JP7309989B1 - Vehicle temperature control system and temperature control method - Google Patents

Abstract

[Problem] To provide a temperature control system and a temperature control method for a vehicle that can ensure heating capacity even in a situation where it is difficult to secure a heat source due to low outside air temperatures. [Solution] The temperature control system for a vehicle includes a refrigerant circuit and a heat medium circuit. The heat medium circuit is configured so that a low-pressure side circuit including a low-pressure side heat exchanger and a high-pressure side circuit including a high-pressure side heat exchanger can be set in parallel, and is also configured so that a series circuit can be set that includes the low-pressure side heat exchanger and the high-pressure side heat exchanger that are arranged in series, and the temperature control system includes a compressor heat source mode as an operation mode using the series circuit, in which the heat medium flowing out of the high-pressure side heat exchanger flows into the low-pressure side heat exchanger via a temperature control device, and further flows into the high-pressure side heat exchanger via an outdoor bypass path. [Selected Figure] Figure 4

Description

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

Vehicles such as electric vehicles and so-called hybrid vehicles, 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 thermal management system that can integrate the thermal management of air conditioning and equipment consists of a primary loop in which the refrigerant circulates according to the refrigeration cycle, and a heat medium (such as water) that transfers heat to the refrigerant in the primary loop. A system with a secondary loop conveying to the equipment has been proposed (for example, US Pat.

The heat management system described in Patent Document 1 includes a first heat medium circuit in which an evaporator of a refrigerant circuit and a heat medium outside air heat exchanger are arranged, a condenser of the refrigerant circuit, and a heater core of a vehicle air conditioning unit. and a second heat medium circuit. The first heat medium circuit and the second heat medium circuit are switched between a non-connected state (non-connected mode) and a connected state assuming a low outside temperature by switching the flow paths by the first switching means and the second switching means. (connected mode).
In the non-connection mode, a heat pump operation is performed in which heat from outside air is pumped up to the heat medium of the second heat medium circuit. In the connected mode, the heat medium flowing out of the evaporator is not flowed into the heat medium outside air heat exchanger, but is joined with the heat medium flowing out of the condenser, and the heat medium flows into the evaporator and the condenser in parallel. . The connection between the first heat medium circuit and the second heat medium circuit raises the temperature of the heat medium, which is used for heating.

Patent No. 6083304

In the connection mode in Patent Document 1, the heat medium flowing out of the evaporator and the heat medium flowing out of the condenser are mixed, and the temperature of the heat medium is intermediate between the temperatures of the respective heat mediums before mixing. and into the condenser. Therefore, it takes longer time to raise the temperature of the heat medium flowing out of the condenser than in the non-coupling mode. Also, since the flow rate of the heat medium flowing into the indoor heat exchanger is reduced, there is room for improvement in the heating capacity.
An object of the present disclosure is to provide a temperature control system and a temperature control method for a vehicle that can ensure heating capacity even in a situation where it is difficult to secure a heat source due to low outside air temperature.

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, and an outdoor heat exchanger that exchanges heat between the outside air and the heat medium. , a temperature control device corresponding to a temperature control target heated or cooled by a heat medium or used for heating or cooling the temperature control target, an outdoor bypass path that bypasses the heat medium from the outdoor heat exchanger, and a heat and a plurality of flow path switching valves configured to switch the flow of the medium.
In the heat medium circuit, a low-pressure side circuit including a low-pressure side heat exchanger and a high-pressure side circuit including a high-pressure side heat exchanger are switched in parallel by switching the flow of the heat medium by at least one of a plurality of flow path switching valves. , and a series circuit including a low-pressure side heat exchanger and a high-pressure side heat exchanger arranged in series can be set.
The temperature control system uses a series circuit operation mode, in which the heat medium flowing out of the high-pressure side heat exchanger flows through the temperature control device into the low-pressure side heat exchanger, passes through the outdoor bypass route, and flows into the high-pressure side It has a compressor heat source mode that flows into the heat exchanger.

In addition, the present disclosure can be expanded to a temperature control method for vehicles.

In the compressor heat source mode, the heat medium receives the heat generated by the power of the compressor from the refrigerant and conveys it to the temperature control target while avoiding heat radiation to the outside air and flowing through the outdoor bypass path. In the compressor heat source mode, the heat medium flowing out of the high-pressure heat exchanger flows into the low-pressure heat exchanger, flows out of the low-pressure heat exchanger, and flows into the high-pressure heat exchanger. and the low-pressure side heat exchanger are connected in series.
According to such a series connection, the temperature of the heat medium flowing out of the high-pressure heat exchanger is increased more quickly than when the heat medium flows into the high-pressure heat exchanger and the low-pressure heat exchanger in parallel. be able to. In addition, since the amount of heat medium circulating in the temperature control device is large, the amount of heat exchange between the heat medium and the object of temperature control is large.
In the compressor heat source mode, the heat medium passes through the high-pressure side heat exchanger and the temperature control device and radiates heat to the refrigerant through the low-pressure side heat exchanger. As the low pressure of the compressor increases, the density of the refrigerant sucked into the compressor increases, thereby increasing the circulation flow rate of the refrigerant. Since the heat exchange capacity is improved by increasing the refrigerant circulation flow rate, the heating capacity can be improved.
As described above, the heating capacity can be ensured even when it is difficult to secure a heat source due to the low outside air temperature.

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

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 in-vehicle equipment such as a battery device (power supply device) mounted in the vehicle, a driving motor, and heat-generating electronic equipment. heat management, exhaust heat recovery, etc. 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 an on-vehicle battery device is supplied to the temperature control system 1 and the electric devices and electronic devices provided in the on-vehicle device. A vehicle-mounted battery device is charged from an external power source when the vehicle is stopped.

〔overall structure〕
The temperature control system 1 includes a refrigerant circuit 10 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. A control device 7 for setting the temperature control system 1 to a mode and controlling the operating state of the temperature control system 1 according to the operating mode.
In addition, the temperature control system 1 can include, for example, a sensor that detects the outside air temperature, the temperature (room temperature) inside the vehicle compartment 8, and the like.

The temperature control system 1 has a plurality of operation modes selected by the passenger or by the control device 7 as described below.
・Cooling mode M1 (Fig. 1)
・Heat pump mode M2 (Fig. 2)
・First heater mode M3-1 (Fig. 3)
・Second heater mode M3-2 (Fig. 4)
As will be described later, the temperature control system 1 can secure the heating capacity even when the outside air temperature is significantly below 0° C. by at least the second heater mode M3-2.

The operation mode required for the temperature control system 1 varies depending on the area where the vehicle is used. For example, the temperature control system 1 may not have the cooling mode M1. Also, the temperature control system 1 may have operation modes other than the modes M1, M2, M3-1, and M3-2 shown in FIGS. 1 to 4, respectively.

[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 a battery device (not shown). 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, it is preferable to adopt an electronic expansion valve whose opening degree can be controlled based on a command from the control device 7. FIG. However, it is also permissible to employ a thermostatic expansion valve or employ a capillary tube instead 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. 1, 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. The same applies to FIG. 2 and subsequent figures.

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

[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. One of the objects to be temperature controlled in this embodiment corresponds to the air in the passenger compartment 8 .
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.

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

In this embodiment, the first switching valve 31 and the second switching valve 32 are four-way valves, and the third switching valve 33 corresponds to a three-way valve. In the cooling mode M<b>1 shown in FIG. 1 , both the heat medium flowing out from the evaporator 14 and the heat medium flowing out from the condenser 12 flow through the first switching valve 31 .
Here, in each operation mode, the “heat medium that has flowed out of the evaporator 14 ” means the heat medium that flows out of the evaporator 14 and before it flows into the evaporator 14 or the condenser 12 . Similarly, the “heat medium that has flowed out of the condenser 12 ” means the heat medium that has flowed out of the condenser 12 and before it flows into the condenser 12 or the evaporator 14 .

The heat medium circuit 20 can include a reserve tank (not shown) as a mechanism for setting the suction sides of the pumps 21 and 22 to atmospheric pressure. According to the reserve tank, even if the pressure of the heat medium increases due to the volume expansion due to the temperature rise of the heat medium, the suction sides of the pumps 21 and 22 are kept at the atmospheric pressure, so the heat medium is stabilized in the heat medium circuit 20. is pumped.
A separate reserve tank may be provided on the suction side of each of the pumps 21 and 22, but only one reserve tank communicating with the pipes 401 and 406 may be provided. In that case, it is preferable to provide a valve for communicating only one of the pipes 401 and 406 with the reserve tank in the path connecting the pipes 401 and 406 and the reserve tank. By closing the valve when using the series circuit CC, which will be described later, it is possible to prevent the heat medium from moving through the communication path due to the pressure difference.

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

The condenser 12 is formed with a channel through which the high-pressure side refrigerant flows and a channel through which the heat medium flows. The high-pressure side refrigerant and the heat medium are heat-exchanged by contact through the wall of the flow path.

The evaporator 14 is formed with a channel through which the low-pressure side refrigerant flows and a channel through which the heat medium flows. The low-pressure side refrigerant and the heat medium are heat-exchanged by coming into contact with each other through the wall of the flow path.

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 . In that case, the heat medium circuit 20 includes a condenser flow control valve 12V configured to be able to adjust the flow rate ratio of the heat medium between the condenser 12 and the condenser bypass path 12A, the evaporator 14 and the evaporator bypass path 14A. and an evaporator flow control valve 14V configured to be able to adjust the flow rate ratio of the heat medium.

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

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

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

Both the first pump 21 and the second pump 22 correspond to electric pumps driven by a motor (not shown). Motors connected to the first pump 21 and the second pump 22 are driven by power supplied from a battery device (not shown).
The first pump 21 is provided in a pipe 401 that connects the evaporator 14 and the second switching valve 32 . The first pump 21 sucks and discharges the heat medium that has flowed out of the evaporator 14, thereby pumping the heat medium.
The second pump 22 is provided in a pipe 406 that connects the condenser 12 and the third switching valve 33 . The second pump 22 sucks and discharges the heat medium that has flowed out of the condenser 12, thereby pumping the heat medium.

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 outdoor fan 23A corresponds to an electric fan that blows outside air toward the outdoor heat exchanger 23 . 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 outdoor bypass route 24 bypasses the heat medium from the outdoor heat exchanger 23 . The outdoor bypass route 24 of the present embodiment bypasses the outdoor heat exchanger 23 from the position of the second switching valve 32, and is connected to the pipe 409 between the condenser flow control valve 12V and the first switching valve 31. .

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

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

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

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

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

On the other hand, the series circuit CC corresponds to one continuous circuit including the evaporator 14 and the condenser 12 arranged in series. When the series circuit CC is set, for example, as shown in FIG.
In FIGS. 3 and 4 showing the series circuit CC as well, the flow of the relatively low-temperature heat medium is indicated by solid lines, and the flow of the relatively high-temperature heat medium is indicated by dashed lines. Referring to FIG. 4, unlike the case where parallel circuits C1 and C2 are set, the flow of the heat medium flowing out of the evaporator 14 and flowing into the condenser 12 is indicated by a solid line. , and the flow of the heat medium until it flows into the evaporator 14 is indicated by a dashed line. This indicates that when the heat medium flows into the evaporator 14, the temperature of the heat medium drops due to heat radiation to the refrigerant, and when the heat medium flows into the condenser 12, the temperature of the heat medium rises due to heat absorption from the refrigerant. It means that

When the series circuit CC is set, the heat medium circulates between the condenser 12 and the evaporator 14 while repeating the temperature rise by the condenser 12 and the temperature drop by the evaporator 14 . At this time, since one continuous circuit is formed in the heat medium circuit 20, the heat medium can be pressure-fed by at least one of the first pump 21 and the second pump 22 only. That is, since the operation of either the first pump 21 or the second pump 22 can be stopped, if the temperature control system 1 does not have an operation mode using the parallel circuits C1 and C2, the first pump 21 and the second pump 22 can be stopped. It is sufficient to have only one of the first pump 21 and the second pump 22 .
Even in the operation mode using the series circuit CC, by operating the two pumps 21 and 22, a sufficient circulation flow rate of the heat medium in the heat medium circuit 20 can be obtained.

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

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 7, and is configured to be able to switch the flow path of the heat medium.
The first switching valve 31 has ports that are individually connected to the condenser 12 , the evaporator 14 , the outdoor heat exchanger 23 , and the indoor heat exchanger 25 .
The second switching valve 32 has ports that are individually connected to the evaporator 14 , the outdoor heat exchanger 23 , the outdoor bypass path 24 , and the indoor heat exchanger 25 .
The third switching valve 33 has ports that are individually connected to the condenser 12 , the outdoor heat exchanger 23 and the indoor heat exchanger 25 .

The first to third switching valves 31 to 33 can be replaced with an appropriate number of 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 control device 7 can increase or decrease the cooling capacity or the heating capacity by controlling the rotation speed of the compressor 11 according to the heat load and increasing or decreasing the circulation flow rate of the refrigerant.
In addition, the control device 7 detects physical quantities correlated with room temperature, such as room temperature, outside air temperature, heat medium temperature, refrigerant temperature or pressure, using sensors, and eliminates the deviation between the detected value and the target value. The room temperature can be adjusted to the target temperature by feedback-controlling the rotational speed of the compressor 11 and the like.

[Explanation of operation mode]
Next, the operation of the temperature control system 1 will be described for each operation mode.
(Operating mode of parallel circuit)
Cooling mode M1 (Fig. 1):
A circuit corresponding to the cooling mode M1 is set in the heat medium circuit 20 based on control commands for the first to third switching valves 31 to 33, the condenser flow rate control valve 12V, and the evaporator flow rate control valve 14V. . Since the outdoor bypass path 24 is not used in the cooling mode M1, the corresponding port of the second switching valve 32 is closed.
Circuits corresponding to each mode are set in the same manner for other operation modes.

Compressor 11, first pump 21, second pump 22, outdoor fan 23A, and indoor fan 25A are driven by power supplied from a battery device (not shown). Other operation modes are basically the same unless otherwise specified.

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

In cooling mode M1, temperature control system 1 is operated using parallel circuits C1 and C2. The heat medium (low-temperature heat medium) flowing out from the evaporator 14 to the pipe 401 flows through the pipe 402 according to the flow path set inside the second switching valve 32 as indicated by the solid arrow, and the indoor heat exchanger 25 flow into The inside of the passenger compartment 8 is cooled by the air sent to the indoor heat exchanger 25 by the indoor blower 25A having heat absorbed by the heat medium and blown out from the duct. The heat medium that has absorbed heat from the air flows through the pipe 403 , flows out to the pipe 404 along the flow path set inside the first switching valve 31 , and returns to the evaporator 14 .
In the example shown in FIGS. 1 and 2, the flow rate is adjusted by the evaporator flow rate control valve 14V, and the entire amount of the heat medium that has flowed through the pipe 404 does not flow into the evaporator bypass path 14A. flow into.

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

According to the cooling mode M1, the temperature control system 1 can be stably operated while preventing the high pressure of the refrigerant circuit 10 from rising by radiating the heat of the refrigerant to the outside air via the heat medium.

Heat pump mode M2 (Fig. 2):
The heat pump mode M2 corresponds to a mode for heating the interior of the passenger compartment 8. Heat is pumped from the outside air as a heat source to a high-temperature heat medium having a higher temperature than the outside air temperature, and is conveyed to the passenger compartment 8. heat the inside.

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

The high-temperature heat medium that has flowed out of the condenser 12 flows into the indoor heat exchanger 25 via the third switching valve 33 and the pipe 412 as indicated by the dashed-dotted arrow. The heat medium that has warmed the interior of the compartment 8 returns to the condenser 12 via the first switching valve 31 and the condenser flow control valve 12V.

The heat pump mode M2 uses the outside air as a part of the heat source, so even if the outside temperature drops below freezing, for example, to about -10°C, the power consumption of the compressor 11, the pumps 21, 22, etc. is suppressed, and heating is performed. Ability can be guaranteed.

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

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

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

If the outside air temperature is significantly below 0° C. when the temperature control system 1 is activated after the vehicle has been stopped for a long time, the temperature of the heat medium is also low as well as the outside air temperature. Therefore, immediately after the temperature control system 1 is started, the refrigerant is cooled by the heat medium, the low pressure of the refrigerant circuit 10 drops, and the evaporation temperature of the refrigerant becomes lower than the outside air temperature. Therefore, when the temperature control system 1 is started, the first heater mode M3-1 gives priority to heating the interior of the passenger compartment 8, and the heat absorbed by the heat medium from the outside air by the outdoor heat exchanger 23 is transferred to the refrigerant. It is preferable to heat the refrigerant by After that, the low pressure of the refrigerant circuit 10 rises to a predetermined value, and the refrigerant circuit 10 starts steady operation, so that the temperature control object can be heated by the heat extracted from the power of the compressor 11 to the heat medium. It is better to shift to the 2-heater mode M3-2.

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

First heater mode M3-1 (Fig. 3):
The action of the first heater mode M3-1 will be described together with the specific flow of the heat medium with reference to FIG. In the first heater mode M3-1, the heat medium is caused to flow into the outdoor heat exchanger 23 so that the outdoor heat exchanger 23 causes the heat medium to absorb heat from the outside air. In order to prioritize the temperature rise of the refrigerant over the heating of the passenger compartment 8, the heat medium is diverted to the condenser bypass path 12A instead of flowing into the condenser 12, thereby preventing heat dissipation of the refrigerant to the heat medium. . Then, heat is radiated from the heat medium to the refrigerant in the evaporator 14 .
Furthermore, in order to suppress heat exchange between the air and the heat medium in the indoor heat exchanger 25, it is preferable to stop the operation of the indoor fan 25A.

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

The heat medium that has flowed out of the evaporator 14 flows into the outdoor heat exchanger 23 via the second switching valve 32 and absorbs heat from the outside air. In FIG. 3 , the one-dot chain line indicates the heat medium whose temperature is raised by absorbing heat from the outside air. The heat medium that has flowed out of the outdoor heat exchanger 23 bypasses the condenser 12 by flowing into the condenser bypass path 12A via the first switching valve 31 and the condenser flow rate control valve 12V. The heat medium that has flowed out of the condenser bypass path 12A flows into the indoor heat exchanger 25 via the third switching valve 33 . However, since the indoor fan 25A is stopped, the heat exchange between the heat medium in the indoor heat exchanger 25 and the unair-conditioned cold air is suppressed. The heat medium that has flowed out of the indoor heat exchanger 25 returns to the evaporator 14 via the first switching valve 31 and the evaporator flow adjustment valve 14V. Then, the evaporator 14 radiates heat to the refrigerant and flows out of the evaporator 14 as a low-temperature heat medium.

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

While the vehicle is stopped in a state where the outside air temperature is very low below freezing, the temperature of each of the heat medium and the refrigerant has dropped to the same level as the outside air temperature. Therefore, the refrigerant cools the heat medium immediately after the activation of the temperature control system 1 starts the activation of the compressor 11 and the refrigeration cycle is activated. However, according to the first heater mode M3-1, the heat absorbed by the heat medium from the outside air is continuously transferred to the refrigerant, thereby gradually increasing the low pressure of the refrigerant circuit 10 and increasing the evaporation temperature. In the process, the temperature of the heat medium that exchanges heat with the refrigerant also rises.

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

In order to increase the amount of heat input to the refrigerant in the first heater mode M3-1, the rotation speeds of the motors of the first and second pumps 21 and 22 can be increased, for example, to the maximum rotation speed. Then, in addition to the amount of heat given to the refrigerant from the outside air via the heat medium, the amount of heat corresponding to the power of the first and second pumps 21 and 22 can be given from the heat medium to the refrigerant, and the circulation flow rate of the heat medium can be increased. Accelerates the heat dissipation from the heat medium to the refrigerant due to the increase in . Therefore, it is possible to reduce the time required from the time of startup to transition to the second heater mode M3-2 via the first heater mode M3-1, and to start heating the vehicle interior 8 early.

In the first heater mode M3-1 shown in FIG. 3, depending on the outside air temperature and operating conditions, the condenser flow control valve 12V causes a small flow of heat medium to flow into the condenser 12, or the evaporator flow control valve 14V causes It is permissible to allow a small amount of heat medium to flow into the evaporator bypass path 14A.

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

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

In the second heater mode M3-2, the heat medium receives the heat generated by the power of the compressor 11 from the refrigerant while flowing through the outdoor bypass path 24 avoiding heat radiation to the outside air, and transfers the heat to the temperature control target. According to the second heater mode M3-2, since the system is operated without heat transfer to/from the outside air, it is possible to continuously heat the interior of the passenger compartment 8 regardless of the outside air temperature.

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

When the heating operation is selected by the operation of the passenger or by the temperature control system 1, the controller 7 switches to the heat pump mode M2 when the detected outside temperature is higher than the threshold T ₁ (eg -10°C). can be selected. Further, the control device 7 determines whether or not the temperature of the heat medium flowing into the outdoor heat exchanger 23 is lower than the outside air temperature, and the heat pump mode M2 is set only when the temperature of the heat medium is lower than the outside air temperature. By selecting it, it is possible to reliably absorb heat from the outside air.
Furthermore, the controller 7 selects the second heater mode M3-2 if the sensed outside air temperature is higher than the threshold T ₂ (eg, −15° C.) lower than the threshold T ₁ , and selects the second heater mode M3-2. ₂ , the first heater mode M3-1 can be selected.

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

When the first heater mode M3-1 is performed prior to the second heater mode M3-2, the controller 7 operates the temperature control system 1 in the first heater mode M3-1 while the refrigerant circuit 10 is Waiting until a steady state is reached, for example, when the temperature of the heat medium exceeds a predetermined threshold value _T3 , the operation mode is switched from the first heater mode M3-1 for start-up to the second heater mode M3-2 of the steady state. be able to.

In the above example, the outside air temperature, heat medium, and refrigerant temperature are used as thresholds, but it is also possible to use physical quantities such as pressure that indicate the same state as the state of the heat medium or refrigerant indicated by the temperature threshold. .

[Main effects of the present embodiment]

In the second heater mode M3-2 using the series circuit CC, since the condenser 12 and the evaporator 14 are connected in series, the heat medium flows into the condenser 12 and the evaporator 14 in parallel. Compared to the case, the temperature of the heat medium flowing out of the condenser 12 can be raised faster. In addition, since the heat medium circulation amount of the indoor heat exchanger 25 is large, the heat exchange amount between the heat medium and the air is large.

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

According to the temperature control system 1, by providing at least the second heater mode M3-2, the power necessary to secure the heat source is supplied to the compressor 11 and the like even in a situation where it is difficult to secure the heat source due to the low outside air temperature. However, the heating capacity can be guaranteed.

In addition, by providing the first heater mode M3-1, even if the refrigerant cools the heat medium immediately after the refrigeration cycle is started under the condition that the outside air temperature is significantly below freezing, the heat medium absorbs heat from the outside air. A drop in the low pressure in the refrigerant circuit 10 can be suppressed by heating the refrigerant by . Therefore, the refrigerant circuit 10 can be shifted to the steady state at an early stage.
Therefore, when the temperature control system 1 is started when the outside air temperature is significantly lower than 0° C., it starts in the first heater mode M3-1, and when the refrigerant circuit 10 has transitioned to a steady state, it switches to the second heater mode M3-2. By switching the operation mode, the target temperature can be reached to the target temperature sooner than when the operation is performed in the second heater mode M3-2 immediately after startup.

The heating medium circuit 20 of the present embodiment uses only a total of three switching valves 31 to 33, excluding the flow control valves 12V and 14V. According to the temperature control system 1 of the present embodiment, by reducing the number of flow path switching valves in the heat medium circuit 20, the member cost of the heat medium circuit 20, the cost required for pipe connection, and the cost required for maintenance can be suppressed. Various operation modes can be realized while the configuration is simple.

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

For example, when the physical quantity p such as the pressure of the refrigerant flowing out of the evaporator 14 is smaller than the predetermined threshold value _T4 , the evaporator flow control valve 14V is adjusted to increase the flow rate of the heat medium flowing into the evaporator 14 adjusts the flow rate of the heat medium flowing through the evaporator 14 and the evaporator bypass path 14A. When the flow rate of the heat medium flowing through the evaporator 14 increases, the amount of heat released from the heat medium to the refrigerant increases, and the low pressure in the refrigerant circuit 10 rises, thereby increasing the refrigerant circulation flow rate and increasing the heating capacity. .
On the other hand, when the physical quantity p is larger than the predetermined threshold value _T4 , the evaporator flow control valve 14V controls the evaporator 14 and the evaporator bypass path 14A so that the flow rate of the heat medium flowing into the evaporator 14 is reduced. It is preferable to adjust the flow rate of the heat medium flowing through each.
By increasing or decreasing the threshold value _T4 , it is possible to increase or decrease the heating capacity to adjust the room temperature.

The following description focuses on matters that differ from the above-described embodiment. The same reference numerals are attached to the components that have already been described.

[First Modification of First Embodiment]
The vehicle temperature control system 1-1 shown in FIG. 5 includes an indoor bypass path 26 that bypasses the heat medium from the indoor heat exchanger 25, particularly in the first heater mode M3-1. A four-way valve is employed as the third switching valve 33-1 in order to allow the heat medium to flow into the indoor bypass path 26. As shown in FIG.

In the first heater mode M3-1, it is preferable to stop the operation of the indoor fan 25A as described above. However, there may be cases where the first heater mode M3-1 is operated while the indoor fan 25A is in operation due to an operation by an occupant or the like.
Therefore, when the first heater mode M3-1 is selected as the operation mode, the control device 7 sends a command to the second switching valve 32 so that the heat medium does not flow into the indoor heat exchanger 25 and the indoor bypass path 26 Set the path of the heat transfer medium so that it flows into the Air is not sent to the indoor bypass route 26 from the indoor fan 25A.

Therefore, according to the first modification of the first embodiment, regardless of the operation/stop state of the indoor fan 25A, the heat medium that has absorbed heat from the outside air is prevented from being radiated to the cold air inside the vehicle compartment 8. can be done. Therefore, the refrigerant circuit 10 can be shifted to a steady state at an early stage by suppressing a low pressure drop when the outside air temperature is low.

[Second Modification of First Embodiment]
In the vehicle temperature control system 1-2 shown in FIG. 6, the positions of the first pump 21 and the second pump 22 are changed from the positions of the pumps 21 and 22 in the above embodiment (FIG. 4, etc.). . The positions of the first pump 21 and the second pump 22 are shifted upward in FIG. 6 so as to sandwich the first switching valve 31 . The first pump 21 is provided on the pipe 408 and the second pump 22 is provided on the pipe 403 .

Even if the respective positions of the first pump 21 and the second pump 22 are changed as shown in FIG. 6, all the operation modes M1, M2, M3-1, M3-2 described in the above embodiment operate normally. do. In the second heater mode M3-2 shown in FIG. 6, the first pump 21 operates in the unused section of the heat medium circuit, specifically, from the second switching valve 32 via the outdoor heat exchanger 23 to the first switching It is arranged in the section up to the valve 31 . Therefore, it is preferable to send a command from the control device 7 to stop the operation of the first pump 21 . In other words, in the second heater mode M3-2, the heat medium in the heat medium circuit 20 is pressure-fed by the second pump 22 only.

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

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. The respective positions of the first pump 21 and the second pump 22 can be appropriately determined within a range in which the can be pumped.

[Fourth Modification of First Embodiment]
The vehicle temperature control system 1-4 shown in FIG. 8 cools and heats the interior of the vehicle compartment 8 as the first temperature control target, and also adjusts the temperature of the battery device 6 as the second temperature control target.
The heat medium circuit 20 of this system 1-4 is configured to be able to supply the relatively low-temperature heat medium that has flowed out of the evaporator 14 to the battery device 6, and the relatively high-temperature heat that has flowed out of the condenser 12. The medium is configured to be able to be supplied to the battery device 6 .

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 404 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 404 and the state where it 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 409 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 409 and the state in which it flows toward the condenser 12 .

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

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

Second pattern:
Contrary to the first pattern, the first heat exchange path 414 is not used, and the low-temperature heat medium flowing out of the evaporator 14 passes through the first switching valve 31 and is switched to the second battery switching valve 35 by the second battery switching valve 35. It may be supplied to the battery device 6 by flowing through the outward path 415A of the second heat exchange path 415 . In that case, the heat medium that has exchanged heat with the battery device 6 flows through the return path 415</b>B, returns to the second battery switching valve 35 , and flows toward the condenser 12 .

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

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

The temperature control system 1-4 includes only one of the first battery switching valve 34 and the first heat exchange path 414 and the second battery switching valve 35 and the second heat exchange path 415. may be

[Fifth Modification of First Embodiment]
A vehicle temperature control system 1-5 shown in FIG. 9 is obtained by adding an indoor bypass path 26 for bypassing the heat medium from the indoor heat exchanger 25 to the fourth modification shown in FIG.

By providing the indoor bypass route 26, the heat medium is not supplied to the indoor heat exchanger 25 in the heat pump mode M2 and the second heater mode M3-2 shown in FIG. The temperature of only the battery device 6 can be adjusted without performing At this time, the port communicating with the indoor heat exchanger 25 of the third switching valve 33 as a four-way valve shown in FIG. 9 is closed, and the port communicating with the indoor bypass route 26 is opened.

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

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

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

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

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

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

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

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

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

A refrigerant circuit 10 and a heat medium circuit 20 of the second embodiment are basically configured in the same manner as in the first embodiment. According to the temperature control system 2 of the second embodiment, based on the configurations of the refrigerant circuit 10 and the heat medium circuit 20, the same effects as those of the first embodiment can be obtained. The description of the configurations of refrigerant circuit 10 and heat medium circuit 20 will not be repeated.

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

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

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

Also with the temperature control system 2 of the second embodiment, it is possible to suppress the low pressure drop when the outside air temperature is low and shift the refrigerant circuit 10 to a steady state at an early stage. The heating capacity can be secured while supplying to the
In addition, effects similar to those of the first embodiment can also be obtained by the second embodiment.

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

[First Modification of Second Embodiment]
A vehicle temperature control system 2-1 shown in FIG. When the heat medium is allowed to flow into the indoor bypass path 26-2, the port leading to the indoor bypass path 26-2 of the second switching valve 32-2 as a four-way valve is opened, and the indoor heat of the second switching valve 32-2 is opened. The port leading to switch 25 is closed. When the heat medium is allowed to flow into the indoor heat exchanger 25, the opening/closing state of the port of the second switching valve 32-2 is switched in the opposite manner.

By providing the indoor bypass path 26-2, regardless of whether the indoor fan 25A is activated or stopped, the heat medium that absorbs heat from the outside air is supplied to the inside of the vehicle compartment 8 during the operating state of the first heater mode M3-1. It can avoid radiating heat to cold air. Therefore, the refrigerant circuit 10 can be shifted to a steady state at an early stage by suppressing a low pressure drop when the outside air temperature is low.

[Second modification of the second embodiment] (not shown)
Also in the second embodiment (FIGS. 12 to 14), like the second modification (FIG. 6) of the first embodiment, the respective positions of the first pump 21 and the second pump 22 can be changed. .
Specifically, the first pump 21 can be installed in the pipe 407 and the second pump 22 can be installed in the pipe 402 so that the first switching valve 31 is interposed between the first pump 21 and the second pump 22 . can.
In that case, in the second heater mode M3-2 shown in FIG. 14, since the first pump 21 is arranged in the unused section of the heat medium circuit, the operation of the first pump 21 should be stopped. In other words, in the second heater mode M3-2, the heat medium in the heat medium circuit 20 is pressure-fed by the second pump 22 only.

[Third modification of second embodiment] (not shown)
Moreover, each position of the first pump 21 and the second pump 22 may be changed as in the third modification (FIG. 7) of the first embodiment.
Specifically, the first pump 21 can be installed in line 404 and the second pump 22 can be installed in line 409 .

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

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

For example, based on the temperature of the heat medium indicating the temperature of the battery device 6 and the target temperature of the battery device 6, the flow paths are switched by the battery switching valves 34 and 35, thereby switching between the low-temperature heat medium and the high-temperature heat medium. Either one or both can be used to regulate the temperature of the battery device 6 .

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

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

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

In the dehumidification heating mode M4 shown in FIG. 16, the first heat exchanger 25-1 is supplied with the heat medium that flows out from the evaporator 14 and passes through the first switching valve 31, and is supplied to the second heat exchanger 25-1. The heat medium flowing out from the condenser 12 is supplied to 25-2. The temperature control system 2-6 has pipes 416 and 417 for flowing the low-temperature heat medium to the first heat exchanger 25-1 in the dehumidifying heating mode M4.

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

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

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

[Partial modification of the sixth modification of the second embodiment]
The temperature control system 2-7 shown in FIG. 18 performs dehumidification heating in the heat pump mode M2, as in the sixth modification (FIGS. 16 and 17). The temperature control system 2-7 of the seventh modification differs from the temperature control system 2-6 of the sixth modification only in a partial path of the heat medium circuit 20. FIG.

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

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

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

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

Each of the first refrigerant circuit R1 and the second refrigerant circuit R2 can independently form a refrigeration cycle. When both the first refrigerant circuit R1 and the second refrigerant circuit R2 are used simultaneously, the respective expansion valves and evaporators of the first refrigerant circuit R1 and the second refrigerant circuit R2 are connected in parallel.
The second refrigerant circuit R<b>2 includes a pipe 501 connected to the refrigerant outflow side of the condenser 12 and a pipe 502 connected to the refrigerant discharge side of the evaporator 14 .

Adopting a capillary tube instead of the expansion valves 13-1 and 13-2 is also permitted. In this case, an on-off valve is required to close the capillary tube of the other refrigerant circuit, which is not used, during the operation mode in which one of the refrigerant circuits R1 and R2 is used.

In addition, although 24 A of terminal ends of the outdoor bypass path 24 are set between the outdoor heat exchanger 23 and the 1st switching valve 31, it is not the limitation. The terminal end 24A of the outdoor bypass route 24 may be set between the first switching valve 31 and the condenser 12 as in the first embodiment (FIG. 4).

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

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

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

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

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

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

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

As for the heat medium flow, the heat medium in the high-pressure side circuit C2 transfers heat received from the refrigerant by the condenser 12 to the outdoor heat exchanger 23 . The heat medium radiated to the outside air by the outdoor heat exchanger 23 returns to the condenser 12 via the first switching valve 31 .

According to the cooling mode M1 of the temperature control system 3, the temperature control target is directly cooled by the refrigerant supplied to the refrigerant heat exchanger 14-2 as an evaporator, which is a cold heat source, without passing through a heat medium. becomes possible. As a result, it is possible to improve the cooling capacity, and it is also possible to improve the ability of control to follow changes in the temperature of the object to be temperature-controlled and the temperature of the outside air.

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

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

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

According to the first dehumidifying/heating mode M4-1, heat is radiated to the outside air by the high-voltage side circuit C2, so that air conditioning can be performed even when the cooling load is high.

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

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

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

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

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

The flow of the heat medium in each of the low-voltage side circuit C1 and the high-voltage side circuit C2 is the same as in the second dehumidifying and heating mode M4-2. The heat medium that has absorbed heat from the outside air through the low-pressure side circuit C 1 radiates heat to the refrigerant in the evaporator 14 . The refrigerant in the high pressure side circuit C2 absorbs heat from the refrigerant in the condenser 12 and is supplied to the indoor heat exchanger 25 . The inside of the passenger compartment 8 is heated by heating the air sent by the indoor blower 25A by the heat medium.

First heater mode M3-1 (FIG. 23):
The first heater mode M3-1 is suitable for activating the temperature control system 3 when the outside air temperature is significantly below 0.degree.
In the first heater mode M3-1, the first refrigerant circuit R1 and the series circuit CC of the heat medium circuit 20 are used.

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

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

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

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

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

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

In the second heater mode M3-2 (FIG. 24) described above, the air is warmed only by the heat medium supplied to the indoor heat exchanger 25, and no refrigerant is supplied to the refrigerant heat exchanger 14-2. According to the direct heating second heater mode M3-2-1, by supplying the refrigerant to the refrigerant heat exchanger 14-2, the heat medium supplied to the indoor heat exchanger 25 and the refrigerant heat exchanger 14- Since the air can be heated with the refrigerant supplied to 2, the heating capacity can be further improved.

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

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

[First modification of the third embodiment] (not shown)
Regarding the first heater mode M3-1 in particular, the temperature control system 3 includes an indoor bypass path 26 that bypasses the heat medium from the indoor heat exchanger 25, similarly to the first modification (FIG. 5) of the first embodiment. may be

[Second modification of the third embodiment] (not shown)
Also in the third embodiment, each position of the first pump 21 and the second pump 22 can be changed as in the second modification (FIG. 6) of the first embodiment.

[Third modification of third embodiment] (not shown)
Moreover, each position of the first pump 21 and the second pump 22 may be changed as in the third modification (FIG. 7) of the first embodiment.

[Fourth modification of the third embodiment] (not shown)
The temperature control system 3 can include a temperature control mechanism similar to the heat exchange paths 414 and 415 and the battery switching valves 34 and 35 of the fourth modification (FIG. 8) of the first embodiment.

[Fifth modification of the third embodiment] (not shown)
The temperature control system 3 includes a temperature control mechanism for the battery device 6 as in the fourth modification, and an indoor bypass path 26 as in the fifth modification (FIG. 9) of the first embodiment. good too.

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

[Seventh modification of the third embodiment]
Two expansion valves 13-1 and 13-2 are not necessarily required. Like the temperature control system 3-7 shown in FIG. 27, by including the on-off valves 15 and 16 for switching the use of the refrigerant circuits R1 and R2 and one expansion valve 13, for example, the cooling mode M1 and the first dehumidification/heating mode M4-1 can be operated.

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

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

[Appendix]
From the above disclosure, the configuration described below is understood.
[1] A temperature control system for a vehicle,
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;
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 the temperature control target;
an outdoor bypass path (24) for bypassing the heat medium from the outdoor heat exchanger (23);
a plurality of flow path switching valves (31 to 33) configured to switch the flow of the heat medium,
The heat medium circuit (20)
By switching the flow of the heat medium by at least one of the plurality of flow path switching valves,
A low-pressure side circuit (C1) including the low-pressure side heat exchanger and a high-pressure side circuit (C2) including the high-pressure side heat exchanger can be set in parallel,
A series circuit (CC) including the low-pressure side heat exchanger (14) and the high-pressure side heat exchanger (12) arranged in series can be set,
The temperature control system is
As an operation mode using the series circuit (CC),
The heat medium flowing out of the high-pressure side heat exchanger (12) flows into the low-pressure side heat exchanger (14) via the temperature control device (6, 25), and further flows into the outdoor bypass route (24). ) and flow into the high pressure side heat exchanger (12).

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

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

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

[5] In the start-up compressor heat source mode, the heat medium that has flowed out of the low-pressure side heat exchanger (14) flows into the outdoor heat exchanger (23).
[4] The vehicle temperature control system according to the item.

[6] A temperature control bypass path (26) that bypasses the heat medium from the temperature control device (25),
[4] or [5] The temperature control system for a vehicle.

[7] Provided with a blower (25A) for sending air to the temperature control device (25),
The start-up compressor heat source mode stops the blower (25A),
The vehicle temperature control system according to any one of [4] to [6].

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

[9] Provided with a blower (25A) for sending air to the temperature control device (25),
The temperature control device (25)
a first heat exchanger (25-1) arranged on the windward side of the air flow from the blower (25A) and configured to allow the heat medium flowing out of the low-pressure side heat exchanger (14) to flow therein;
a second heat exchanger (25-2) arranged on the leeward side of the air flow and configured to allow the heat medium flowing out of the high-pressure side heat exchanger (12) to flow in;
The vehicle temperature control system according to any one of [1] to [8].

[10] The refrigerant circuit (10) is
including a refrigerant heat exchanger (14-2) for heating or cooling at least one of one or more temperature control targets together with the temperature control heat exchanger (25) as the temperature control device;
The compressor (11), the high-pressure side heat exchanger (12), the pressure reducing section (13), and the refrigerant heat exchanger (14-2) are configured so that the refrigerant can circulate,
The vehicle temperature control system (3) according to any one of [1] to [9].

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

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

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

[14] The first decompression section (13-1) and the second decompression section (13-2) are the same decompression section,
[12] or [13] The vehicle temperature control system.

[15] A temperature control method using a vehicle temperature control system,
The temperature control system is
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;
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 the temperature control target;
an outdoor bypass path (24) that bypasses the heat medium from the outdoor heat exchanger;
a plurality of flow path switching valves (31 to 33) configured to switch the flow of the heat medium,
The heat medium circuit (20)
By switching the flow of the heat medium by at least one of the plurality of flow path switching valves (31 to 33),
A low-pressure side circuit (C1) including the low-pressure side heat exchanger (14) and a high-pressure side circuit (C2) including the high-pressure side heat exchanger (12) can be set in parallel,
A series circuit (CC) including the low-pressure side heat exchanger (14) and the high-pressure side heat exchanger (12) arranged in series can be set,
The temperature control method is
As an operation mode using the series circuit (CC),
The heat medium flowing out of the high-pressure side heat exchanger (12) flows into the low-pressure side heat exchanger (14) via the temperature control device (6, 25), and further flows into the outdoor bypass route (24). ) and flow into the high-pressure side heat exchanger (12), performing a compressor heat source mode (M3-2).

1, 2, 3 temperature control system (vehicle temperature control system)
6 Battery device (temperature control object, battery)
7 Control device 8 Vehicle room 10, 10-3 Refrigerant circuit 11 Compressor 12 Condenser (high pressure side heat exchanger)
12A Condenser bypass route (high pressure side bypass route)
12V condenser flow control valve (high-pressure side flow control valve)
13 expansion valve (decompression part)
13-1 First expansion valve (first pressure reducing section)
13-2 Second expansion valve (first pressure reducing section)
14, 14-1 evaporator (low pressure side heat exchanger)
14-2 Refrigerant heat exchanger 14A evaporator bypass route (low pressure side bypass route)
14V Evaporator flow control valve (low pressure side flow control valve)
15, 16 On-off valve 20 Heat medium circuit 21 First pump 22 Second pump 23 Outdoor heat exchanger 23A Outdoor blower 24, 24-1 Outdoor bypass route 24A Terminal 25 Indoor heat exchanger (temperature control device, temperature control heat exchanger )
25-1 First heat exchanger 25-2 Second heat exchanger 25A Indoor fan 26 Indoor bypass route (temperature control bypass route)
31 first switching valve (channel switching valve, both flow switching valve)
32 second switching valve (channel switching valve)
33 third switching valve (channel switching valve)
34 First battery switching valve 35 Second battery switching valves 401 to 412 Piping 414 First heat exchange path 414A Outbound path 414B Return path 415 Second heat exchange path 415A Outbound path 415B Incoming path 416, 417 Piping 501, 502 Piping C1 Low pressure side circuit C2 High pressure side circuit CC Series circuit L1 First loop L2 Second loop M1 Cooling mode M2 Heat pump mode M3-1 First heater mode (starting compressor heat source mode)
M3-2 2nd heater mode (compressor heat source mode)
M4 Dehumidification heating mode M4-1 First dehumidification heating mode M4-2 Second dehumidification heating mode R1 First refrigerant circuit R2 Second refrigerant circuit U HVAC unit

Claims (14)

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;
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 the temperature control target;
an outdoor bypass path that bypasses the heat medium from the outdoor heat exchanger;
a plurality of flow path switching valves configured to switch the flow of the heat medium,
The heat medium circuit is
By switching the flow of the heat medium by at least one of the plurality of flow path switching valves,
A low-pressure side circuit including the low-pressure side heat exchanger and a high-pressure side circuit including the high-pressure side heat exchanger can be set in parallel,
A series circuit including the low-pressure side heat exchanger and the high-pressure side heat exchanger arranged in series can be set,
The temperature control system is
As an operation mode using the series circuit,
The heat medium flowing out of the high-pressure side heat exchanger flows into the low-pressure side heat exchanger via the temperature control device, further passes through the outdoor bypass route, and flows into the high-pressure side heat exchanger. Vehicle temperature control system with machine heat source mode. As one of the plurality of flow path switching valves, both the heat medium flowing out from the high-pressure side heat exchanger and the heat medium flowing out from the low-pressure side heat exchanger are configured to flow. Equipped with both flow-through valves
In the compressor heat source mode,
the heat medium flowing out of the high-pressure side heat exchanger flows into the low-pressure side heat exchanger via the double-flow valve, or bypasses the double-flow valve and flows into the low-pressure side heat exchanger; Furthermore, it bypasses the both flow valve and flows into the high pressure side heat exchanger,
The vehicle temperature control system according to claim 1. a low-pressure side bypass path that bypasses the heat medium from the low-pressure side heat exchanger;
a low-pressure side flow control valve configured to be able to adjust the flow rate ratio of the heat medium between the low-pressure side heat exchanger and the low-pressure side bypass path;
The vehicle temperature control system according to claim 1 or 2. a high-pressure side bypass path that bypasses the heat medium from the high-pressure side heat exchanger;
a high-pressure side flow control valve configured to be able to adjust the flow rate ratio of the heat medium between the high-pressure side heat exchanger and the high-pressure side bypass path,
As an operation mode using the series circuit,
The heat medium flowing out of the high-pressure side heat exchanger flows into the low-pressure side heat exchanger, further passes through the outdoor heat exchanger, and passes through at least the high-pressure side heat exchanger and the high-pressure side bypass route. with a start-up compressor heat source mode flowing into the side bypass path,
The vehicle temperature control system according to claim 1 or 2. The start-up compressor heat source mode causes the heat medium that has flowed out of the low-pressure side heat exchanger to flow into the outdoor heat exchanger,
The vehicle temperature control system according to claim 4. A temperature control bypass path that bypasses the heat medium from the temperature control device,
The vehicle temperature control system according to claim 4. Equipped with a blower that sends air to the temperature control device,
The start-up compressor heat source mode stops the blower,
The vehicle temperature control system according to claim 4. a battery as one of the one or more temperature control targets;
a heat exchange path configured to supply the heat medium to the battery,
The vehicle temperature control system according to claim 1 or 2. Equipped with a blower that sends air to the temperature control device,
The temperature control device is
a first heat exchanger arranged on the windward side of the air flow from the blower and configured so that the heat medium flowing out from the low-pressure side heat exchanger can flow in;
a second heat exchanger arranged on the leeward side of the air flow and configured to allow the heat medium flowing out of the high-pressure side heat exchanger to flow in;
The vehicle temperature control system according to claim 1 or 2. The refrigerant circuit is
including a refrigerant heat exchanger for heating or cooling at least one of one or more temperature control targets together with the temperature control heat exchanger as the temperature control device;
The refrigerant is configured to circulate through the compressor, the high-pressure side heat exchanger, the decompression unit, and the refrigerant heat exchanger,
The vehicle temperature control system according to claim 1 or 2. A fan that sends air to the refrigerant heat exchanger and the temperature control device,
The refrigerant heat exchanger is arranged on the windward side of the air flow by the blower,
The temperature control device is arranged on the leeward side of the air flow, and is configured so that the heat medium that has flowed out from the high-pressure side heat exchanger can flow in.
The vehicle temperature control system according to claim 10. The refrigerant circuit is
a first refrigerant circuit configured such that the refrigerant can circulate through the compressor, the high pressure side heat exchanger, the first pressure reducing section as the pressure reducing section, and the low pressure side heat exchanger;
a second refrigerant circuit including a second pressure reducing section as the pressure reducing section, and configured such that the refrigerant can circulate through the compressor, the high pressure side heat exchanger, the second pressure reducing section, and the refrigerant heat exchanger; have a
The vehicle temperature control system according to claim 10. 13. The vehicle temperature control system according to claim 12, wherein both the first pressure reducing section and the second pressure reducing section are expansion valves. 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 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;
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 the temperature control target;
an outdoor bypass path that bypasses the heat medium from the outdoor heat exchanger;
a plurality of flow path switching valves configured to switch the flow of the heat medium,
The heat medium circuit is
By switching the flow of the heat medium by at least one of the plurality of flow path switching valves,
A low-pressure side circuit including the low-pressure side heat exchanger and a high-pressure side circuit including the high-pressure side heat exchanger can be set in parallel,
A series circuit including the low-pressure side heat exchanger and the high-pressure side heat exchanger arranged in series can be set,
The temperature control method is
As an operation mode using the series circuit,
The heat medium flowing out of the high-pressure side heat exchanger flows into the low-pressure side heat exchanger via the temperature control device, further passes through the outdoor bypass route, and flows into the high-pressure side heat exchanger. A vehicle temperature control method that implements a machine heat source mode.

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