JP6796014B2 - Vehicle interior heat management system - Google Patents

Description

The present disclosure relates to a heat management system in a vehicle interior, and more particularly to an improvement in heating capacity at the start of heating operation in a heat pump cycle capable of cooling and heating.

A technique is disclosed in which the heat of a high-temperature and high-pressure refrigerant in a refrigeration cycle is transferred to a liquid heat medium in a hot water cycle to generate hot water to heat the interior of a vehicle (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2007-284011

A cycle as in Patent Document 1 exhibits a certain capacity in a stable state during heating operation, but improvement of heating capacity at the start of heating operation (immediately after the start of heating start) is required. For example, in Patent Document 1, when the cycle is stopped, the heat of the hot water cycle whose temperature has been raised during the operation of the cycle is dissipated to the surroundings, and it is necessary to reheat it when the cycle is restarted next time. , There was room for improvement in the capacity immediately after the heating was started.

The present disclosure provides a heat management system in a vehicle interior that can store heat so that the heat of the liquid heat medium is not easily lost and can surely return the heat to the cycle of the liquid heat medium at the next restart. The purpose is to do.

In the vehicle interior heat management system according to the present invention, at least the first loop in which the pump and the heater core are connected by pipes to circulate the liquid heat medium and at least the compressor, the outdoor heat exchanger and the evaporator are connected by pipes. A second loop having an expansion device between the discharge side of the compressor and the evaporator, and between the discharge side of the compressor and the expansion device of the second loop. A refrigerant condenser that exchanges heat between the refrigerant flowing through the second loop and the liquid heat medium flowing through the first loop, and a first bypass flow path through which the liquid heat medium of the first loop flows. , The second bypass flow path through which the refrigerant flows between the evaporator of the second loop and the suction side of the compressor, and the heat of the liquid heat medium of the first bypass flow path is stored and the heat is stored. It has a heat storage unit that moves the second bypass flow path to the refrigerant, a first opening / closing device that opens / closes the first bypass flow path, and a second opening / closing device that opens / closes the second bypass flow path. and thermal storage device, a vehicle interior thermal management system of Ru wherein the vehicle interior thermal management system (1), the endothermic amount at the second bypass flow path from the time the heating operation is started started predetermined It has a first heating mode that is executed before the value falls below the value, and in the first heating mode, the first bypass flow path is closed and the second bypass flow path is opened. The heat transferred to the refrigerant in the second bypass flow path of the heat storage unit is used in the first heating mode . The heating capacity at the initial stage of heating operation can be improved.

In the vehicle interior heat management system according to the present invention, the expansion device includes a first expansion device arranged between the discharge side of the compressor and the outdoor heat exchanger, the outdoor heat exchanger, and the outdoor heat exchanger. It preferably includes a second inflator located between it and the evaporator. By appropriately adiabatically expanding the refrigerant, the refrigerant having a more appropriate temperature can be sent to each of the outdoor heat exchanger and the evaporator, and the heating operation and the cooling operation by the refrigeration cycle can be performed.

In the vehicle interior heat management system according to the present invention, it is preferable that the heat storage device further includes a first outflow prevention device that opens and closes the outlet of the first bypass flow path. When the vehicle is stopped, the liquid heat medium whose temperature has risen in the first bypass flow path of the heat storage device comes into contact with the liquid heat medium in the first loop to prevent the heat stored in the heat storage device from being lost. be able to.

In the vehicle interior heat management system according to the present invention, it is preferable that the heat storage device further includes a second outflow prevention device that opens and closes the outlet of the second bypass flow path. Prevents the refrigerant that has expanded due to temperature rise in the second bypass flow path of the heat storage device from coming into contact with the refrigerant in the second loop and losing the heat stored in the heat storage device in the heat storage mode or when the vehicle is stopped. can do.

In the vehicle interior heat management system according to the present invention, it is preferable that the first loop further has an auxiliary heater between the downstream side of the refrigerant condenser and the heater core. It can be heated more stably.

The vehicle interior heat management system according to the present invention has a second heating mode that is executed after the amount of heat absorbed in the second bypass flow path falls below a predetermined value from the time when the heating operation starts. In the second heating mode, it is preferable to close the first bypass flow path and close the second bypass flow path. When the liquid heat medium of the first loop is sufficiently warmed and the need for heat exchange in the heat storage device is low, the heat storage device can be bypassed to reduce the passage resistance in the heat storage device. As a result, in the second loop, the suction pressure by the compressor can be made smaller, and the power of the compressor can be made lower.

The vehicle interior heat management system according to the present invention has a first heat storage mode that is executed when the engine is stopped, and in the first heat storage mode, the first bypass flow path is opened and the said It is preferable to close the second bypass flow path. The heat of the liquid heat medium of the first loop warmed during the heating operation can be stored in the heat storage device.

The vehicle interior heat management system according to the present invention has a second heat storage mode that is executed when the engine is operating, and in the second heat storage mode, the first bypass flow path is opened. Moreover, it is preferable to close the second bypass flow path. By storing the heat of the liquid heat medium in the heat storage device while the engine is operating, more heat can be stored in the heat storage device.

In the vehicle interior heat management system according to the present invention, after the engine operation is stopped, a second heating mode is executed in which the first bypass flow path is closed and the second bypass flow path is closed. It is preferable to do so. By isolating the heat storage device from the first loop and the second loop after the engine operation is stopped, the liquid heat medium whose temperature has risen in the first bypass flow path of the heat storage device is the liquid heat in the first loop. Prevents contact with the medium and prevention of the refrigerant that has expanded due to temperature rise in the second bypass flow path of the heat storage device coming into contact with the refrigerant in the second loop and losing the heat stored in the heat storage device. can do.

According to the present disclosure, the heat management system in the vehicle interior can store heat so that the heat of the liquid heat medium is not easily lost, and can surely return the heat to the cycle of the liquid heat medium at the next restart. Can be provided.

It is a system diagram which shows an example of the heat management system in the vehicle interior which concerns on this embodiment. It is a perspective view which shows an example of a heat storage device. It is a front view which shows a part of the laminated body of the heat storage apparatus of FIG. It is a top view which shows an example of the plate which forms the tube (first tube) of the 1st bypass flow path. It is a top view which shows an example of the plate which forms the tube (second tube) of the 2nd bypass flow path. It is a top view which shows an example of the plate which forms the tube (third tube) of a heat storage part. It is an enlarged view of the part A of FIG. 1, and is the figure for demonstrating the 1st heating mode. It is an enlarged view of the part A of FIG. 1, and is the figure for demonstrating the 2nd heating mode. It is an enlarged view of the part A of FIG. 1, and is the figure for demonstrating the first heat storage mode. It is an enlarged view of the part A of FIG. 1, and is the figure for demonstrating the second heat storage mode. It is a system diagram which shows the modification of the heat management system in the vehicle interior which concerns on this embodiment. It is a Moriel diagram in the first heating mode. It is a figure for demonstrating the effect of heat storage in a heat storage device. It is a system diagram which shows an example of the air-conditioning cooling operation and the battery cooling operation. It is a system diagram which shows an example of the air-conditioning heating operation and the battery heating operation. It is a system diagram which shows an example of a heating start operation and a battery heating operation.

Hereinafter, one aspect of the present invention will be described with reference to the accompanying drawings. The embodiments described below are examples of the present invention, and the present invention is not limited to the following embodiments. In the present specification and the drawings, the components having the same reference numerals shall indicate the same components. Various morphological changes may be made as long as the effects of the present invention are exhibited.

FIG. 1 is a system diagram showing an example of a heat management system in a vehicle interior according to the present embodiment. As shown in FIG. 1, the vehicle interior heat management system 1 according to the present embodiment has at least a first loop 10 in which a pump 11 and a heater core 12 are connected by a pipe to circulate a liquid heat medium, and at least a compressor 21. , A loop in which the outdoor heat exchanger 22 and the evaporator 23 are connected by a pipe to circulate the refrigerant, and the second loop 20 having expansion devices 24 and 25 between the discharge side of the compressor 21 and the evaporator 23. , Arranged between the discharge side of the compressor 21 of the second loop 20 and the expansion devices 24 and 25, heat exchange is performed between the refrigerant flowing through the second loop 20 and the liquid heat medium flowing through the first loop 10. The refrigerant condenser 30, the first bypass flow path (not shown) through which the liquid heat medium of the first loop 10 flows, and the refrigerant flowing between the evaporator 23 of the second loop 20 and the suction side of the compressor 21. 2 bypass flow path (not shown), heat storage unit (not shown) that stores heat of the liquid heat medium of the first bypass flow path and transfers the heat to the refrigerant of the second bypass flow path, the first A heat storage device 40 having a first opening / closing device 41 for opening / closing the bypass flow path and a second opening / closing device 42 for opening / closing the second bypass flow path is provided.

The heat management system 1 is a heat pump cycle capable of cooling and heating the vehicle interior and having a heat storage function.

The first loop 10 has, for example, a main flow path for circulating a liquid heat medium in the order of a pump 11, a heater core 12, and a refrigerant condenser 30. The pump 11 is, for example, an electric pump, and circulates a liquid heat medium in the first loop 10. The pump 11 is sometimes called a water pump. FIG. 1 shows a form in which the pump 11 is provided between the refrigerant condenser 30 and the heater core 12, but in the present invention, the position of the pump 11 in the first loop 10 is not limited.

The heater core 12 is a heating heat exchanger that generates warm air for heating the interior of the vehicle. The heater core 12 is arranged in an air flow path formed in the housing 51 of the vehicle air conditioner 50. An air suction port 54 is formed upstream of the housing 51, and the blown air taken in by the blower 52 is directed to the heater core 12 by the air mix door 53 arranged on the upstream side of the heater core 12. It is appropriately distributed to the air bypassing 12. The blown air toward the heater core 12 exchanges heat with the liquid heat medium. The blast air (warm air) warmed by the heater core 12 becomes conditioned air by being appropriately mixed with the blast air (not shown) bypassing the heater core 12, and the air outlet control device (not shown) allows the housing 51 to be conditioned. It is appropriately blown into the vehicle interior from the outlets 55 and 56 formed downstream.

In the vehicle interior heat management system 1 according to the present embodiment, it is preferable that the first loop 10 further has an auxiliary heater (not shown) between the downstream side of the refrigerant condenser 30 and the heater core 12. The auxiliary heater is, for example, an electric heating type heater such as a PTC heater. When the heat energy received by the liquid heat medium in the refrigerant condenser 30 is small, the liquid heat medium can be heated more stably by the auxiliary heating by the auxiliary heater.

The second loop 20 has, for example, a main flow path for circulating the refrigerant in the order of the compressor 21, the refrigerant condenser 30, the expansion device 24, the outdoor heat exchanger 22, the expansion device 25, and the evaporator 23. The main flow path constitutes a refrigeration cycle. The refrigerant is, for example, chlorofluorocarbon or carbon dioxide.

The compressor 21 receives a driving force of a motor (not shown) driven by electric power or a driving force from an engine (not shown) to compress a low-temperature low-pressure gaseous refrigerant to a high temperature. Use a high-pressure gaseous refrigerant.

The outdoor heat exchanger 22 is generally arranged in the engine room in front of the vehicle, and cools a high-temperature and high-pressure gaseous refrigerant by an outside air flow to obtain a high-temperature and high-pressure liquid refrigerant. The outside airflow is generated by the operation of the cooling fan 61, the running of the vehicle, or both.

The evaporator 23 is a cooling heat exchanger that vaporizes a liquid refrigerant and cools and dehumidifies the blown air passing through the evaporator 23 by the heat of vaporization at that time. The evaporator 23 is arranged in an air flow path formed in the housing 51 of the vehicle air conditioner 50. The evaporator 23 is preferably arranged on the upstream side of the air flow path with respect to the heater core 12. The cooled air can be reheated and the blown air can be dehumidified. The air mix door 53 bypasses all the blown air (cold air) that has passed through the evaporator 23 (not shown), or the ratio of bypassing the heater core 12 is increased, and the vehicle is driven from the outlets 55 and 56. The interior of the vehicle can be cooled by blowing it into the interior.

The expansion devices 24 and 25 decompress and expand the high-pressure refrigerant to obtain a low-pressure refrigerant, and adjust the flow rate of the refrigerant. Although FIG. 1 shows a form having two expansion devices 24 and 25, the present invention is not limited to this, and the expansion device is arranged between the discharge side of the compressor 21 and the outdoor heat exchanger 22. It may be in the form (not shown) having only the first expansion device 24.

In the vehicle interior heat management system 1 according to the present embodiment, the expansion devices 24 and 25 are the first expansion device 24 arranged between the discharge side of the compressor 21 and the outdoor heat exchanger 22, and the outdoor heat. It is preferable to include a second expansion device 25 arranged between the exchanger 22 and the evaporator 23. It is more preferable that the first expansion device 24 is arranged between the refrigerant condenser 30 and the outdoor heat exchanger 22. The first expansion device 24 uses a high-pressure liquid refrigerant flowing out of the refrigerant condenser 30, which will be described later, as a low-pressure mist-like (mixed gas and liquid) refrigerant, if necessary. The second expansion device 25 uses the high-pressure liquid refrigerant flowing out of the outdoor heat exchanger 22 as a low-pressure mist-like (mixed gas and liquid) refrigerant, if necessary. When the decompression / expansion of the refrigerant by the first expansion device 24 is sufficient and the decompression / expansion of the refrigerant by the second expansion device 25 is unnecessary, the second expansion device 25 increases the opening degree. It is preferable that the refrigerant flows as it is without decompressing or expanding the refrigerant. By having the first expansion device 24 and the second expansion device 25, the refrigerant can be appropriately adiabatically expanded, and the refrigerant having a more appropriate temperature can be sent to each of the outdoor heat exchanger 22 and the evaporator 23. The heating operation and the cooling operation can be performed by the refrigeration cycle 1.

The refrigerant condenser 30 is also called a water condenser (WCDS), and is a heat exchanger that exchanges heat between a liquid heat medium flowing through the first loop 10 and a refrigerant flowing through the second loop 20. In the refrigerant condenser 30, the liquid heat medium absorbs the heat of the refrigerant and is heated.

The heat storage device 40 is a device that stores the heat of the liquid heat medium of the first loop 10 warmed during the heating operation and transfers the stored heat to the refrigerant of the second loop 20. The heat storage device 40 opens and closes the first bypass flow path (not shown), the second bypass flow path (not shown), the heat storage unit (not shown), and the first bypass flow path. It has a device 41 and a second switchgear 42 that opens and closes the second bypass flow path.

The first bypass flow path is a sub flow path that bypasses the main flow path of the first loop 10. The inlet of the first bypass flow path is connected to a pipe 71 branching from the main flow path between the heater core 12 of the first loop 10 and the refrigerant condenser 30. The outlet of the first bypass flow path is connected to a pipe 72 that joins the main flow path between the heater core 12 of the first loop 10 and the refrigerant condenser 30.

The second bypass flow path is a sub flow path that bypasses the main flow path of the second loop 20. The inlet of the second bypass flow path is connected to a pipe 73 branching from the main flow path between the evaporator 23 and the compressor 21 of the second loop 20. The outlet of the second bypass flow path is connected to a pipe 74 that joins the main flow path between the evaporator 23 and the compressor 21 of the second loop 20 of the second loop 20.

It is preferable that the heat storage unit is filled with a heat storage material. The heat storage material is a substance that keeps the temperature of the substance in contact at a predetermined temperature. The heat storage material may be called a cold storage material when the holding temperature is below room temperature, or may be comprehensively called a heat storage / cold storage material. The heat storage material referred to in the present invention includes a cold storage material or a heat storage / cold storage material. The heat storage material is, for example, a sensible heat storage material that utilizes specific heat, a latent heat storage material that utilizes phase changes such as melting and solidification, and a chemical heat storage material that utilizes heat absorption and heat generation due to a chemical reaction. Of these, the latent heat storage material is preferable because the amount of heat per unit mass is larger than that of the sensible heat storage material and the chemical stability is higher than that of the chemical heat storage material. The latent heat storage material is, for example, paraffin. Paraffin is a substance containing a chain hydrocarbon compound having a general formula of C _n H _{2n + 2} or a cyclic hydrocarbon compound having a general formula of C _n H _2n (where n ≧ 3). In the present embodiment, paraffin is more preferably composed of a chain hydrocarbon compound as a main component in terms of higher chemical stability. Paraffin has a different melting point (freezing point) depending on whether the number of carbon atoms (the number of n in the general formula) is large or small or the structure of the carbon chain is linear, branched or cyclic. Therefore, paraffin having a phase change temperature according to the target holding temperature can be arbitrarily selected. The melting point (freezing point) of the heat storage material is not particularly limited, but is preferably 30 to 40 ° C., for example.

The first switchgear 41 is a valve that opens and closes the flow of the liquid heat medium to the pipe 71 connected to the inlet of the first bypass flow path or the pipe 72 connected to the outlet of the first bypass flow path. It is preferable, for example, a three-way valve (shown in FIG. 1) or a stop valve (not shown). FIG. 1 shows a form in which the first switchgear 41 is provided at the inlet of the first bypass flow path, but the present invention is not limited to this, and the first switchgear 41 is the first bypass flow. It may be provided at the exit of the road. The pipe 81 connected to the pipe 72 from the inlet of the first bypass flow path without passing through the first bypass flow path is a part of the main flow path of the first loop 10.

The second switchgear 42 may be a valve that opens and closes the flow of the refrigerant to the pipe 73 connected to the inlet of the second bypass flow path or the pipe 74 connected to the outlet of the second bypass flow path. Preferably, for example, a three-way valve (shown in FIG. 1) or a stop valve (not shown). FIG. 1 shows a form in which the second switchgear 42 is provided at the inlet of the second bypass flow path, but the present invention is not limited to this, and the second switchgear 42 is the second bypass flow. It may be provided at the exit of the road. The pipe 82 that connects the inlet of the second bypass flow path to the pipe 74 without passing through the second bypass flow path is a part of the main flow path of the second loop 20.

FIG. 2 is a perspective view showing an example of the heat storage device. FIG. 3 is a front view showing a part of the laminated body of the heat storage device of FIG. In the heat storage device 40, a first tube 43 having a first bypass flow path inside, a second tube 44 having a second bypass flow path inside, and a third tube 45 having a heat storage section inside are laminated. It is preferable to have the laminated body 46. As shown in FIGS. 2 and 3, the laminated body 46 has a partial structure in which the third tube 45 is sandwiched between the first tube 43 and the second tube 44, and the partial structure is as shown in FIG. It is preferable that the first tube 43 is arranged on one surface 45a side of the third tube 45, and the second tube 44 is arranged on the other surface 45b side of the third tube 45. When the heat storage device 40 has the laminated body 46, the heat of the liquid heat medium flowing through the first bypass flow path in the first tube 43 is filled in the heat storage portion in the third tube 45 adjacent to the first tube 43. The heat can be efficiently transferred by the heat storage material, and the heat stored in the heat storage unit can be efficiently transferred by the refrigerant flowing through the second bypass flow path in the second tube 44 adjacent to the third tube 45. Can be transmitted. The laminated body 46 shown in FIG. 2 is an example, and the present invention is not limited to the arrangement of the tubes 43, 44, 45 and the number of tubes 43, 44, 45 in the laminated body 46.

Next, an example of a plate forming each tube 43, 44, 45 of the laminated body 46 will be described.

FIG. 4 is a plan view showing an example of a plate forming a tube (first tube) of the first bypass flow path. The plate (hereinafter referred to as the first plate) 100 forming the first tube 43 (shown in FIG. 2) is made of a metal such as an aluminum alloy or a copper alloy, and has, for example, a substantially square outer shape. The first plate 100 is formed, for example, on the inner surface (the surface shown in FIG. 4) 100a so as to bulge outward from the peripheral wall 108 and the surface of the peripheral wall 108 in the plate thickness direction of the first plate 100. It has a recess 103, through holes 101, 102 communicating with the recess 103, and through holes 104, 105, 106, 107 not communicating with the recess 103. The peripheral wall 108 is provided at least on the peripheral edge of the first plate 100. The recess 103 forms a first bypass flow path. As shown in FIG. 4, the recess 103 preferably has a return portion 103a. The total length of the first bypass flow path can be increased, and heat can be transferred more efficiently. Further, the cross-sectional area of the first bypass flow path can be reduced, the flow velocity of the liquid heat medium can be increased, and heat can be transferred more efficiently. The through hole 101 communicating with the recess 103 serves as an inflow port or an outflow port for flowing the liquid heat medium into the first bypass flow path formed by the recess 103. The through hole 102 communicating with the recess 103 serves as an outlet or an inlet for the liquid heat medium to flow out from the first bypass flow path formed by the recess 103. Through holes 104 and 105 that do not communicate with the recess 103 form a flow path for the refrigerant sent to the second tube 44. Through holes 106 and 107 that do not communicate with the recess 103 form a flow path for the heat storage material sent to the third tube 45.

In the first tube 43, the inner surfaces 100a of the two first plates 100 face each other, and the tops of the peripheral walls 108 of the first plates 100 are brought into contact with each other so that the first plates 100 are brought into contact with each other. It is formed by joining by brazing or the like. Then, a space formed by the recess 103 is formed between the two first plates 100, and the space becomes the first bypass flow path.

FIG. 5 is a plan view showing an example of a plate forming a tube (second tube) of the second bypass flow path. The plate (hereinafter referred to as the second plate) 200 forming the second tube 44 (shown in FIG. 2) is made of a metal such as an aluminum alloy or a copper alloy, and has, for example, a substantially square outer shape. The second plate 200 is formed, for example, on the inner surface (the surface shown in FIG. 4) 200a so as to bulge outward from the peripheral wall 208 and the surface of the peripheral wall 208 in the plate thickness direction of the second plate 200. It has a recess 203, through holes 204 and 205 communicating with the recess 203, and through holes 201, 202, 206 and 207 not communicating with the recess 203. The peripheral wall 208 is provided at least on the peripheral edge of the second plate 200. The recess 203 forms a second bypass flow path. As shown in FIG. 5, the recess 203 preferably has a return portion 203a. The total length of the second bypass flow path can be increased, and heat can be transferred more efficiently. Further, the cross-sectional area of the second bypass flow path can be reduced, the flow velocity of the refrigerant can be increased, and heat can be transferred more efficiently. The through hole 204 communicating with the recess 203 serves as an inflow port or an outflow port for flowing the refrigerant into the second bypass flow path formed by the recess 203. The through hole 205 communicating with the recess 203 serves as an outlet or an inflow port for the refrigerant to flow out from the second bypass flow path formed by the recess 203. Through holes 201 and 202 that do not communicate with the recess 203 form a flow path for the liquid heat medium sent to the first tube 43. Through holes 206 and 207 that do not communicate with the recess 203 form a flow path for the heat storage material sent to the third tube 45.

In the second tube 44, the inner surfaces 200a of the two second plates 200 face each other, and the tops of the peripheral walls 208 of the second plates 200 are brought into contact with each other so that the second plates 200 are brought into contact with each other. It is formed by joining by brazing or the like. Then, a space composed of the recess 203 is formed between the two second plates 200, and the space becomes the second bypass flow path.

FIG. 6 is a plan view showing an example of a plate forming a tube (third tube) of the heat storage section. The plate (hereinafter referred to as the third plate) 300 forming the third tube 45 (shown in FIG. 2) is made of a metal such as an aluminum alloy or a copper alloy, and has, for example, a substantially rectangular outer shape. The third plate 300 is formed, for example, on the inner surface (the surface shown in FIG. 4) 300a so as to bulge outward from the peripheral wall 308 and the surface of the peripheral wall 308 in the plate thickness direction of the third plate 300. It has a recess 303, through holes 306, 307 that communicate with the recess 303, and through holes 301, 302, 304, 305 that do not communicate with the recess 303. The peripheral wall 308 is provided at least on the peripheral edge of the third plate 300. The recess 303 forms a heat storage portion. The through holes 306 and 307 communicating with the recess 303 serve as filling ports for filling the heat storage portion formed by the recess 303 with the heat storage material. Through holes 301 and 302 that do not communicate with the recess 303 form a flow path for the liquid heat medium sent to the first tube 43. Through holes 304 and 305 that do not communicate with the recess 303 form a flow path for the refrigerant sent to the second tube 44.

In the third tube 45, the inner surfaces 300a of the two third plates 300 face each other, and the tops of the peripheral walls 308 of each second plate 300 are brought into contact with each other so that the third plates 300 are brought into contact with each other. It is formed by joining by brazing or the like. Then, a space formed by the recess 303 is formed between the two third plates 300, and the space becomes a heat storage portion.

When the tubes 43, 44, and 45 are laminated as shown in FIG. 2, the through hole 101 of the first plate 100 shown in FIG. 4 and the through hole 301 of the third plate 300 shown in FIG. 6 are shown in FIG. The through hole 201 of the second plate 200 is overlapped, the through hole 102 of the first plate 100 shown in FIG. 4, the through hole 302 of the third plate 300 shown in FIG. 6, and the second plate 200 shown in FIG. The through hole 202 of the above is overlapped. As a result, a tank for a liquid heat medium (not shown) for distributing and collecting the liquid heat medium to each first tube 43 of the laminated body 46 is formed, and liquid heat is formed in the first bypass flow path of each first tube 43. The medium can be distributed.

When the tubes 43, 44, and 45 are laminated as shown in FIG. 2, the through hole 104 of the first plate 100 shown in FIG. 4 and the through hole 304 of the third plate 300 shown in FIG. 6 are shown in FIG. The through hole 204 of the second plate 200 is overlapped, the through hole 105 of the first plate 100 shown in FIG. 4, the through hole 305 of the third plate 300 shown in FIG. 6, and the second plate 200 shown in FIG. The through hole 205 of the above is overlapped. As a result, a refrigerant tank (not shown) for distributing and collecting the refrigerant to each of the second tubes 44 of the laminated body 46 is formed, and the refrigerant can be circulated through the second bypass flow path of each of the second tubes 44. it can.

When the tubes 43, 44, and 45 are laminated as shown in FIG. 2, the through hole 106 of the first plate 100 shown in FIG. 4 and the through hole 306 of the third plate 300 shown in FIG. 6 are shown in FIG. The through hole 206 of the second plate 200 is overlapped, the through hole 107 of the first plate 100 shown in FIG. 4, the through hole 307 of the third plate 300 shown in FIG. 6, and the second plate 200 shown in FIG. The through hole 207 of the above is overlapped. As a result, a heat storage material filling portion (not shown) for filling each third tube 44 of the laminated body 46 with the heat storage material is formed, and the heat storage material can be filled in the heat storage portion of each third tube 45.

As described above, the first bypass flow path formed by the first tube 43 and the second bypass flow path formed by the second tube 44 are separated and flow through the first loop 10. The liquid heat medium and the refrigerant flowing through the second loop 20 do not mix. On the other hand, the first bypass flow path and the second bypass flow path are provided at positions where heat can be exchanged with the heat storage material, respectively.

In the vehicle interior heat management system 1 according to the present embodiment, it is preferable that the heat storage device 40 further includes a first outflow prevention device (not shown) that opens and closes the outlet of the first bypass flow path. The first outflow prevention device is, for example, a three-way valve or a stop valve. When the vehicle is stopped, the liquid heat medium whose temperature has risen in the first bypass flow path of the heat storage device 40 comes into contact with the liquid heat medium in the first loop 10, and the heat stored in the heat storage device 40 is lost. Can be prevented. Further, when the first switchgear 41 is provided at the outlet of the first bypass flow path, the first switchgear 41 may also serve as the first outflow prevention device.

In the vehicle interior heat management system 1 according to the present embodiment, it is preferable that the heat storage device 40 further includes a second outflow prevention device (not shown) that opens and closes the outlet of the second bypass flow path. The second outflow prevention device is, for example, a three-way valve or a stop valve. When the heat storage mode (first heat storage mode and second heat storage mode) or the vehicle is stopped, which will be described later, the refrigerant whose temperature rises and expands in the second bypass flow path of the heat storage device 40 is the refrigerant in the second loop 20. It is possible to prevent the heat stored in the heat storage device 40 from being lost due to contact with the heat storage device 40. Further, when the second switchgear 42 is provided at the outlet of the second bypass flow path, the second switchgear 42 may also serve as the second outflow prevention device.

Next, heat management by the heat management system 1 will be described.

FIG. 7 is an enlarged view of a portion A of FIG. 1 and is a diagram for explaining a first heating mode. 7 to 10 show a temperature detection unit 71t for detecting the temperature of the liquid heat medium before heat storage provided in the pipe 71, and a temperature detection for detecting the temperature of the liquid heat medium after heat storage provided in the pipe 72, respectively. 72t, a temperature detection unit 73t provided on the pipe 73 for detecting the temperature of the refrigerant before heat recovery, and a temperature detection unit 74t provided on the pipe 74 for detecting the temperature of the refrigerant after heat recovery are shown. .. The temperature detection units 71t, 72t, 73t, and 74t are not particularly limited, and for example, a thermocouple may be used.

In FIGS. 7 to 11, the first switchgear 41 and the second switchgear 42 are simply illustrated by a combination of three triangles, but the unfilled triangle is the direction in which the base of the triangle is located. The flow path of the refrigerant or liquid heat medium to is open, and the filled triangle means that the flow path of the refrigerant or liquid heat medium in the direction in which the base of the triangle is located is closed. .. The vehicle interior heat management system according to the present embodiment has a first heating mode that is executed from the time when the heating operation starts to the time when the amount of heat absorbed in the second bypass flow path falls below a predetermined value. However, in the first heating mode, as shown in FIG. 7, it is preferable to close the first bypass flow path and open the second bypass flow path. In the first switchgear 41, as shown in FIG. 7, the flow path to the pipe 71 connected to the inlet of the first bypass flow path is closed, and the refrigerant is condensed from the heater core 12 via the pipe 81. The flow path to the vessel 30 is open. Further, in the second switchgear 42, a flow path to the pipe 73 connected to the inlet of the second bypass flow path is open, and a flow path from the evaporator 23 to the compressor 21 via the pipe 82. Is closed. As a result, in the first heating mode, as shown in FIG. 7, the liquid heat medium of the first loop 10 flows out from the heater core 12 and then flows into the refrigerant condenser 30 without passing through the heat storage device 40. The refrigerant in the second loop 20 flows out of the evaporator 23, passes through the heat storage device 40, passes through the compressor 21, and then flows into the refrigerant condenser 30 (shown in FIG. 1).

The first heating mode is a mode of control performed in the early stages of heating operation. In the initial stage of the heating operation, the temperature of the liquid heat medium may be lower than the temperature required for heating and the desired heating temperature may not be obtained. In the present embodiment, the heating capacity in the initial stage of the heating operation can be improved by utilizing the heat of the heat storage device in the initial stage of the heating operation. “When the heating operation starts” is, for example, when the pump 11 shown in FIG. 1 is started. "The amount of heat absorbed in the second bypass flow path is less than a predetermined value" means "the temperature T4 detected by the temperature detection unit 74t, which is the temperature of the refrigerant after heat recovery, and the temperature of the refrigerant before heat recovery." The temperature difference between the refrigerant and the temperature T3 detected by a certain temperature detection unit 73t is less than a predetermined value. " When the heating operation starts, the refrigerant passing through the second bypass flow path recovers a large amount of heat from the heat storage material, so that the temperature difference between the refrigerants becomes maximum. After that, the amount of heat recovered from the heat storage material gradually decreases, and the temperature difference of the refrigerant gradually decreases. Then, when the temperature difference of the refrigerant is less than a predetermined value (for example, 5 ° C.), the first heating mode is terminated, assuming that the amount of heat stored in the heat storage material is small.

FIG. 8 is an enlarged view of a portion A of FIG. 1 and is a diagram for explaining a second heating mode. The vehicle interior heat management system according to the present embodiment has a second heating mode that is executed after the amount of heat absorbed in the second bypass flow path falls below a predetermined value from the time when the heating operation starts. In the second heating mode, as shown in FIG. 8, it is preferable to close the first bypass flow path and close the second bypass flow path. In the first switchgear 41, as shown in FIG. 8, the flow path to the pipe 71 connected to the inlet of the first bypass flow path is closed, and the refrigerant is condensed from the heater core 12 via the pipe 81. The flow path to the vessel 30 is open. Further, in the second switchgear 42, the flow path to the pipe 73 connected to the inlet of the second bypass flow path is closed, and the flow path from the evaporator 23 to the compressor 21 via the pipe 82. Is open. As a result, in the second heating mode, as shown in FIG. 8, the liquid heat medium of the first loop 10 flows out from the heater core 12 and then flows into the refrigerant condenser 30 without passing through the heat storage device 40. In addition, the refrigerant in the second loop 20 flows out of the evaporator 23, does not pass through the heat storage device 40, passes through the compressor 21, and then flows into the refrigerant condenser 30 (shown in FIG. 1).

The second heating mode is a mode of control performed during the stable stage of heating operation. In the stable stage of the heating operation, the temperature of the liquid heat medium has reached the temperature required for heating, and a desired heating temperature can be obtained without using the heat of the heat storage device. At this time, in the present embodiment, the passage resistance in the heat storage device 40 can be reduced by bypassing the heat storage device 40. As a result, in the second loop, the suction pressure by the compressor 21 can be made smaller, and the power of the compressor 21 can be further reduced.

FIG. 9 is an enlarged view of a portion A of FIG. 1 and is a diagram for explaining a first heat storage mode. The vehicle interior heat management system according to the present embodiment has a first heat storage mode that is executed when the engine is stopped. In the first heat storage mode, as shown in FIG. 9, a first bypass flow path is provided. It is preferable to open and close the second bypass flow path. In the first heat storage mode, the pump 11 (shown in FIG. 1) is put into the starting state after the engine is stopped. In the first switchgear 41, as shown in FIG. 9, a flow path to the pipe 71 connected to the inlet of the first bypass flow path is open, and the refrigerant is condensed from the heater core 12 via the pipe 81. The flow path to the vessel 30 is closed. Further, in the second switchgear 42, the flow path to the pipe 73 connected to the inlet of the second bypass flow path is closed, and the flow path from the evaporator 23 to the compressor 21 via the pipe 82. Is open. As a result, as shown in FIG. 9, the liquid heat medium of the first loop 10 flows out from the heater core 12, passes through the heat storage device 40, and flows into the refrigerant condenser 30.

The first heat storage mode is a mode of control executed when the engine is stopped. The first heat storage mode is preferably executed from the time when the engine is stopped until the amount of heat storage in the first bypass flow path falls below a predetermined value. "The amount of heat stored in the first bypass flow path is less than a predetermined value" means that "the temperature T1 detected by the temperature detection unit 71t, which is the temperature of the liquid heat medium before heat storage, and the liquid heat medium after heat storage". The temperature difference of the liquid heat medium from the temperature T2 detected by the temperature detection unit 72t, which is the temperature, is less than a predetermined value. " When the engine is stopped, a large amount of heat is transferred from the liquid heat medium passing through the first bypass flow path to the heat storage material, so that the temperature of the liquid heat medium becomes maximum. After that, the amount of heat transferred to the heat storage material gradually decreases, and the temperature difference of the liquid heat medium gradually decreases. Then, when the temperature difference of the liquid heat medium is less than a predetermined value (for example, 3 ° C.), it is assumed that a large amount of heat is stored in the heat storage material, and the first heat storage mode is terminated.

FIG. 10 is an enlarged view of a portion A in FIG. 1 and is a diagram for explaining a second heat storage mode. The vehicle interior heat management system according to the present embodiment has a second heat storage mode that is executed when the engine is operating, and in the second heat storage mode, as shown in FIG. 10, a first bypass It is preferable to open the flow path and close the second bypass flow path. In the first switchgear 41, as shown in FIG. 10, a flow path to the pipe 71 connected to the inlet of the first bypass flow path is open, and the refrigerant is condensed from the heater core 12 via the pipe 81. The flow path to the vessel 30 is closed. Further, in the second switchgear 42, the flow path to the pipe 73 connected to the inlet of the second bypass flow path is closed, and the flow path from the evaporator 23 to the compressor 21 via the pipe 82. Is open. As a result, in the second heat storage mode, as shown in FIG. 10, the liquid heat medium of the first loop 10 flows out from the heater core 12, passes through the heat storage device 40, and flows into the refrigerant condenser 30. The refrigerant in the second loop 20 flows out of the evaporator 23, does not pass through the heat storage device 40, passes through the compressor 21, and then flows into the refrigerant condenser 30.

The second heat storage mode is a mode of control performed while the engine is running. The second heat storage mode is preferably executed in the stable stage of the heating operation when the temperature of the liquid heat medium reaches the temperature required for heating. In the second heat storage mode, more heat can be stored in the heat storage device by storing the heat of the liquid heat medium in the heat storage device while the engine is operating.

In the vehicle interior heat management system according to the present embodiment, after the engine operation is stopped, a second heating mode is executed in which the first bypass flow path is closed and the second bypass flow path is closed. Is preferable. By isolating the heat storage device from the first loop and the second loop after the engine operation is stopped, the liquid heat medium whose temperature has risen in the first bypass flow path of the heat storage device is the liquid heat in the first loop. Prevents contact with the medium and prevention of the refrigerant that has expanded due to temperature rise in the second bypass flow path of the heat storage device coming into contact with the refrigerant in the second loop and losing the heat stored in the heat storage device. can do.

FIG. 11 is a system diagram showing a modified example of the heat management system in the vehicle interior according to the present embodiment. The heat management system 2 of the modified example shown in FIG. 11 has the same basic configuration and its operation and effect as the heat management system 1 shown in FIG. 1 except that it has a short flow path 26. As shown in FIG. 11, in the vehicle interior heat management system 2 according to the present embodiment, the expansion devices 24 and 25 are first arranged between the discharge side of the compressor 21 and the outdoor heat exchanger 22. A second loop 20 bypasses the refrigerant condenser 30 and the first inflator 24, including an inflator 24 and a second inflator 25 located between the outdoor heat exchanger 22 and the evaporator 23. Therefore, it is preferable to have a short flow path 26 for flowing the refrigerant discharged from the compressor 21 to the outdoor heat exchanger 22. During the cooling operation, the passage resistance in the refrigerant condenser 30 can be reduced by allowing the refrigerant discharged from the compressor 21 to flow through the short flow path 26 to bypass the refrigerant condenser 30. As a result, the suction pressure by the compressor 21 can be made smaller, and the power of the compressor 21 can be further reduced. Further, when the refrigerant discharged from the compressor 21 flows through the short flow path 26 during the cooling operation, the second expansion device 25 causes the high-pressure liquid refrigerant flowing out of the outdoor heat exchanger 22 to be in the form of a low-pressure mist. Use as a (mixed state of gas and liquid) refrigerant. On the other hand, during the heating operation, the refrigerant discharged from the compressor 21 flows to the refrigerant condenser 30 as in the heat management system 1 of FIG. At this time, in the first expansion device 24, the high-pressure gaseous refrigerant discharged from the compressor 21 was used as a low-pressure atomized refrigerant, and in the second expansion device 25, the refrigerant flowed out from the outdoor heat exchanger 22. It is preferable to flow the low-pressure gaseous refrigerant without depressurizing or expanding it.

FIG. 12 is a Moriel diagram in the first heating mode. Explaining the relationship between the Moriel diagram shown in FIG. 12 and each component shown in FIG. 1, the state change of the refrigerant in the compressor 21 is between points A and B, and the refrigerant condenser 30 is between points B and C. Change of state of the refrigerant at the point C to point D, change of state of the refrigerant at the expansion device 24 between points C and D, state of the refrigerant at the outdoor heat exchanger 22, evaporator 23 and heat storage device 40 between points D and A. The changes are shown respectively. In the first heating mode, as shown in FIG. 7, when the refrigerant passes through the heat storage device 40, the enthalpy of the refrigerant is due to the increase in enthalpy due to the endothermic heat in the outdoor heat exchanger 22 and the endothermic heat in the evaporator 23. The increase h3 of enthalpy due to endothermic heat in the heat storage device 40 is added to the increase h2 of enthalpy. Therefore, the enthalpy at the point A, that is, the enthalpy of the refrigerant sucked into the compressor 21 can be further increased. Further, in the compressor 21, the enthalpy at point B, that is, the enthalpy of the refrigerant flowing into the refrigerant condenser 30, is further increased by the increase h4 of the enthalpy due to the increase in energy due to the compression of the refrigerant. As a result, the temperature of the refrigerant flowing through the refrigerant condenser 30 becomes high, and the temperature of the liquid heat medium can be raised by heat exchange between the refrigerant and the liquid heat medium in the refrigerant condenser 30, and the initial stage of the heating operation can be performed. In, the heating capacity can be improved.

FIG. 13 is a diagram for explaining the effect of heat storage in the heat storage device. When there is no heat storage device, as shown in line 901 of FIG. 13, the heat of the liquid heat medium of the first loop 10 is dissipated as time passes from T1 when the previous heating operation is stopped, and the temperature of the liquid heat medium becomes low. , Approaching the outside air temperature W1. Then, even if the pump 11 and the compressor 21 are started at T2 at the start of the next heating operation, it takes time for the temperature of the liquid heat medium to reach the temperature W3 required for heating, as shown by line 901 in FIG. There was a problem that the heating capacity was insufficient at the initial stage of the heating operation.

On the other hand, in the heat management system according to the present embodiment, by providing the heat storage device 40 (shown in FIG. 9) and executing the first heat storage mode, immediately after T1 when the previous heating operation is stopped, FIG. Like the wire 902, the heat of the liquid heat medium is stored in the heat storage section of the heat storage device 40, and the temperature of the liquid heat medium is rapidly lowered to the temperature W2. After that, as the heating operation is stopped and time elapses, the heat of the liquid heat medium of the first loop 10 is dissipated, the temperature of the liquid heat medium becomes low, and the temperature approaches the outside air temperature W1. However, when the pump 11 and the compressor 21 are started at T2 at the start of the next heating operation and the first heating mode is executed, as shown in FIG. 7, the refrigerant in the second loop 20 uses the heat storage device 40. As it passes, it absorbs the heat stored in the heat storage section. As a result, the temperature of the refrigerant sucked into the compressor 21 becomes higher, and the temperature of the refrigerant flowing into the refrigerant condenser 30 (shown in FIG. 1) becomes higher. As a result, by heat exchange between the refrigerant and the liquid heat medium in the refrigerant condenser 30, the temperature of the liquid heat medium is rapidly raised to the temperature W3 required for heating at the next heating start, as shown in line 902 of FIG. be able to. As described above, in the heat management system according to the present embodiment, the heat of the liquid heat medium of the first loop stored in the heat storage device during the previous heating operation is transferred to the refrigerant condenser in the first loop when the next heating is started. It can be reliably returned to the liquid heat medium.

Next, FIGS. 14 to 16 show an example in which the thermal management system according to the present embodiment is applied to a vehicle equipped with a battery. FIG. 14 is a system diagram showing an example of air conditioning cooling operation and battery cooling operation. FIG. 15 is a system diagram showing an example of air conditioning heating operation and battery heating operation. FIG. 16 is a system diagram showing an example of a heating start operation and a battery heating operation. In FIGS. 14-16, each opening / closing device is simply illustrated as a combination of two or three triangles, where the unfilled triangles are the refrigerant or liquid heat medium in the direction of the base of the triangles. The flow path of the refrigerant or liquid heat medium is closed, and the filled triangle means that the flow path of the refrigerant or liquid heat medium in the direction in which the base of the triangle is located is closed. Further, the solid line indicates that the refrigerant or the liquid heat medium is in circulation, and the dotted line indicates that the refrigerant or the liquid heat medium is not in circulation. In FIGS. 14 to 16, H / C is the heater core 12 (shown in FIG. 1), Comp is the compressor 21 (shown in FIG. 1), Evap is the evaporator 23 (shown in FIG. 1), and WCDS is the refrigerant condenser. 30 (shown in FIG. 1) The heat storage means is a heat storage device 40 (shown in FIG. 1), Exp. V is an expansion device, WP is a water pump, Water Heater is an auxiliary heater, Battery is a battery that starts the engine of a vehicle or supplies power to electrical components, Heat Exchange is a heat exchanger that cools or heats the battery, and Killer is a battery. It is a device that exchanges heat between the cooling water of the battery and the refrigerant of the refrigeration cycle. As shown in FIGS. 14 and 15, in the vehicle to which the heat management system according to the present embodiment is applied, the battery can be cooled and heated in addition to the air conditioning operation including heating and cooling. Further, as shown in FIG. 16, in the vehicle to which the heat management system according to the present embodiment is applied, the battery can be heated and the heating capacity can be improved immediately after the heating is started. Note that FIG. 16 shows a mode in which the refrigerant flows out of the outdoor heat exchanger and then flows into the heat storage means without passing through the evaporator. However, the present invention is not limited to this, and the refrigerant flows out of the outdoor heat exchanger and then passes through the evaporator. It may be in the form of flowing into the heat storage means (not shown). Whether or not the refrigerant flowing into the heat storage means passes through the evaporator after flowing out of the outdoor heat exchanger is appropriately selected according to the humidity or temperature in the vehicle interior.

1, 2, heat management system 10 1st loop 11 pump 12 heater core 20 2nd loop 21 compressor 22 outdoor heat exchanger 23 evaporator 24 expansion device (first expansion device)
25 Inflator (second inflator)
26 Short flow path 30 Refrigerant condenser 40 Heat storage device 41 First switchgear 42 Second switchgear 43 First tube 44 Second tube 45 Third tube 45a One surface of the third tube 45b The other of the third tube Surface 46 Laminated body 61 Cooling fan 71, 72, 73, 74 Piping 71t, 72t, 73t, 74t Temperature detector 81 Piping (part of the main flow path of the first loop)
82 Piping (part of the main flow path of the second loop)
100 First plate 100a Inner surface 101, 102 Through hole 103 communicating with recess 103 Recess 103a Return portion 104, 105, 106, 107 Through hole 108 not communicating with recess 108 Peripheral wall 200 Second plate 200a Inner surface 201, 202 , 206, 207 Through hole 203 that does not communicate with the recess 203 Recess 203a Return portion 204, 205 Through hole that communicates with the recess 208 Peripheral wall 300 Third plate 300a Inner surface 301, 302, 304, 305 Through hole 303 recess that does not communicate with the recess 306, 307 Through hole 308 peripheral wall communicating with recess

Claims (9)

At least the first loop (10) in which the pump (11) and the heater core (12) are connected by piping to circulate the liquid heat medium, and
It is a loop in which at least the compressor (21), the outdoor heat exchanger (22) and the evaporator (23) are connected by piping to circulate the refrigerant, and the discharge side of the compressor (21) and the evaporator (23) A second loop (20) having an expansion device (24, 25) between and
The refrigerant and the first loop (10) are arranged between the discharge side of the compressor (21) of the second loop (20) and the expansion devices (24, 25) and flow through the second loop (20). ), And a refrigerant condenser (30) that exchanges heat with the liquid heat medium flowing through.
The first bypass flow path through which the liquid heat medium of the first loop (10) flows, and the refrigerant between the evaporator (23) of the second loop (20) and the suction side of the compressor (21). A second bypass flow path to flow, a heat storage unit that stores heat of the liquid heat medium of the first bypass flow path and transfers the heat to the refrigerant of the second bypass flow path, the first bypass. first switchgear (41) and said second second switchgear (42) Bei obtaining cabin thermal management system of the heat storage unit (40), the having to open and close the bypass passage for opening and closing the flow path And
The vehicle interior heat management system (1) has a first heating mode that is executed from the time when the heating operation is started until the amount of heat absorbed in the second bypass flow path falls below a predetermined value. And
In the first heating mode, the first bypass flow path is closed and the second bypass flow path is opened.
A heat management system in a vehicle interior, characterized in that the heat transferred to the refrigerant in the second bypass flow path of the heat storage unit is used in the first heating mode . The expansion device (24, 25) includes a first expansion device (24) arranged between the discharge side of the compressor (21) and the outdoor heat exchanger (22), and the outdoor heat exchanger. The heat management system for a vehicle interior according to claim 1, further comprising a second expansion device (25) arranged between the (22) and the evaporator (23). The heat management system in a vehicle interior according to claim 1 or 2, wherein the heat storage device (40) further includes a first outflow prevention device that opens and closes an outlet of the first bypass flow path. The vehicle interior according to any one of claims 1 to 3, wherein the heat storage device (40) further includes a second outflow prevention device that opens and closes the outlet of the second bypass flow path. Thermal management system. Any one of claims 1 to 4, wherein the first loop (10) further has an auxiliary heater between the downstream side of the refrigerant condenser (30) and the heater core (12). The heat management system in the passenger compartment described in. The vehicle interior heat management system (1) has a second heating mode that is executed after the amount of heat absorbed in the second bypass flow path falls below a predetermined value from the time when the heating operation starts.
The vehicle according to any one of claims 1 to 5 , wherein in the second heating mode, the first bypass flow path is closed and the second bypass flow path is closed. Indoor heat management system. The vehicle interior heat management system (1) has a first heat storage mode that is executed when the engine is stopped.
The vehicle according to any one of claims 1 to 6 , wherein in the first heat storage mode, the first bypass flow path is opened and the second bypass flow path is closed. Indoor heat management system. The vehicle interior heat management system (1) has a second heat storage mode that is executed when the engine is running.
The vehicle according to any one of claims 1 to 7 , wherein in the second heat storage mode, the first bypass flow path is opened and the second bypass flow path is closed. Indoor heat management system. The second heating mode, wherein the first bypass flow path is closed and the second bypass flow path is closed after the operation of the engine is stopped, according to claims 1 to 8 . The heat management system in the passenger compartment described in any one of them.

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