JP7288127B1 - Vehicle temperature control system and temperature control method - Google Patents

Abstract

An object of the present invention is to provide a vehicle temperature control system and a vehicle temperature control method capable of suppressing power consumption. A vehicle temperature control system includes a refrigerant circuit and a heat medium circuit. The heat medium circuit includes a high pressure side heat exchanger, a low pressure side heat exchanger, a pump, an outdoor heat exchanger, and a temperature control device. In the operation mode of the temperature control system, the compressor is stopped and the pump is operated, and the temperature control equipment is cooled by the outside air through the heat medium circulating between the outdoor heat exchanger and the temperature control equipment. The control device includes a compressor-stop cooling mode and is configured to be able to select the compressor-stop cooling mode based on a judgment result referring to the outside air temperature detected by the outside air temperature sensor and the target temperature of the temperature control device. [Selection drawing] Fig. 1

Description

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

Vehicles such as electric vehicles and so-called hybrid vehicles, which obtain driving force for driving the vehicle from an engine and an electric motor, tend to lack heat sources. Thermal management and utilization of waste heat from in-vehicle devices such as batteries are required. In response to these demands, in addition to the conventional heat pump system, a system that includes a chiller that cools the battery and a heater that heats the battery, or a pump that conveys water heated by exhaust heat from the radiator to the temperature control target. Systems have been used.

A vehicle heat management system that can integrate air conditioning and equipment heat management consists of a primary loop in which the refrigerant circulates according to the refrigeration cycle, and a heat medium (water, etc.) that transfers heat to the refrigerant in the primary loop and is pumped into the room. A system has been proposed with a secondary loop that delivers to the heater core of an air conditioning unit (for example, US Pat.

Patent No. 6083304

While the amount of heat generated by equipment installed in vehicles tends to increase, there is a demand for power saving in temperature control systems that require thermal management of in-vehicle equipment.
In addition, there is a demand for further power saving not only for heat management of in-vehicle equipment but also for heating and cooling of vehicle interiors.

An object of the present disclosure is to provide a vehicle temperature control system and a vehicle temperature control method capable of suppressing power consumption.

The present disclosure is a temperature control system for a vehicle, which includes a compressor, a high-pressure side heat exchanger, a pressure reducing section, and a low-pressure side heat exchanger, and a refrigerant circuit configured to allow refrigerant to circulate according to a refrigeration cycle; a heat medium circuit in which a heat medium that transfers heat to and receives heat from the refrigerant is configured to circulate.
The heat medium circuit includes a high-pressure heat exchanger that exchanges heat between the refrigerant and the heat medium, a low-pressure heat exchanger that exchanges heat between the refrigerant and the heat medium, a pump configured to pump the heat medium, and outside air. an outdoor heat exchanger that exchanges heat with a heat medium; and a temperature control device that corresponds to a temperature control target heated or cooled by the heat medium or is used for heating or cooling the temperature control target.
In the operation mode of the temperature control system, the compressor is stopped and the pump is operated, and the temperature control equipment is cooled by the outside air through the heat medium circulating between the outdoor heat exchanger and the temperature control equipment. Compressor stop cooling mode is provided, and the compressor stop cooling mode is selected based on the outside air temperature sensor that detects the outside air temperature, the outside air temperature detected by the outside air temperature sensor, and the target temperature of the temperature control equipment. a control device configured to enable

The present disclosure can also be expanded to a temperature control method for vehicles.

According to the present disclosure, when the temperature control device can be cooled by the outside air based on the relationship between the outside air temperature and the target temperature of the temperature control target, the compressor stop cooling mode suppresses power consumption by the compressor and heats the temperature. The control system can be operated economically.

1 is a circuit diagram showing a vehicle temperature control system according to a first embodiment (compressor stop cooling mode, heat medium flow path pattern 1); FIG. FIG. 2 is a circuit diagram showing a flow path pattern 2 of a heat medium in the system shown in FIG. 1; FIG. 2 is a circuit diagram showing a flow path pattern 3 of a heat medium in the system shown in FIG. 1; It is a block diagram which shows the hardware constitutions of a control apparatus. FIG. 2 is a diagram showing an operating state of the system shown in FIG. 1 in a cooling mode; Fig. 2 shows the operating state of the system shown in Fig. 1 in heat pump mode; FIG. 7 is a circuit diagram showing a vehicle temperature control system according to a second embodiment (compressor stop cooling mode, heat medium flow path pattern 1). FIG. 8 is a circuit diagram showing a flow path pattern 2 of the heat medium of the system shown in FIG. 7; FIG. 10 is a diagram showing an operating state in a heater mode of the vehicle temperature control system according to the modified example of the second embodiment;

An embodiment of the present disclosure will be described below with reference to the accompanying drawings.
[First embodiment]
The vehicle temperature control system 1 shown in FIG. 1 is, for example, an electric vehicle that does not have an engine and obtains driving force for vehicle traveling from an electric motor for traveling, or an electric vehicle that obtains driving force for vehicle traveling from an engine and an electric motor. It is installed in a vehicle (not shown) such as a so-called hybrid vehicle. The temperature control system 1 includes air conditioning such as air conditioning, dehumidification, ventilation, etc., for a vehicle cabin 8 in which passengers board, as well as a battery device 6 (power supply device) mounted on the vehicle, a driving motor, heat-generating electronic devices, etc. Responsible for equipment heat management and waste heat recovery. Air-conditioning to an appropriate temperature and humidity, and managing on-vehicle devices to an appropriate temperature are collectively referred to as "heat management."
Electric power stored in a battery device 6 mounted on the vehicle is supplied to the temperature control system 1 and electric devices and electronic devices provided in the vehicle-mounted device. The vehicle-mounted battery device 6 is charged from an external power source when the vehicle is stopped.

〔overall structure〕
The temperature control system 1 includes a refrigerant circuit 10 in which a refrigerant can circulate, a heat medium circuit 20 in which a heat medium that transfers heat to and receives heat from the refrigerant can circulate, and the temperature control system 1 is operated in a predetermined manner. and a control device 5 for setting a mode and controlling the operating state of the temperature control system 1 according to the operating mode.
The temperature control system 1 also includes, for example, an outside air temperature sensor 61 that detects the outside air temperature, a temperature sensor 62 that detects the temperature of conditioned air blown out into the vehicle interior 8, and a heat medium temperature sensor 63 that detects the temperature of the heat medium. , and a sensor for detecting refrigerant pressure.

The temperature control system 1 has a plurality of operation modes selected by the passenger or by the controller 5 . This embodiment exemplifies a compressor stop cooling mode CM (FIGS. 1 to 3), a cooling mode (FIG. 5), and a heat pump mode (FIG. 6) as operation modes of the temperature control system 1. FIG.

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

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

The compressor 11 corresponds to an electric compressor having a motor driven by power supplied from the battery device 6 . The compressor 11 adiabatically compresses a refrigerant sucked into a housing (not shown) by a compression mechanism and discharges the refrigerant.

The condenser 12 heat-exchanges the refrigerant gas discharged from the compressor 11 with the heat medium.
The expansion valve 13 (decompression unit) decompresses the refrigerant flowing out of the condenser 12 to adiabatically expand it. As the expansion valve 13, an electronic expansion valve whose opening degree can be controlled based on a command from the control device 5, or a thermal expansion valve can be employed. Alternatively, a capillary tube can be employed in place of the expansion valve 13.

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

The condenser 12 is provided with a relatively high refrigerant pressure (high pressure) and the evaporator 14 is provided with a relatively low refrigerant pressure (low pressure). The refrigerant circulates through the refrigerant circuit 10 based on the pressure difference between the high pressure and the low pressure.
In FIG. 5, the flow of refrigerant on the low pressure side is indicated by a thick solid line, and the flow of refrigerant on the high pressure side is indicated by a thick dashed line. Other figures are also the same.

[Configuration of heat medium circuit]
The heat medium circuit 20 is configured such that a heat medium capable of exchanging heat with the refrigerant can circulate through the condenser 12 and the evaporator 14 . A heat medium is used for cooling or heating at least one or more temperature control targets. The object of temperature control in this embodiment corresponds to the air in the passenger compartment 8 and the battery device 6 .
The heat medium enclosed in the heat medium circuit 20 is a liquid such as water or brine that maintains a liquid phase state and circulates through the heat medium circuit 20 . Examples of brine include a mixture of water and propylene glycol or a mixture of water and ethylene glycol.

As shown in FIG. 1, the heat medium circuit 20 includes a condenser 12, an evaporator 14, a first pump 21 and a second pump 22, an outdoor heat exchanger 23, and an indoor heat exchanger 25. , a battery device 6, and a first switching valve 31, a second switching valve 32, and a third switching valve 33 as a plurality of flow path switching valves.

Each of the first to third switching valves 31 to 33 is an electrically operated valve that can be controlled to open and close based on a command from the control device 5, and is configured to be able to switch the flow path of the heat medium according to each operation mode. .
In this embodiment, the first switching valve 31 and the second switching valve 32 are four-way valves, and the third switching valve 33 corresponds to a three-way valve.
The first to third switching valves 31 to 33 can be replaced with an appropriate number of motor-operated valves having an appropriate structure in order to set the necessary paths in the heat medium circuit 20 for realizing the required operation modes.

The heat medium circuit 20 preferably includes a condenser bypass path 12A that bypasses the heat medium from the condenser 12 and an evaporator bypass path 14A that bypasses the heat medium from the evaporator 14 . Further, the heat medium circuit 20 may include a condenser flow control valve 12V and an evaporator flow control valve 14V, both of which are three-way valves.

In the example shown in FIGS. 2 and 3, the flow rate is adjusted by the condenser flow rate adjustment valve 12V, so that the entire amount of the heat medium flowing from the first switching valve 31 toward the condenser 12 is condensed without flowing into the condenser 12. flow into the instrument bypass path 12A.
In addition, in the example shown in FIGS. 1 and 3, the entire amount of the heat medium flowing from the first switching valve 31 toward the evaporator 14 does not flow into the evaporator 14 due to the flow rate adjustment by the evaporator flow rate adjustment valve 14V. into the evaporator bypass line 14A.

The condenser flow control valve 12V can be replaced with two on-off valves. For example, one on-off valve can be arranged in the condenser bypass path 12A, and the other on-off valve can be arranged in the pipe between the condenser flow control valve 12V and the condenser 12.
Similarly, the evaporator flow control valve 14V can be replaced with two on-off valves.

Both the first pump 21 and the second pump 22 correspond to electric pumps driven by a motor (not shown). The first pump 21 sucks and discharges the heat medium that has flowed out from the evaporator 14 or the evaporator bypass path 14A, thereby pumping the heat medium. The second pump 22 sucks and discharges the heat medium that has flowed out from the condenser 12 or the condenser bypass path 12A, thereby pumping the heat medium.

It is preferable that the first pump 21 and the second pump 22 are configured such that the rotation speed N of the mechanism for pumping the heat medium is variable by a drive circuit section that applies a drive current to the motor.

The position of each of the first pump 21 and the second pump 22 is not limited to the illustrated example, and considering the path of the heat medium in each operation mode, at least one of the first pump 21 and the second pump 22 is used to pump the heat medium. can be determined as appropriate within the range that can be pumped.

The outdoor heat exchanger 23 exchanges heat between the outside air outside the passenger compartment 8 and the heat medium. The outdoor heat exchanger 23 corresponds to, for example, a radiator arranged near the air inlet of the vehicle. The outside air supplied to the outdoor heat exchanger 23 by the running of the vehicle and the operation of the outdoor blower 23A releases heat or absorbs heat based on the temperature difference between the outside air and the heat medium.

The indoor heat exchanger 25 supplies conditioned air to the vehicle interior 8 by exchanging heat between the air sent by the indoor blower 25A and the heat medium. The indoor blower 25</b>A is driven by a motor, and blows the air (inside air) in the vehicle interior 8 , the outside air, or a mixed gas of the inside air and the outside air toward the indoor heat exchanger 25 . The indoor air blower 25A is preferably configured so that the number of revolutions can be variably controlled.
The HVAC (Heating, Ventilation, and Air Conditioning) unit U includes an indoor heat exchanger 25, an indoor blower 25A, and a duct (not shown) through which the air sent by the indoor blower 25A flows.

The heat medium circuit 20 preferably includes an indoor bypass path 26 that bypasses the heat medium from the indoor heat exchanger 25 .

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

The heat medium circuit 20 corresponds to the heat exchange paths 414, 415 and the heat exchange paths 414, 415 configured to allow heat exchange between the battery device 6 and the heat medium directly or indirectly via air or the like. and battery switching valves 34 and 35 as four-way valves for switching between open and closed circuits.
The first battery switching valve 34 is arranged, for example, between the first switching valve 31 and the evaporator flow control valve 14V. By the first battery switching valve 34, the heat medium flows from the pipe 401 into the first heat exchange path 414 and is supplied to the battery device 6, and the heat medium does not flow into the first heat exchange path 414. It is possible to switch the flow path of the heat medium between the state in which the heat medium 401 flows toward the evaporator 14 .

The second battery switching valve 35 is arranged, for example, between the first switching valve 31 and the condenser flow control valve 12V. By the second battery switching valve 35, the heat medium flows from the pipe 402 into the second heat exchange path 415 and is supplied to the battery device 6, and the heat medium does not flow into the second heat exchange path 415. It is possible to switch the flow path of the heat medium between 402 and the state where it flows toward the condenser 12 .

The position of the battery device 6 is not limited to this embodiment, and can be set to any position on the heat medium circuit 20 . For example, the second battery switching valve 35 is provided in the pipe 403 connected to the indoor heat exchanger 25, and the second battery switching valve 35 is connected to the second heat exchange path 415 and the battery device 6. may be

[Configuration of control device]
The control device 5 corresponds to a computer including a memory 501, an arithmetic unit 502, a storage unit 503, and an input/output unit 504, as shown in FIG. "Computer" also includes a programmable logic controller (PLC). The control device 5 operates according to a computer program read from the storage unit 503 and executed.

In each operation mode in which the compressor 11 is operated, the control device 5 controls the driving of the compressor 11 to increase or decrease the circulation flow rate of the refrigerant, thereby increasing or decreasing the cooling capacity or the heating capacity.
The control device 5 detects physical quantities correlated with room temperature, such as the outside air temperature, the blowing temperature of air-conditioned air, or the temperature of a heat medium or refrigerant, using sensors 61, 62, etc., and compares the detected values with target values. The room temperature can be adjusted to the target temperature by, for example, performing feedback control for controlling the rotational speed of the compressor 11 so as to eliminate the deviation of the .

[Compressor stop cooling mode]
The compressor stop cooling mode CM will be described with reference to FIGS. 1 to 3. FIG.
In the compressor stop cooling mode CM, the compressor 11 is stopped, that is, the refrigerant circuit 10 is not operated, and the battery device 6 is cooled by outside air via the heat medium. At this time, at least one of the pumps 21 and 22 is operated to circulate the heat medium to at least the outdoor heat exchanger 23 and the battery device 6 .

The control device 5 selects the compressor stop cooling mode CM based on the determination result referring to the outside air temperature T _OUT detected by the outside air temperature sensor 61 and the target temperature _TT of the battery device 6 to be temperature controlled.
The target temperature _TT corresponds to the temperature of the battery body that can be said to be appropriate when considering the output of the body of the battery device 6, the stability of the charging efficiency, and the prevention of deterioration. The target temperature _TT can be stored in the storage unit 503 .
The target temperature _TT is, for example, 15 to 20.degree. Cooling of the battery device 6 by outside air is possible when the outside air temperature is lower than the target temperature _TT .

The control device 5 determines whether or not the outside air temperature T _OUT detected by the outside air temperature sensor 61 is within a predetermined coolable range ΔT _C whose upper limit is the target temperature _TT of the battery device 6 . If it is determined to be within the range ΔT _C , the compressor stop cooling mode CM can be selected.
The coolable range ΔT _C is the range of outside air temperature that can contribute to lowering the temperature of the battery device 6 that is generating heat. The lower limit of the coolable range ΔT _C corresponds to, for example, the temperature at which the maximum amount of heat generated by the battery device 6 and the minimum amount of heat exchanged by the outdoor heat exchanger 23 are balanced. Furthermore, the lower limit of the coolable range ΔT _C is preferably set above 0° C. so that the indoor heat exchanger 25 is not frosted. The minimum heat exchange amount is the amount of heat exchanged by the outdoor heat exchanger 23 when the vehicle is stopped, the air volume level of the outdoor fan 23A is minimum, and the discharge flow rate of the pumps 21 and 22 is minimum.

When selecting the compressor stop cooling mode CM, the control device 5 stops the operation of the compressor 11 by generating a control command to the drive circuit unit of the compressor 11, and also shown in FIGS. At least one of the pumps 21 and 22 is operated in accordance with the flow path patterns 1 to 3 respectively shown, and the pump corresponding to the unused flow path out of the pumps 21 and 22 is stopped. In the heat medium circuit 20, a path corresponding to a pattern arbitrarily selected from the flow path patterns 1 to 3 is set by opening and closing the switching valves 31 to 33. FIG.

Further, in the compressor stop cooling mode CM, the control device 5 causes the heat medium to flow into the bypass paths 12A and 14A in order to suppress the heat loss of the heat medium cooled by the outside air. It is preferable to avoid heat exchange. By doing so, the pressure loss of the heat medium is reduced, so the power consumption of the pump 21 can be suppressed.

A flow path pattern 1 shown in FIG. 1 includes an outdoor heat exchanger 23, a battery device 6, and an evaporator bypass path 14A. In this case, the first pump 21 is operated. A path indicated by a dashed line is not used because the heat medium is not pumped. The meaning of broken lines is the same in other circuit diagrams.
A flow of a heat medium having a relatively low temperature is indicated by a solid line, and a flow of a heat medium having a relatively high temperature is indicated by a dashed line. Meanings of solid lines and dashed-dotted lines are the same in FIGS. 1 to 3 and 7 to 9 .

When the heat medium cooled by the outside air in the outdoor heat exchanger 23 flows out of the outdoor heat exchanger 23, it passes through the first switching valve 31 and the first battery switching valve 34 and passes through the outward path 414A of the first heat exchange path 414. and supplied to the battery device 6 . While the battery device 6 is cooled by the heat medium, the heat medium absorbs heat from the battery device 6 and rises in temperature. The heat medium whose temperature has risen flows through the return path 414B of the first heat exchange path 414, and flows into the evaporator bypass path 14A via the first battery switching valve 34 and the evaporator flow control valve 14V. The heat medium that has flowed out of the evaporator bypass path 14A returns to the outdoor heat exchanger 23 via the second switching valve 32 and is cooled by releasing heat to the outside air.

In the compressor stop cooling mode CM, the control device 5 adjusts the rotation speed N of the operated pump (the pump 21 in the case of the flow path pattern 1) so that the temperature is less than the target temperature _TT and near the target temperature _TT . It is preferable to control the temperature of the heat medium to the temperature of
For example, the temperature _TM of the heat medium detected by the heat medium temperature sensor 63 in the vicinity of the inlet of the battery device 6 is equivalent to the outside air temperature _TOUT , and deviates from the target temperature _TT ( _TOUT < _TT ). If so, it is better to raise the temperature of the heat medium. By doing so, the temperature of the battery device 6 can be adjusted to an appropriate temperature without overcooling the battery device 6 .
Note that if the amount of heat generated by the battery device 6 is sufficiently large relative to the amount of heat exchanged between the outside air and the heat medium, the battery device 6 is not necessarily cooled to the target temperature _TT . Even in that case, the temperature of the battery device 6 decreases and approaches the target temperature _TT , so the temperature of the battery device 6 can be adjusted to an appropriate temperature.
Further, when the outside air temperature T _OUT is lower than the target temperature _TT , even if the heat medium temperature _TM is the same as the target temperature _TT , the air volume of the outdoor fan 23A or the rotation speeds of the pumps 21 and 22 are decreased. By suppressing the heat radiation of the heat medium, the heat medium temperature _TM can be maintained at the same temperature as the target temperature _TT , and the temperature of the battery device 6 that is generating heat can be controlled by the outside air.

Exhaust heat of the pump 21 to be operated can be used as means for raising the temperature of the heat medium. The pump 21 operates at a predetermined efficiency η, and in simple terms, most of the loss, which is the product of the shaft power P output from the motor to the pump 21 and (1−efficiency η), is transferred to the heat medium as thermal energy. transmitted. By generating a command corresponding to the rotation speed N to the driving circuit portion of the pump 21 by the control device 5, the amount of heat transferred from the pump 21 to the heat medium increases as the rotation speed N of the pump 21 increases. Therefore, the temperature of the heat medium circulating between the outdoor heat exchanger 23 and the battery device 6 rises.

Therefore, for example, while detecting the temperature of the heat medium by the heat medium temperature sensor 63, the control device 5 adjusts the rotation speed N to the pumps 21 and 22 so as to eliminate the deviation between the detected temperature and the target temperature _TTM . Feedback control can be performed to give the indicated manipulated variable (control command).
If the detected heat medium temperature reaches the target temperature _TT , the control device 5, for example, reduces the rotation speed N of the pumps 21 and 22 to reduce the circulation flow rate of the heat medium, or 21 and 22 can be temporarily stopped. After that, if the deviation between the heat medium temperature and the target temperature increases, the rotation speed N should be increased or the pumps 21 and 22 should be restarted.
In order to control the heat medium temperature to the target temperature _TTM , it is also allowed to adjust the air volume by adjusting the rotation speed of the indoor fan 25A. However, by adjusting the rotational speed N of the pumps 21 and 22, which is not affected by the running state of the vehicle, the heat medium temperature can be controlled more easily and reliably than by adjusting the air volume.

The flow path pattern 2 shown in FIG. 2 includes an outdoor heat exchanger 23, a battery device 6, and a condenser bypass path 12A. In this case, the second pump 22 is operated.
In the case of the flow path pattern 2, the heat medium flowing out of the outdoor heat exchanger 23 flows from the first switching valve 31 through the second battery switching valve 35 into the forward path 415A of the second heat exchange path 415. After cooling the battery device 6, the heat medium flowing out to the return path 415B flows from the condenser flow control valve 12V through the condenser bypass path 12A, returns to the outdoor heat exchanger 23 via the third switching valve 33, Heat is dissipated to the outside air.

The flow path pattern 3 shown in FIG. 3 includes an outdoor heat exchanger 23, a battery device 6, an evaporator bypass path 14A, and a condenser bypass path 12A. In this case, between the first switching valve 31 and the outdoor heat exchanger 23, the heat medium flows in parallel through the flow path on the evaporator 14 side and the flow path on the condenser 12 side. and the second pump 22 are operated.

With any of the flow path patterns 1 to 3, the battery device 6 can be cooled by the outside air, so that charging and discharging of the battery device 6 can be stabilized and deterioration can be suppressed.
As can be understood from the flow path patterns 1 and 2, the heat medium circuit 20 includes the first battery switching valve 34 and the first heat exchange path 414, the second battery switching valve 35 and the second heat exchange path 414. Only one of the paths 415 may be provided.

[cooling mode, heat pump mode]
When it is determined that the outside air temperature T _OUT is outside the coolable range ΔT _C , the control device 5 operates the compressor 11 by a control command to the drive circuit unit of the compressor 11 to set the cooling mode or the heat pump mode. Select mode. Since the determination result varies depending on changes in the outside air temperature, the compressor stop cooling mode CM may shift to the cooling mode or the heat pump mode.

The cooling mode shown in FIG. 5 is selected when the outside air temperature T _OUT deviates from the coolable range ΔT _C to the high temperature side.
In this case, the heat medium circuit 20 includes the low-pressure side circuit C1 including the evaporator 14, the indoor heat exchanger 25, the first heat exchange path 414, and the battery device 6, the condenser 12, and the outdoor heat exchanger 23. A high voltage side circuit C2 is formed separately from each other. In FIG. 5, the flow of relatively low-temperature heat medium is indicated by a solid line, and the flow of relatively high-temperature heat medium is indicated by a constant dashed line. A low-temperature heat medium and a high-temperature heat medium do not mix. Meanings of solid lines and dashed-dotted lines are the same in FIG. 6 as well.
When only cooling the battery device 6 without cooling the vehicle interior 8, the operation of the indoor fan 25A is stopped. When cooling the vehicle interior 8 together with the cooling of the battery device 6, the interior fan 25A should be operated.

In the cooling mode, the battery device 6 is cooled by supplying the battery device 6 with the low-temperature heat medium radiated to the refrigerant by the evaporator 14 .
Even when the interior of the passenger compartment 8 is cooled along with the cooling of the battery device 6 , the battery device 6 can be cooled by the heat medium obtained by cooling the air with the outdoor heat exchanger 23 .

The heat pump mode shown in FIG. 6 is selected when the outside air temperature T _OUT deviates from the coolable range ΔT _C to the low temperature side. The example shown in FIG. 6 shows a case where only the heating of the battery device 6 is performed without heating the interior of the passenger compartment 8 .
In this case, the heat medium circuit 20 includes a low-pressure side circuit C1 including the evaporator 14 and the outdoor heat exchanger 23, and a high-pressure side circuit C1 including the condenser 12, the indoor bypass path 26, the second heat exchange path 415, and the battery device 6. A side circuit C2 is formed separately from each other.

In the heat pump mode, the battery device 6 is heated by supplying a high-temperature heat medium that absorbs heat from the refrigerant by the condenser 12 to the battery device 6 .
When heating the vehicle interior 8 together with the heating of the battery device 6 , the heat medium flowing out of the condenser 12 is allowed to flow into the indoor heat exchanger 25 through the third switching valve 33 .
When only heating the battery device 6 without heating the vehicle interior 8, the operation of the indoor fan 25A is stopped. When heating the inside of the passenger compartment 8 together with the heating of the battery device 6, the indoor blower 25A should be operated.

According to the above, from the relationship between the outside air temperature T _OUT and the target temperature _TT of the battery device 6, when the battery device 6 can be cooled by the outside air, the power generated by the compressor 11 is set in the compressor stop cooling mode CM. It is possible to economically operate the temperature control system 1 by suppressing consumption.

[Second embodiment]
The following description focuses on matters that differ from the first embodiment.
The vehicle temperature control system 1-2 shown in FIG. 7 has a compressor stop cooling mode CM-2 in which the inside of the passenger compartment 8 is cooled by outside air. As shown in FIG. 7, the temperature control system 1-2 may not include the battery device 6. FIG.

In the compressor stop cooling mode CM-2, for example, when the temperature in the passenger compartment 8 is relatively high and the outside air temperature is lower than the room temperature, the compressor 11 is stopped and the outside air is directly cooled. This is suitable when it is desired to indirectly lower the room temperature with the outside air through the heat medium without introducing the inside air into the room, that is, in the state of inside air circulation.
When it is determined that the outside air temperature T _OUT is within the coolable range ΔT _C2 including the target temperature T _T2 of the temperature inside the vehicle compartment 8, the control device 5 stops the compressor 11 to stop the compressor. Cooling mode CM-2 can be selected.

In the compressor stop cooling mode CM-2, unlike the operation modes shown in FIGS. 5 and 6, the flow of the low-temperature heat medium and the flow of the high-temperature heat medium are not separated. While the temperature of the heat medium is changed by exchanging heat with the outside air or exchanging heat with an object to be temperature controlled, the heat medium passes through the outdoor heat exchanger 23, the condenser bypass passage 12A, the indoor heat exchanger 25, and the evaporator bypass passage 14A. and circulating in one continuous flow path. At this time, regarding the flow of the heat medium, the outdoor heat exchanger 23 and the indoor heat exchanger 25 are connected in series. Therefore, it suffices to operate at least one of the pumps 21 and 22 .

As shown in FIG. 7, the low-temperature heat medium (indicated by the solid line) cooled by the outside air maintains a low temperature by passing through the condenser bypass path 12A, and is used to cool the vehicle interior 8 by the indoor heat exchanger 25. provided. A high-temperature heat medium (indicated by a dashed line) whose temperature has risen as the vehicle interior 8 is cooled flows through the evaporator bypass path 14A, returns to the outdoor heat exchanger 23, and is radiated to the outside air.

Cooling of the interior of the vehicle compartment 8 by the outside air is achieved similarly not only with the flow path pattern 1 shown in FIG. 7 but also with the flow path pattern 2 shown in FIG.
In the flow path pattern 2, the area in which the low-temperature heat medium flows and the area in which the high-temperature heat medium flows are partially exchanged with respect to the flow path pattern 1 by switching the flow paths by the switching valves 31 to 33 . That is, the low-temperature heat medium flowing out of the outdoor heat exchanger 23 flows through the evaporator bypass path 14A via the first switching valve 31 and flows into the indoor heat exchanger 25 through the second switching valve 32 . The high-temperature heat medium that has absorbed heat from the air flows through the condenser bypass path 12A via the first switching valve 31, returns to the outdoor heat exchanger 23 through the third switching valve 33, and is radiated to the outside air.

When it is determined that the outside air temperature T _OUT has deviated from the coolable range ΔT _C2 , the control device 5 preferably operates the compressor 11 to perform the cooling mode or the heat pump mode.

[Heater mode]
The temperature control system 1-2 may have a heater mode HT shown in FIG. The heater mode HT is suitable when the ambient temperature is lower than the heat pump mode (FIG. 6). Since the outside air temperature is so low that it falls significantly below 0°C, even if the heat absorption operation from the outside air to the heat medium is difficult, the heater mode HT uses the power of the compressor 11 as a heat source to ensure the necessary heating capacity. can.

The heat medium circuit 20 preferably includes an outdoor bypass path 24 that bypasses the heat medium from the outdoor heat exchanger 23 in order to avoid heat dissipation of the heat medium to the outside air in the heater mode HT.

In the heat pump mode (FIG. 6), separate low-pressure side circuits C1 and high-pressure side circuits C2 are formed. A heat medium circulates in the flow path while changing its temperature.
That is, the heat medium flowing out of the condenser 12 is used for heating the interior of the passenger compartment 8 by the indoor heat exchanger 25, and then flows into at least the evaporator 14 out of the evaporator 14 and the evaporator bypass path 14A. Furthermore, the heat medium that has flowed out of the evaporator 14 flows through at least the condenser 12 out of the condenser 12 and the condenser bypass path 12A, and returns to the evaporator 14 through the outdoor bypass path 24 .

According to the heater mode HT, the heat medium flowing out of the indoor heat exchanger 25 is radiated to the refrigerant by the evaporator 14, so that the low pressure of the refrigerant circuit 10 increases. As a result, the density of the refrigerant sucked into the compressor 11 increases and the circulation amount of the refrigerant increases, so that the heating capacity can be ensured even if the outside air temperature is extremely low.
Further, by adjusting the flow rate of the heat medium flowing into the evaporator 14 with the evaporator flow control valve 14V, the heating capacity can be variably adjusted.

In addition to the above, it is possible to select the configurations mentioned in the above embodiments, or to change them to other configurations as appropriate.

[Appendix]
From the above disclosure, the configuration described below is understood.
[1] A vehicle temperature control system (1, 1-2),
a refrigerant circuit (10) including a compressor (11), a high-pressure side heat exchanger (12), a pressure reducing section (13), and a low-pressure side heat exchanger (14), and configured to allow refrigerant to circulate according to a refrigeration cycle; ,
a heat medium circuit (20) configured so that a heat medium that transfers heat to and receives heat from the refrigerant can be circulated,
The heat medium circuit (20)
the high-pressure side heat exchanger (12) for exchanging heat between the refrigerant and the heat medium;
the low-pressure side heat exchanger (14) for exchanging heat between the refrigerant and the heat medium;
pumps (21, 22) configured to pump the heat medium;
an outdoor heat exchanger (23) for exchanging heat between the outside air and the heat medium;
a temperature control device (6, 25) corresponding to a temperature control target heated or cooled by the heat medium, or used for heating or cooling a temperature control target,
The temperature control system (1, 1-2) has, as an operation mode,
The heat medium circulating through the outdoor heat exchanger (23) and the temperature control device (6, 25) while the compressor (11) is stopped and the pumps (21, 22) are operated. and a compressor stop cooling mode (CM) for cooling the temperature control device (6, 25) with the outside air through
an outside air temperature sensor (61) for detecting the temperature of the outside air;
Control configured to enable selection of the compressor stop cooling mode (CM) based on determination results referring to the outside air temperature detected by the outside air temperature sensor (61) and the target temperature of the temperature control device (6, 25) A vehicle temperature control system (1, 1-2) comprising a device (5).

[2] a high-pressure side bypass path (12A) that bypasses the heat medium from the high-pressure side heat exchanger (12);
a low-pressure side bypass path (14A) for bypassing the heat medium from the low-pressure side heat exchanger (14);
In the compressor stop cooling mode, the outdoor heat exchanger (23), at least one of the high pressure side bypass route ( ) 12A and the low pressure side bypass route (14A), and the temperature control device (6, 25) A flow path is formed in which the heat medium circulates,
[1] A vehicle temperature control system (1, 1-2) according to item [1].

[3] Provided with an indoor heat exchanger (25) as the temperature control device used for air conditioning in the passenger compartment (8) and exchanging heat between the heat medium and the air,
In the compressor stop cooling mode (CM), the outdoor heat exchanger (23) and the indoor heat exchanger (25) are connected in series with respect to the flow of the heat medium.
A vehicle temperature control system (1-2) according to item [1] or [2].

[4] The control device (5) is
When the outside air temperature is determined to be within a predetermined coolable range with the target temperature as the upper limit, the compressor stop cooling mode (CM) is selected.
A vehicle temperature control system (1, 1-2) according to any one of [1] to [3].

[5] The control device (5)
When the outside air temperature is determined to be outside the coolable range, the compressor (11) is operated to cool or heat the temperature control device (6, 25).
[4] A vehicle temperature control system (1, 1-2) according to item [4].

[6] The pumps (21, 22) are configured to have a variable rotation speed,
The control device (5), in the compressor stop cooling mode (CM),
By adjusting the rotation speed of the pumps (21, 22), the temperature of the heat medium can be controlled to a temperature below the target temperature and in the vicinity of the target temperature.
A vehicle temperature control system (1, 1-2) according to any one of [1] to [5].

[7] A temperature control method using a vehicle temperature control system (1, 1-2),
The temperature control system (1, 1-2)
a refrigerant circuit (10) including a compressor (11), a high-pressure side heat exchanger (12), a pressure reducing section (13), and a low-pressure side heat exchanger (14), and configured to allow refrigerant to circulate according to a refrigeration cycle; ,
a heat medium circuit (20) configured so that a heat medium that transfers heat to and receives heat from the refrigerant can be circulated,
The heat medium circuit (20)
the low-pressure side heat exchanger (14) for exchanging heat between the refrigerant and the heat medium;
pumps (21, 22) configured to pump the heat medium;
an outdoor heat exchanger (23) for exchanging heat between the outside air and the heat medium;
a temperature control device (6, 25) corresponding to a temperature control target heated or cooled by the heat medium, or used for heating or cooling a temperature control target,
The temperature control method is
Based on the determination result referring to the temperature of the outside air and the target temperature of the temperature control device,
The heat medium circulating through the outdoor heat exchanger (23) and the temperature control device (6, 25) while the compressor (11) is stopped and the pumps (21, 22) are operated. and selecting a compressor stop cooling mode (CM) in which the temperature control device (6, 25) is cooled by the outside air.

1, 1-2 Temperature control system 5 Control device 6 Battery device (temperature control device)
8 vehicle compartment 10 refrigerant circuit 11 compressor 12 condenser (high pressure side heat exchanger)
12A Condenser bypass route (high pressure side bypass route)
12V Condenser flow control valve 13 Expansion valve (decompression part)
14 evaporator (low pressure side heat exchanger)
14A evaporator bypass route (low pressure side bypass route)
14V Evaporator flow control valve 20 Heat medium circuit 21 First pump 22 Second pump 23 Outdoor heat exchanger 23A Outdoor blower 24 Outdoor bypass route 25 Indoor heat exchanger (temperature control device)
25A indoor fan 26 indoor bypass route 31 first switching valve 32 second switching valve 33 third switching valve 34 first battery switching valve 35 second battery switching valve 61 outside air temperature sensor 62 temperature sensor 63 heat medium temperature sensor 401 ~ 403 Piping 414 First heat exchange path 414A Outgoing path 414B Return path 415 Second heat exchange path 415A Outgoing path 415B Return path 501 Memory 502 Calculation unit 503 Storage unit 504 Input/output unit C1 Low pressure side circuit C2 High pressure side circuit CM Compressor stop cooling mode HT Heater Mode U HVAC unit

Claims (7)

A temperature control system for a vehicle,
a refrigerant circuit including a compressor, a high-pressure side heat exchanger, a decompression section, and a low-pressure side heat exchanger, and configured to allow refrigerant to circulate according to the refrigeration cycle;
a heat medium circuit configured so that a heat medium that transfers heat to and receives heat from the refrigerant can be circulated,
The heat medium circuit is
the high pressure side heat exchanger for exchanging heat between the refrigerant and the heat medium;
the low-pressure side heat exchanger for exchanging heat between the refrigerant and the heat medium;
a pump configured to pump the heat medium;
an outdoor heat exchanger for exchanging heat between the outside air and the heat medium;
A temperature control device corresponding to a temperature control target heated or cooled by the heat medium, or used for heating or cooling a temperature control target,
The temperature control system has, as an operation mode,
A compressor that cools the temperature control device with the outside air through the heat medium that circulates between the outdoor heat exchanger and the temperature control device in a state in which the compressor is stopped and the pump is in operation. Equipped with a stop cooling mode,
an outside air temperature sensor that detects the temperature of the outside air;
a control device configured to be able to select the compressor stop cooling mode based on a judgment result referring to the outside air temperature detected by the outside air temperature sensor and the target temperature of the temperature control device. . a high-pressure side bypass path that bypasses the heat medium from the high-pressure side heat exchanger;
a low-pressure side bypass path that bypasses the heat medium from the low-pressure side heat exchanger;
In the compressor stop cooling mode, a flow path is formed in which the heat medium circulates through the outdoor heat exchanger, at least one of the high-pressure side bypass path and the low-pressure side bypass path, and the temperature control device. ,
The vehicle temperature control system according to claim 1. An indoor heat exchanger as the temperature control device used for air conditioning in the vehicle interior and exchanging heat between the heat medium and the air,
In the compressor stop cooling mode, the outdoor heat exchanger and the indoor heat exchanger are connected in series with respect to the flow of the heat medium.
The vehicle temperature control system according to claim 1 or 2. The control device is
When the outside air temperature is determined to be within a predetermined coolable range with the target temperature as the upper limit, the compressor stop cooling mode is selected.
The vehicle temperature control system according to claim 1 or 2. The control device is
When it is determined that the outside air temperature is outside the coolable range, the compressor is operated to cool or heat the temperature control device.
The vehicle temperature control system according to claim 4. The pump has a variable number of revolutions,
The control device, when in the compressor stop cooling mode,
By adjusting the rotation speed of the pump, the temperature of the heat medium can be controlled to a temperature below the target temperature and in the vicinity of the target temperature.
The vehicle temperature control system according to claim 1 or 2. A temperature control method using a temperature control system for a vehicle,
The temperature control system is
a refrigerant circuit including a compressor, a high-pressure side heat exchanger, a decompression section, and a low-pressure side heat exchanger, and configured to allow refrigerant to circulate according to the refrigeration cycle;
a heat medium circuit configured so that a heat medium that transfers heat to and receives heat from the refrigerant can be circulated,
The heat medium circuit is
the low-pressure side heat exchanger for exchanging heat between the refrigerant and the heat medium;
a pump configured to pump the heat medium;
an outdoor heat exchanger for exchanging heat between the outside air and the heat medium;
A temperature control device corresponding to a temperature control target heated or cooled by the heat medium, or used for heating or cooling a temperature control target,
The temperature control method is
Based on the determination result referring to the temperature of the outside air and the target temperature of the temperature control device,
A compressor that cools the temperature control device with the outside air through the heat medium that circulates between the outdoor heat exchanger and the temperature control device in a state in which the compressor is stopped and the pump is in operation. A vehicle climate control method that selects a stop cooling mode.

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