrigerant to flow from the outlet of the expansion valve 16 to the inlet of the heat exchanger 18. The refrigerant passage 29 is a passage for connecting the heat exchanger 18 and the compressor 12 and allowing the refrigerant to flow from the outlet of the heat exchanger 18 to the inlet of the compressor 12.

  The vapor compression refrigeration cycle 10 includes a compressor 12, heat exchangers 14 and 15, an expansion valve 16, and a heat exchanger 18 connected in series by refrigerant passages 21 to 25, 37, and 26 to 29. . As the refrigerant of the vapor compression refrigeration cycle 10, for example, carbon dioxide, hydrocarbons such as propane and isobutane, ammonia, chlorofluorocarbons or water can be used.

  The gas-liquid separator 40 is disposed between the refrigerant passage 22 and the refrigerant passage 23 between the heat exchanger 14 and the heat exchanger 15. The refrigerant condensed in the heat exchanger 14 is in the state of wet steam in a gas-liquid two-phase state in which saturated liquid and saturated steam are mixed on the outlet side of the heat exchanger 14. The gas-liquid separator 40 separates the refrigerant that flows out of the heat exchanger 14 and flows into the gas-liquid separator 40 into a gas-phase refrigerant and a liquid-phase refrigerant. The gas-liquid separator 40 separates the gas-liquid two-phase refrigerant into a liquid refrigerant liquid and a gaseous refrigerant vapor and temporarily stores them.

  Refrigerant passages 22 and 23 and a refrigerant passage 34 are connected to the gas-liquid separator 40. The refrigerant that has flowed out of the heat exchanger 14 is supplied to the gas-liquid separator 40 through the refrigerant passage 22. The gas-liquid separated refrigerant liquid flows out of the gas-liquid separator 40 via the refrigerant passages 23 and 34. The end portions of the refrigerant passages 23 and 34 are connected to a refrigerant liquid storage portion in which a liquid-phase refrigerant is stored in the gas-liquid separator 40, thereby forming a passage for the refrigerant liquid to flow out of the gas-liquid separator 40. doing.

  Inside the gas-liquid separator 40, the refrigerant liquid accumulates on the lower side and the refrigerant vapor accumulates on the upper side. The ends of the refrigerant passages 23 and 34 for leading the refrigerant liquid from the gas-liquid separator 40 are connected to the bottom of the gas-liquid separator 40. Refrigerant vapor is stored on the ceiling side of the gas-liquid separator 40, and only the refrigerant liquid is sent out of the gas-liquid separator 40 from the bottom side of the gas-liquid separator 40 via the refrigerant passages 23 and 34. As a result, the gas-liquid separator 40 can reliably separate the gas-phase refrigerant and the liquid-phase refrigerant.

  The receiver 46 is disposed on the refrigerant path between the heat exchanger 15 and the expansion valve 16. The refrigerant vapor flowing out of the gas-liquid separator 40 is condensed by releasing heat to the surroundings and cooling in the heat exchanger 15. The condensed refrigerant flows into the receiver 46 via the refrigerant passage 24. The receiver 46 temporarily stores the refrigerant liquid liquefied by the heat exchanger 15 so that the refrigerant can be supplied to the expansion valve 16 according to the load. The receiver 46 has a function as a liquid accumulator that stores the liquid refrigerant condensed by the heat exchanger 15, and causes only the liquid-phase refrigerant to flow out toward the expansion valve 16.

  The receiver 46 stores a refrigerant liquid that is a liquid-phase refrigerant and a refrigerant vapor that is a gas-phase refrigerant. The refrigerant liquid is stored on the bottom side of the receiver 46, and the refrigerant vapor is stored on the ceiling side of the receiver 46. The refrigerant passages 24 and 25 are connected to the receiver 46. The refrigerant is supplied to the receiver 46 through the refrigerant passage 24. The end of the refrigerant passage 25 is connected to the lower space of the receiver 46. Only the refrigerant liquid is sent out of the receiver 46 from the bottom side of the receiver 46 via the pump 48 and the refrigerant passage 25.

  If the refrigerant passage 25 through which the refrigerant liquid sent out from the receiver 46 circulates is connected to the lower space of the receiver 46, even if air is contained in the refrigerant, the air remains in the upper space in the receiver 46, and the receiver 46 is used. Thus, air can be removed from the refrigerant. Thereby, since it can avoid that the air hinders the heat exchange of the refrigerant | coolant in the heat exchanger 14,15,18, the performance fall of the vapor compression refrigeration cycle 10 can be prevented.

  Inside the receiver 46, a strainer for filtering the liquid refrigerant and a desiccant for removing moisture contained in the refrigerant are arranged, and the refrigerant passes through a stacked structure of the strainer and the desiccant, and the upper space of the receiver 46. It is good also as a structure which falls to lower space from. By providing a desiccant in the receiver 46, moisture in the refrigeration cycle can be removed, and by providing a strainer in the receiver 46, foreign matter is removed upstream of the expansion valve 16 and the expansion valve 16 is clogged. Since it can prevent, the performance fall of the vapor compression refrigeration cycle 10 can be prevented.

  The pump 48 is disposed in the refrigerant passage 25 through which the refrigerant liquid flows on the outlet side of the receiver 46, but may be disposed in the receiver 46. The pump 48 transfers the liquid refrigerant stored in the receiver 46.

  The vapor compression refrigeration cycle 10 includes two refrigerant paths connected in parallel that connect the gas-liquid separator 40 and the inlet side of the heat exchanger 15. The refrigerant path that flows from the gas-liquid separator 40 toward the heat exchanger 15 includes the refrigerant passage 23. The refrigerant passage 23 is a passage through which the liquid-phase refrigerant separated by the gas-liquid separator 40 flows. The refrigerant liquid derived from the gas-liquid separator 40 dissipates heat to the surroundings in the heat exchanger 15 and is cooled.

  The path of the refrigerant flowing from the gas-liquid separator 40 toward the heat exchanger 15 also includes refrigerant passages 34 and 35 connecting the gas-liquid separator 40 and the cooler 30, the cooler 30, and the cooler 30 and the refrigerant. And a refrigerant passage 36 connecting the passage 23. The refrigerant passages 34 and 35 are refrigerant paths upstream from the cooler 30 (side adjacent to the gas-liquid separator 40). The refrigerant passages 34 and 35 pass from the gas-liquid separator 40 to the cooler via the refrigerant passages 34 and 35. The refrigerant liquid flows to 30. The refrigerant passage 36 is a refrigerant path downstream of the cooler 30 (on the side close to the heat exchanger 15), and the refrigerant that has passed through the cooler 30 passes through the refrigerant passages 36 and 23 in order, It flows to the exchanger 15.

  The cooler 30 is provided in one of a plurality of passages connected in parallel between the gas-liquid separator 40 and the heat exchanger 15. The cooler 30 includes an electric vehicle (EV) device that is an electric device mounted on the electric vehicle, and a cooler in which a refrigerant flows. An EV device is an example of a heat source. The EV device includes an electrical device that generates heat when power is transferred. The electric equipment includes, for example, an inverter for converting DC power to AC power, a motor generator that is a rotating electrical machine, a boost converter that boosts the voltage of a battery that is a power storage device, and a DC / DC that steps down the voltage of the battery. It includes at least one of a DC converter and the like. As an example of the EV device, FIG. 3 shows a PCU 700 including an inverter and a boost converter. Hereinafter, the PCU 700 is shown and described as a representative of the EV device, but the cooling target of the cooler 30 may be another EV device. The liquid reservoir 31 on the inlet side of the cooler 30 is connected to the refrigerant passage 35, and the outlet side of the cooler 30 is connected to the refrigerant passage 36.

  A refrigerant liquid in a saturated liquid state is stored inside the gas-liquid separator 40. The gas-liquid separator 40 functions as a liquid accumulator that temporarily stores a refrigerant liquid that is a liquid refrigerant. By storing a predetermined amount of the refrigerant liquid in the gas-liquid separator 40, the flow rate of the refrigerant flowing from the gas-liquid separator 40 to the cooler 30 can be maintained even when the load changes. Since the gas-liquid separator 40 has a liquid reservoir function and becomes a buffer against load fluctuations and can absorb the load fluctuations, the cooling performance of the PCU 700 can be stabilized.

  Of the refrigerant paths connected in parallel between the gas-liquid separator 40 and the heat exchanger 15, a flow rate adjustment valve 38 is provided in the refrigerant path 23 constituting the path not passing through the cooler 30. ing. The flow rate adjusting valve 38 fluctuates the valve opening, and increases or decreases the pressure loss of the refrigerant flowing through the refrigerant passage 23. As a result, the flow rate adjustment valve 38 flows the refrigerant flow directly from the gas-liquid separator 40 to the heat exchanger 15 via the refrigerant passage 23 without passing through the cooler 30, and cooling of the EV equipment including the cooler. The flow rate of the refrigerant flowing through the system is arbitrarily adjusted. The flow rate adjustment valve 38 is a valve whose specification allows opening adjustment, and may be an electric valve, for example. FIG. 3 shows an example in which the flow rate adjustment valve 38 is an electric valve whose opening degree is determined based on the control signal CS4.

  If the valve opening degree of the flow rate adjusting valve 38 is increased, the flow rate of the refrigerant flowing out from the gas-liquid separator 40 directly flows to the heat exchanger 15 via the refrigerant passage 23 increases. The flow rate of the refrigerant that flows to the cooler 30 and cools the PCU 700 is reduced. Therefore, the cooling capacity of the PCU 700 is reduced. If the valve opening degree of the flow rate adjustment valve 38 is reduced, the flow rate directly flowing from the gas-liquid separator 40 to the heat exchanger 15 via the refrigerant passage 23 decreases, and the flow rate of the refrigerant that flows to the cooler 30 and cools the PCU 700. Becomes larger. Therefore, the cooling capacity of the PCU 700 is improved.

  Since the flow rate adjusting valve 38 can be used to increase or decrease the amount of refrigerant flowing into the PCU 700 and the cooling capacity of the PCU 700 can be optimally adjusted, overheating and overcooling of the PCU 700 can be reliably prevented. In addition, it is possible to reliably reduce the pressure loss related to the circulation of the refrigerant in the cooling system of the PCU 700 and the power consumption of the compressor 12 for circulating the refrigerant.

  In the refrigerant path from the receiver 46 to the four-way valve 50, a temperature control device 100 for adjusting the temperature of the battery 400, which is a storage battery mounted on the vehicle 1000, is incorporated. The temperature control device 100 is provided on a refrigerant path that flows from the heat exchanger 15 toward the expansion valve 16. The battery 400 is a secondary battery such as a lithium ion battery or a nickel metal hydride battery. The battery 400 generates heat when power is transferred. The battery 400 is an example of an object whose temperature is adjusted by the temperature adjustment device 100.

  The temperature control device 100 includes a heat exchanger 110. The heat exchanger 110 is formed so that a refrigerant flows through the inside thereof, and performs heat exchange between the refrigerant flowing through the inside and the battery 400. One end of the heat exchanger 110 is connected to the refrigerant passage 37. The other end of the heat exchanger 110 is connected to the refrigerant passage 26.

  The path through which the refrigerant flowing from the outlet of the receiver 46 toward the four-way valve 50 flows is the refrigerant passages 25 and 37 upstream of the heat exchanger 110 (side closer to the receiver 46), the heat exchanger 110, and heat. And a refrigerant passage 26 on the downstream side of the exchanger 110 (the side close to the four-way valve 50). The refrigerant passages 25 and 37 are paths through which the refrigerant flows from the receiver 46 to the heat exchanger 110, and the refrigerant liquid flows from the receiver 46 to the heat exchanger 110 via the refrigerant passages 25 and 37. The refrigerant passage 26 is a passage through which the refrigerant flows from the heat exchanger 110 to the four-way valve 50, and the refrigerant that has passed through the heat exchanger 110 flows to the four-way valve 50 through the refrigerant passage 26.

  The refrigerant that exchanges heat with the battery 400 in the heat exchanger 110 flows into the four-way valve 50 through the refrigerant passage 26. The connection port C of the four-way valve 50 is connected to the outlet side of the receiver 46 through the refrigerant passage 26, the heat exchanger 110, the refrigerant passage 37, the four-way valve 60, and the refrigerant passage 25.

  When the temperature of the refrigerant flowing through the heat exchanger 110 is lower than the temperature of the battery 400, the refrigerant flowing to the temperature control device 100 and flowing via the heat exchanger 110 takes heat from the battery 400 and cools the battery 400. To do. In the temperature control device 100, the refrigerant flowing through the heat exchanger 110 and the battery 400 exchange heat, whereby the battery 400 is cooled and the refrigerant is heated.

  The heat exchanger 110 has a structure capable of exchanging heat between the battery 400 and the refrigerant. The heat exchanger 110 is provided so that the outer peripheral surface of the heat exchanger 110 is in direct contact with the casing of the battery 400, for example. The heat exchanger 110 has a portion adjacent to the casing of the battery 400. In this part, heat exchange can be performed between the refrigerant flowing in the heat exchanger 110 and the battery 400.

  The battery 400 is directly connected to the outer peripheral surface of the heat exchanger 110 that forms part of the refrigerant path from the heat exchanger 15 to the expansion valve 16 of the vapor compression refrigeration cycle 10 to be cooled. Since the battery 400 is disposed outside the heat exchanger 110, the battery 400 does not interfere with the flow of the refrigerant that circulates inside the heat exchanger 110. Therefore, since the pressure loss of the vapor compression refrigeration cycle 10 does not increase, the battery 400 can be cooled without increasing the power of the compressor 12.

  Alternatively, any known heat transfer device may be disposed between the battery 400 and the heat exchanger 110. In this case, the battery 400 is connected to the outer peripheral surface of the heat exchanger 110 via a heat transfer device, and is cooled by transferring heat from the battery 400 to the heat exchanger 110 via the heat transfer device. As the heat transfer device, for example, a wick-type heat pipe can be used. Since the heat transfer efficiency between the heat exchanger 110 and the battery 400 can be increased by using the battery 400 as a heat pipe heating part and the heat exchanger 110 as a heat pipe cooling part, the cooling efficiency of the battery 400 is improved. it can.

  Since heat can be reliably transferred from the battery 400 to the heat exchanger 110 by the heat transfer device, there may be a distance between the battery 400 and the heat exchanger 110, and the heat exchanger 110 is brought into contact with the battery 400. Therefore, there is no need to arrange a complicated route for the purpose. As a result, the arrangement of the battery 400 is not limited, and the degree of freedom of arrangement of the battery 400 can be improved.

  The refrigerant passes through the refrigerant circulation passage in which the compressor 12, the heat exchangers 14 and 15, the expansion valve 16, and the heat exchanger 18 are sequentially connected by the refrigerant passages 21 to 29 and 37, and then the vapor compression refrigeration cycle 10. Circulate inside. The refrigerant also flows from the refrigerant passage 22 at the outlet of the heat exchanger 14 to the refrigerant passages 34 and 35 via the gas-liquid separator 40, flows into the cooler 30, cools the PCU 700, and passes from the cooler 30 to the refrigerant passage. Return to the refrigerant passage 23 on the inlet side of the heat exchanger 15 via 36. The path when the refrigerant discharged from the compressor 12 flows to the cooler 30 via the heat exchanger 14 during the startup of the compressor 12, that is, the refrigerant paths 21, 22, the refrigerant paths 34 to 36, and the refrigerant paths 23 to 25, 37, 26 to 29 form a first passage.

  The state of the refrigerant when the refrigerant flows through the first passage and cools the heat generation source will be described. The refrigerant sucked into the compressor 12 is adiabatically compressed in the compressor 12 along the isentropic line. As the compressor is compressed, the pressure and temperature of the refrigerant rise, and the refrigerant becomes superheated steam at a high temperature and high pressure superheat degree at the outlet of the compressor 12.

  The refrigerant adiabatically compressed in the compressor 12 flows to the heat exchanger 14 and is cooled in the heat exchanger 14. The high-pressure gas-phase refrigerant discharged from the compressor 12 dissipates heat to the surroundings by heat exchange with the outside air in the heat exchanger 14 and condenses (liquefies). The refrigerant vapor that has entered the heat exchanger 14 changes from superheated vapor to dry saturated vapor with constant pressure in the heat exchanger 14, releases condensation latent heat, gradually liquefies, and is a mixture of saturated liquid and saturated vapor. It becomes wet steam in the liquid mixture state.

  The gas-liquid two-phase refrigerant cooled to such an extent that it is not completely liquefied by the heat exchanger 14 is gas-liquid separated in the gas-liquid separator 40 into a saturated vapor state refrigerant vapor and a saturated liquid state refrigerant liquid. . Of the refrigerant separated into gas and liquid, the refrigerant liquid in the saturated liquid state flows to the cooler 30 via the refrigerant passages 34 and 35. The refrigerant flowing to the cooler 30 takes heat from the PCU 700 according to the temperature difference between the PCU 700 and the refrigerant, and cools the PCU 700. In the cooler 30, the PCU 700 is cooled by releasing heat to the liquid refrigerant in the saturated liquid state. Through the heat exchange with the PCU 700, the refrigerant is heated, and the dryness of the refrigerant increases. The refrigerant receives latent heat from the PCU 700 and partially evaporates to become a vapor-liquid two-phase wet steam in which the saturated liquid and the saturated steam are mixed at the outlet of the cooler 30.

  The refrigerant that has flowed out of the cooler 30 flows into the heat exchanger 15 via the refrigerant passages 36 and 23. The wet steam of the refrigerant dissipates heat to the surroundings in the heat exchanger 15, exchanges heat with the outside air, and is condensed again. When all of the refrigerant condenses, it becomes a saturated liquid, and further releases sensible heat to the saturation temperature. It becomes the supercooled liquid supercooled to the following. The reason why the heat exchanger 15 turns the refrigerant into a supercooled liquid is to facilitate control of the subsequent decompression amount, refrigerant flow rate, and cooling capacity in the expansion valve 16.

  The refrigerant cooled to the supercooled liquid in the heat exchanger 15 flows into the receiver 46 through the refrigerant passage 24, and the supercooled liquid refrigerant is accumulated inside the receiver 46. The refrigerant liquid flowing out from the receiver 46 flows into the heat exchanger 110 via the refrigerant passages 25 and 37. The temperature control device 100 circulates through the vapor compression refrigeration cycle 10 and cools the battery 400 using a refrigerant used for air conditioning in the vehicle interior. The heat exchange between the refrigerant and the battery 400 in the heat exchanger 110 cools the battery 400 and heats the refrigerant to reduce the degree of supercooling.

  Thereafter, the refrigerant liquid flows into the expansion valve 16 via the refrigerant passages 26 and 27. In the expansion valve 16, the refrigerant is squeezed and expanded, the specific enthalpy does not change, the temperature and pressure decrease, and the mixture becomes wet steam in a low-temperature and low-pressure gas-liquid mixed state.

  The wet vapor state refrigerant decompressed by the expansion valve 16 flows into the heat exchanger 18 via the refrigerant passage 28. When the refrigerant flows through the tube of the heat exchanger 18, the refrigerant absorbs the heat of the air in the vehicle interior via the fins as latent heat of vaporization, evaporates at a constant pressure, and becomes a low-pressure high-temperature gas. When all the refrigerants are dry and become saturated steam, the sensible heat is further absorbed and the temperature of the refrigerant vapor rises to become superheated steam.

  The heat exchanger 18 absorbs the heat of the air-conditioning air introduced so as to come into contact with the heat exchanger 18 by vaporizing the mist refrigerant flowing through the heat exchanger 18. The heat exchanger 18 absorbs the heat of vaporization when the refrigerant evaporates from the air for air conditioning. In the heat exchanger 18, air-conditioning air that has been absorbed by the refrigerant and reduced in temperature is supplied to the interior of the vehicle, thereby cooling the interior of the vehicle. The temperature of the air-conditioning air is adjusted by heat exchange between the refrigerant circulating in the vapor compression refrigeration cycle 10 via the heat exchanger 18 and the air-conditioning air. Thereafter, the refrigerant is sucked into the compressor 12 via the refrigerant passage 29.

  According to such a cycle, the refrigerant continuously repeats the state changes of compression, condensation, throttle expansion, and evaporation. In the above description of the vapor compression refrigeration cycle, the theoretical refrigeration cycle is described. However, in the actual vapor compression refrigeration cycle 10, it is necessary to consider the loss in the compressor 12, the pressure loss of the refrigerant, and the heat loss. Of course there is.

  During the operation of the vapor compression refrigeration cycle 10, the refrigerant cools the air-conditioning air to cool the passenger compartment, and cools the battery 400 by flowing to the heat exchanger 110 and exchanging heat with the battery 400. The temperature control device 100 cools the battery 400 mounted on the vehicle by using the vapor compression refrigeration cycle 10 for air conditioning in the passenger compartment.

  Since the battery 400 is cooled using the refrigerant circulating in the vapor compression refrigeration cycle 10, the configuration necessary for cooling the battery 400 can be reduced, and the apparatus configuration can be simplified. Therefore, the cost of the temperature control apparatus 100 can be reduced. Since the receiver 46 provided on the upstream side of the heat exchanger 110 has a liquid storage function and serves as a liquid refrigerant buffer, the cooling capacity of the battery 400 can be stabilized, and a decrease in cooling performance can be prevented.

  During normal operation of the vapor compression refrigeration cycle 10, the four-way valve 50 is set to the first state as shown in FIG. The battery 400 can be supplied to the cooler 30 to ensure the cooling capacity of the EV equipment, and the battery 400 can be cooled by supplying the refrigerant to the heat exchanger 110. Further, by cooling the air-conditioning air with the heat exchanger 18, it is possible to ensure the cooling capacity in the vehicle.

[Non-compressor mode and condenser mode]
FIG. 4 is a diagram showing a state in which the four-way valve 50 is switched to the non-compressor mode from the state of FIG.

  When the vapor compression refrigeration cycle 10 is started and the compressor 12 is operated in a state where the outside air temperature is very high and the vehicle is not running, the refrigerant pressure at the outlet of the compressor 12 increases and the saturation temperature of the refrigerant increases. Therefore, the temperature of the refrigerant passing through the heat exchanger 110 also increases, and the cooling capacity of the battery 400 may be insufficient. In this case, as shown in FIG. 4, when the four-way valve 50 is switched to the second state and the flow rate adjustment valve 38 is fully closed, the cooler 30 passes through the four-way valve 50 from the outlet side of the heat exchanger 15. A connected path is formed, and a closed annular path for circulating the refrigerant between the heat exchanger 110 and the heat exchanger 15 via the four-way valve 50 can be formed. A path through which the refrigerant flows at this time, that is, the refrigerant paths 23 to 25, 37, 26, 35, and 36 form a second path.

  Through this annular path, the refrigerant can be circulated between the heat exchanger 15 and the heat exchanger 110 without passing through the compressor 12. When the battery 400 and the PCU 700 are cooled, the refrigerant is heated by heat transfer from the battery 400 and the PCU 700. The refrigerant heated in the heat exchanger 110 and the cooler 30 flows to the heat exchanger 15 and is cooled in the heat exchanger 15 by the running wind of the vehicle or the ventilation from the outside air supply fan. The refrigerant liquid liquefied by the heat exchanger 15 is stored in the receiver 46 and supplied to the heat exchanger 110 and the cooler 30. By an annular path passing through the heat exchanger 110, the cooler 30, and the heat exchanger 15, a heat pipe is formed in which the battery 400 and the PCU 700 are heating units and the heat exchanger 15 is a cooling unit.

  FIG. 5 is a simplified view of a heat pipe having the battery 400 and the PCU 700 as a heating unit and the heat exchanger 15 as a cooling unit. FIG. 5 also shows the arrangement relationship in the vertical direction of the heat exchangers 15 and 110 and the cooler 30 when the vehicle is arranged on a horizontal plane. That is, these elements are arranged in the order of the heat exchanger 15, the heat exchanger 110, and the cooler 30 from the top.

  4 and 5, the refrigerant circulates through the second passage connecting the heat exchanger 110, the cooler 30, and the heat exchanger 15, and cools the battery 400 and the PCU 700 using the heat pipe. The state of the refrigerant at the time will be described.

  The refrigerant condenses (liquefies) in the heat exchanger 15 by radiating heat to the surroundings and cooling when circulating in the tube of the heat exchanger 15. By the heat exchange with the outside air in the heat exchanger 15, the temperature of the refrigerant is lowered and the refrigerant is liquefied. The refrigerant releases the latent heat of condensation in the heat exchanger 15 and gradually liquefies while maintaining a constant pressure to become wet vapor in a gas-liquid mixed state. The refrigerant in the gas-liquid two-phase state flows to the receiver 46 via the refrigerant passage 25, and the receiver 46 gas-liquid-separates the refrigerant vapor in the saturated vapor state and the refrigerant liquid in the saturated liquid state.

  The saturated liquid refrigerant flowing out from the receiver 46 flows to the heat exchanger 110 via the refrigerant passages 25 and 37, and cools the battery 400. In heat exchanger 110, battery 400 is cooled by releasing heat to the liquid refrigerant. Through heat exchange with the battery 400, the refrigerant is heated and gradually evaporates while maintaining a constant pressure, thereby increasing the dryness of the refrigerant.

  Thereafter, the refrigerant flows to the cooler 30 via the refrigerant passage 26, the four-way valve 50, and the refrigerant passage 35, and cools the PCU 700. In the cooler 30, the PCU 700 is cooled by releasing heat to the liquid refrigerant. Through heat exchange with the PCU 700, the refrigerant is heated and evaporated, and the dryness of the refrigerant further increases. Typically, in the cooler 30, heat exchange between the refrigerant and the PCU 700 is performed until all the refrigerant is dry and saturated steam. The refrigerant partially or wholly vaporized by heat exchange with the PCU 700 flows out of the cooler 30 and returns to the heat exchanger 15 through the refrigerant passages 36 and 23 in order.

  In the idling state at the time of extreme heat, by switching the four-way valve 50 and fully closing the flow rate adjustment valve 38, an air-conditioner cycle passing through the compressor 12, the heat exchanger 14, the expansion valve 16 and the heat exchanger 18, The cooling cycle of the battery 400 via the heat exchanger 110, the cooler 30, the heat exchanger 15, and the receiver 46 is separated. Thereby, the indoor cooling capability can be ensured. At this time, the temperature of the refrigerant for cooling the battery 400 can be kept low by operating a loop heat pipe having the heat exchanger 15 as a condenser and the heat exchanger 110 and the cooler 30 as an evaporator. Therefore, shortage of the cooling capacity of the battery 400 can be avoided, and the battery 400 can be reliably cooled.

  Since the power of the compressor 12 is not necessary for cooling the battery 400, and the PCU 700 can be cooled with power saving, the power consumption of the compressor 12 can be reduced, and power saving can be achieved. In addition, since the life of the compressor 12 can be extended, the reliability of the compressor 12 can be improved. Since the receiver 46 has a liquid storage function and serves as a liquid refrigerant buffer, the flow rate of the liquid refrigerant flowing to the heat exchanger 110 can be secured, and the cooling capacity of the battery 400 can be stabilized.

  The refrigerant may be circulated by driving the pump 48. However, if the pump 48 is configured so that the refrigerant can flow even in a stopped state, the heat exchanger 110 is disposed above the cooler 30 as shown in FIGS. By placing 15 above the heat exchanger 110, a natural circulation cycle is formed. That is, the refrigerant heated and vaporized by the cooler 30 rises in the refrigerant passages 36 and 23 and reaches the heat exchanger 15, and the refrigerant cooled and liquefied by the heat exchanger 15 is sequentially cooled by the action of gravity. , 25, 37 to reach the heat exchanger 110, and the refrigerant cooled by the low-temperature battery 400 in the heat exchanger 110 descends the refrigerant passages 26, 35 and reaches the liquid reservoir 31. In order to collect the evaporated refrigerant on the outlet side of the cooler 30, it is preferable to arrange the cooler 30 so that the outlet side of the cooler 30 is higher than the inlet side as shown in FIG. In addition, when driving the pump 48 and circulating a refrigerant | coolant, arrangement | positioning of the heat exchanger 15 is not restricted to the arrangement | positioning shown in FIG.

[Non-capacitor mode in battery heating mode]
FIG. 6 is a diagram showing a state in which the four-way valve 60 is further switched to the non-capacitor mode in the configuration shown in FIG. Such a state is a state set when the battery is also at a low temperature under a cryogenic environment. A battery is used during start-up and running, but a low-temperature battery cannot exhibit sufficient performance and needs to be raised in advance. Therefore, the battery 400 is heated using a refrigerant by using heat generated by the EV device (such as PCU 700).

  FIG. 7 is a simplified view of a heat pipe having the PCU 700 as a heating unit and the heat exchanger 110 of the battery 400 as a cooling unit. 4 and 5, the refrigerant circulates through the second passage connecting the heat exchanger 110, the cooler 30, and the heat exchanger 15, and cools the battery 400 and the PCU 700 using the heat pipe. The state of the refrigerant at the time will be described.

  In order to raise the temperature of the battery in a short time, a method of energizing an electric heater is common in Northern Europe and the like. However, the electric vehicle is equipped with the PCU 700 as a heat source without providing an electric heater. From the viewpoint of energy saving, it is preferable to use the heat loss of the PCU 700 to increase the temperature of the battery 400.

  It is preferable to connect the PCU 700 that is a heat generation source and the battery 400 that is a component to be heated by a path as short as possible. Therefore, the heat exchanger 110 and the cooler 30 are connected by setting the connection port B-C of the four-way valve 50 in FIG. 6 to the communication state and the connection port GH of the four-way valve 60 to the communication state. A directly connected temperature control device 100 is realized.

  As shown in FIGS. 1 and 7, a natural circulation cycle is formed by disposing the heat exchanger 110 above the cooler 30. That is, the refrigerant heated and vaporized in the cooler 30 rises in the refrigerant passages 36 and 37 and reaches the heat exchanger 110, and the refrigerant cooled and liquefied by the low-temperature battery 400 in the heat exchanger 110 becomes the refrigerant passage 26, 35 is lowered to reach the liquid reservoir 31.

  However, in order to efficiently increase the temperature of the battery in a loop in which the heat exchanger 15 shown in FIG. 7 is separated from the heat exchanger 110 and the cooler 30, a large amount of liquid refrigerant is held in the loop. It is preferable that For this reason, the timing which switches the four-way valve 60 becomes important.

  8 and 9 are flowcharts for explaining control for switching the four-way valve 60 when the vehicle is started and when the vehicle is stopped. In the following, for convenience of description of storing the liquid refrigerant in the liquid reservoir 31, control from when the vehicle is stopped will be described.

  Referring to FIG. 8, when the processing is started, control device 70 determines whether or not the vehicle control system is activated in step S <b> 20. When a vehicle system stop command (Ready OFF command) is given from operation unit 74, control device 70 determines “NO” in step S20, and advances the process to step S21.

  The control device 70 determines whether or not the heat exchanger 15 (sub capacitor) is connected to the heat exchanger 110 and the cooler 30 in step S21. If the heat exchanger 15 is not connected in step S21, the control device 70 operates the four-way valve 60 in step S22 to connect the heat exchanger 15. In addition, when the heat exchanger 15 is connected in step S21, since this state is maintained, the process of step S22 is not performed. In this case, the state of the four-way valve 60 is the state shown in FIGS. That is, since the connection port FG communicates and the connection port HE communicates, the heat exchanger 15 is incorporated in the temperature control device 100.

  After the vehicle stops, when the outside air temperature and the battery are low, the refrigerant in the cooling system is cooled by the heat exchanger 15 (sub-capacitor) that easily dissipates heat and becomes liquid droplets, and falls downward due to gravity.

  Subsequently, an inspection item is confirmed in step S23. The inspection item is an inspection item for determining whether or not an appropriate amount of refrigerant has been collected in the liquid reservoir 31. There are several possible inspection items. The inspection item is a condition indicating that the refrigerant has dropped downward after a lapse of time since the vehicle stopped. For example, the liquid level of the refrigerant in the receiver 46 is confirmed by the liquid level sensor 78 provided in the receiver 46 on the sub capacitor side, or the difference between the outside air temperature Tout and the refrigerant temperature Tr in the heat exchanger 15 (sub capacitor) is detected. You may confirm that it became small enough.

Specifically, what is necessary is just to confirm at least one of the following six conditions.
Condition 1) The liquid level height Hr detected by the liquid level sensor 78 of the receiver 46 on the sub-capacitor side is equal to or less than the threshold value Hro (Hr−Hro ≦ 0 is established). Note that a liquid level sensor may be provided in the liquid reservoir 31 to detect that the liquid level has become equal to or higher than a threshold value.

  Condition 2) The mass Mr of refrigerant collected by the receiver 46 on the sub-capacitor side is equal to or less than the threshold value Mro (Mr−Mro ≦ 0 is established). In this case, the receiver 46 is provided with a mass sensor to detect the mass Mr.

  Condition 3) Inside the sub capacitor, the refrigerant temperature Tr is not more than the threshold value Tro (Tr−Tro ≦ 0 is established). In this case, the refrigerant temperature Tr is detected by the temperature sensor, while the outside air temperature Tout is detected by another temperature sensor, and the threshold value Tro is determined based on the outside air temperature Tout.

  Condition 4) Inside the sub capacitor, the internal pressure Pr is equal to or lower than the lower threshold value Pro (Pr-Pro ≦ 0 is established). In this case, the internal pressure Pr is detected by a pressure sensor.

  Condition 5) The flow rate Gr passing between the connection ports FG of the four-way valve 60 is equal to or lower than the lower limit threshold Gro (Gr−Gro ≦ 0 is established). In this case, a flow rate sensor is provided near the connection port F or the connection port G to detect the flow rate Gr.

  Condition 6) Confirm that a predetermined time has elapsed since the vehicle stopped. Since the heat exchanger 15, the heat exchanger 110, and the liquid reservoir 31 are arranged in this order from the top, the refrigerant liquid is stored in the liquid reservoir 31 after a predetermined time has elapsed. The predetermined time is experimentally set to a time sufficient for the coolant to cool and the droplets to fall.

  In step S <b> 23, the measurement value is acquired from various sensors to which the control device 70 corresponds. Then, in step S24, it is determined whether or not at least one of the conditions 1 to 6 is satisfied. If the switching condition is not satisfied in step S24, the process returns to step S23, and the four-way valve keeps the heat exchanger 15 connected to the cooler 30 until the switching condition is satisfied.

  If the switching condition is satisfied in step S24, the process proceeds to step S25. In step S <b> 25, the heat exchanger 15 is separated from the cooler 30 by the four-way valve 60. In this case, the state of the four-way valve 60 is the state shown in FIGS. That is, since the connection port FE communicates and the connection port HG communicates, the heat exchanger 15 is disconnected from the temperature control device 100. As a result, the shortest refrigerant flow path for sending the refrigerant absorbed by the cooler 30 from the PCU 700 to the heat exchanger 110 to raise the temperature of the battery 400 is formed.

  In step S25, after the four-way valve 60 is switched, the process proceeds to step S26, the process of this flowchart ends, and the next vehicle start command is awaited.

  If the four-way valve 60 is switched in this way, the valve can be switched after the refrigerant has fallen downward, so that the refrigerant is not left on the heat exchanger 15 side, and the battery 400 that is efficient at start-up can be increased. Temperature becomes possible.

  Next, a case where the vehicle is activated and a case where the vehicle is activated will be described. In step S20, when the vehicle control system is activated or when a command to activate the control system is input, the process proceeds from step A1 in FIG. 9 to step S30.

  In step S <b> 30, control device 70 determines whether or not heat exchanger 15 (sub capacitor) is disconnected from heat exchanger 110 and cooler 30. In step S30, when the heat exchanger 15 has not been disconnected, in step S31, after the heat exchanger 15 is separated from the temperature control device 100 by the four-way valve 60, the process is performed in step S32. It is advanced. By this processing, the refrigerant circulation path in the state shown in FIGS. 6 and 7 is formed. On the other hand, in step S30, if the heat exchanger 15 is already disconnected from the temperature control device 100 by the four-way valve 60, the state is maintained, and the process proceeds directly to step S32 without executing step S31. It is done.

  In step S <b> 32, the outside air temperature Tout measured by the outside air sensor 72 is taken into the control device 70. Further, in step S33, it is determined whether or not the outside air temperature Tout is higher than the outside air low temperature threshold ToutL.

  If Tout> ToutL is satisfied in step S33, the process proceeds to step S34, and if not, the process proceeds to step S38.

  In step S <b> 34, the battery temperature Tb measured by the temperature sensor 76 is taken into the control device 70. In step S35, it is determined whether or not battery temperature Tb is equal to or higher than battery low temperature threshold value TbL.

  If Tb ≧ TbL is established in step S35, the process proceeds to step S36. If not established, the process proceeds to step S20 in FIG.

  In step S <b> 36, the control device 70 determines whether or not the heat exchanger 15 (sub capacitor) is connected to the heat exchanger 110 and the cooler 30. In step S36, when the heat exchanger 15 is not connected, the control device 70 incorporates the heat exchanger 15 into the temperature control device 100 with the four-way valve 60 in step S37, and allows the battery 400 to be cooled. The process proceeds to step S20 in FIG. 8 via the A2 part. In step S36, when the heat exchanger 15 is connected, this state is maintained, so step S37 is not executed, and the process proceeds to step S20 in FIG.

  On the other hand, when the process proceeds from step S33 to step S38, it is determined in step S38 whether or not the outside air temperature Tout is equal to or lower than the outside air low temperature threshold ToutL. In order to avoid frequent switching of the four-way valve 60, a threshold value different from the outdoor low temperature threshold value ToutL applied in step S33 may be adopted in step S38.

  If Tout ≦ ToutL is satisfied in step S38, the process proceeds to step S39. If not satisfied, the process proceeds to step S20 in FIG.

  In step S <b> 39, the battery temperature Tb measured by the temperature sensor 76 is taken into the control device 70. In step S40, it is determined whether or not battery temperature Tb is lower than battery low temperature threshold value TbL.

  If Tb <TbL is established in step S40, the process proceeds to step S41. If not established, the process proceeds to step S20 in FIG.

  If YES is determined in step S40, it is necessary to raise the temperature of the battery 400. Therefore, the heat exchanger 15 is separated from the temperature control device 100 by the four-way valve 60, and the battery 400 is heated using the heat generated by the PCU 700. The temperature can be raised early. For this reason, in step S41, the control device 70 determines whether or not the heat exchanger 15 (sub capacitor) is disconnected from the temperature adjustment device 100. In step S41, when the heat exchanger 15 has not been disconnected, the control device 70 operates the four-way valve 60 in step S42 to disconnect the heat exchanger 15 from the temperature control device 100, and thereafter, the A2 part is removed. Then, the process proceeds to step S20 in FIG. In step S41, if the heat exchanger 15 is disconnected, this state is maintained, so step S42 is not executed, and the process proceeds to step S20 in FIG. .

  The PCU 700 needs to be cooled almost constantly, whereas the battery 400 needs to be heated when the temperature is low and needs to be cooled when the temperature is high. Therefore, as described above, the refrigerant path is switched based on the ambient temperature and the temperature of the battery so that the heat generated by the PCU 700 can be used to raise the temperature of the battery 400 and can be cooled together with the PCU 700 when the battery 400 becomes hot. did.

  At that time, in order to realize an early temperature rise of the battery 400, by making a short circuit connection between the cooler 30 and the heat exchanger 110 as shown in FIG. A natural circulation heat pipe cycle using the cooler 30 as a radiator was realized.

  By having the refrigerant liquid in the cooler 30 at the lowest point in the vertical direction, the cooling capacity at the start is compensated. Preferably, it is desirable to determine whether or not the coolant has fallen downward and switch the four-way valve 60 to change to short circuit connection. However, when the four-way valve 60 is switched is after the time when the determination is completed, Any time may be used until the next generation of heat of the system is started.

  Finally, referring to the drawings again, the embodiments of the present application will be summarized. Referring to FIG. 2, the present invention is summarized as a temperature control device 100 for an electric vehicle including a PCU 700 for driving a motor and a battery 400 for supplying power to the PCU 700, wherein the battery 400 and the refrigerant A heat exchanger 110 for exchanging heat between them, a cooler 30 for cooling the PCU 700 with a refrigerant, and a first refrigerant passage (26, 26) for circulating the refrigerant between the heat exchanger 110 and the cooler 30. 35-37), a condenser (heat exchanger 15), a second refrigerant passage (23-25) for allowing the refrigerant to pass through the condenser (heat exchanger 15), a first refrigerant passage and a second refrigerant passage. The first state (FIGS. 6 and 7) in which the second refrigerant passage is separated from the first refrigerant passage, and the second refrigerant passage in the first refrigerant passage so that the second refrigerant passage is incorporated into a part of the first refrigerant passage. 2nd state connected to one refrigerant passage (figure Comprises switching unit for switching between the FIG. 5) and (four-way valve 60), and a control unit 70 for controlling the switching unit. The heat exchanger 110 is disposed at a position higher than the cooler 30 in a state where the electric vehicle is disposed on a horizontal plane. The condenser (heat exchanger 15) is disposed at a position higher than the heat exchanger 110 in a state where the electric vehicle is disposed on a horizontal plane. As shown in FIG. 8, when the switching unit is set to the second state and the operation stop command for the electric vehicle is input, the control device 70 causes the refrigerant to be on the condenser (heat exchanger 15) side. After a predetermined condition indicating that the refrigerant passage has moved to the first refrigerant passage on the cooler 30 side is satisfied (YES in step S24 in FIG. 8), the switching unit is switched from the second state to the first state.

  Preferably, as shown in FIG. 9, during the operation of the electric vehicle, control device 70 has an outside air temperature Tout higher than first threshold value ToutL and battery 400 temperature Tb higher than second threshold value TbL. When the temperature is high, the switching unit is set to the second state. When the outside air temperature Tout is lower than the first threshold value ToutL and the temperature Tb of the battery 400 is lower than the second threshold value TbL, the switching unit is set. Is set to the first state.

  Preferably, the switching unit is provided at any connection position of the first refrigerant passage, communicates the connection position of the first refrigerant passage (between the connection ports GH) in the first state, and connects in the second state. 4 is a four-way valve 60 into which the second refrigerant passage is inserted. Instead of the four-way valve 60, a bypass passage for bypassing the heat exchanger 15 and a switching valve may be provided.

  Preferably, the predetermined condition includes a condition that a predetermined time has elapsed after the operation stop command for the electric vehicle is input.

  Preferably, temperature control device 100 further includes a refrigerant reservoir (liquid reservoir 31) disposed in the first refrigerant passage. The predetermined condition includes a condition that a predetermined amount of the refrigerant is stored in the refrigerant storage unit.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

  DESCRIPTION OF SYMBOLS 10 Vapor compression refrigeration cycle, 12 Compressor, 14, 15 Heat exchanger, 16 Expansion valve, 21-29, 34-37 Refrigerant passage, 30 Cooler, 31 Liquid reservoir, 38 Flow rate adjustment valve, 40 Gas-liquid separator , 46 receiver, 48 pump, 50, 60 four-way valve, 70 control device, 72 outside air sensor, 74 operation unit, 76 temperature sensor, 78 liquid level sensor, 100 temperature control device, 300 motor generator, 400 battery, 600 power cable, 700 PCU, 1000 vehicle, A to D, E to H Connection port.

Claims (5)

A temperature control device for an electric vehicle including a drive unit for driving a motor and a power storage device for supplying electric power to the drive unit,
A heat exchanger for exchanging heat between the power storage device and the refrigerant;
A cooler for cooling the drive unit with the refrigerant;
A first refrigerant passage for circulating the refrigerant between the heat exchanger and the cooler;
A condenser,
A second refrigerant passage for passing the refrigerant through the condenser;
The relationship between the first refrigerant passage and the second refrigerant passage is the first state in which the second refrigerant passage is separated from the first refrigerant passage, and the second refrigerant passage is a part of the first refrigerant passage. A switching unit that switches between the second state in which the second refrigerant passage is connected to the first refrigerant passage so as to be incorporated,
The heat exchanger is disposed at a position higher than the cooler in a state where the electric vehicle is disposed on a horizontal plane.
The condenser is disposed at a position higher than the heat exchanger in a state where the electric vehicle is disposed on a horizontal plane,
A control device for controlling the switching unit;
When the switching unit is set to the second state and the operation stop command for the electric vehicle is input, the control device causes the refrigerant to flow from the second refrigerant passage on the condenser side to the cooler. The temperature control apparatus which switches the said switch part from the said 2nd state to the said 1st state after the predetermined condition which shows having moved to the said 1st refrigerant | coolant channel | path of the side is satisfied.   When the outside air temperature is higher than the first threshold value and the temperature of the power storage device is higher than the second threshold value during operation of the electric vehicle, the control device moves the switching unit to the second threshold value. When the outside air temperature is lower than the first threshold value and the temperature of the power storage device is lower than the second threshold value, the switching unit is set to the first state. The temperature control apparatus according to claim 1.   The switching unit is provided at any connection position of the first refrigerant passage, communicates the connection position of the first refrigerant passage in the first state, and moves the second position to the connection position in the second state. The temperature control apparatus of Claim 1 which is a four-way valve which inserts a refrigerant path.   The temperature adjustment device according to claim 1, wherein the predetermined condition includes a condition that a predetermined time has elapsed after an operation stop command for the electric vehicle is input. A refrigerant reservoir disposed in the first refrigerant passage;
The temperature adjustment device according to claim 1, wherein the predetermined condition includes a condition that a predetermined amount of refrigerant is stored in the refrigerant storage unit.

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