WO2012056555A1

WO2012056555A1 - Cooling apparatus and vehicle

Info

Publication number: WO2012056555A1
Application number: PCT/JP2010/069260
Authority: WO
Inventors: 芳昭川上
Original assignee: トヨタ自動車株式会社
Priority date: 2010-10-29
Filing date: 2010-10-29
Publication date: 2012-05-03

Abstract

A cooling apparatus (10) for cooling an electrical device installed in a vehicle is provided with: a compressor (20) for circulating a refrigerant; a condenser (40) for condensing the refrigerant; an evaporator (80) for cooling the inside air of the vehicle by using the refrigerant; a cooling section (120) disposed in series with the evaporator (80) on a flow path of the refrigerant from the condenser (40) to the compressor (20) so as to cool the electrical device by using the refrigerant; a bypass channel (303) for allowing the refrigerant that has passed through the cooling section (120) to flow into the compressor (20) without passing through the evaporator (80); and an electromagnetic valve (305) for varying the amount of the refrigerant that passes through the bypass channel (303).

Description

Cooling device and vehicle

The present invention relates to a cooling device and a vehicle, and more particularly, to a cooling device that cools electrical equipment using an air conditioning refrigeration cycle system.

In recent years, attention has been focused on hybrid vehicles, fuel cell vehicles, electric vehicles, and the like that travel with the driving force of a motor as one of the environmental countermeasures.

In such a vehicle, electric devices such as a motor, a generator, an inverter, a converter, and a battery generate heat when power is transmitted and received. Therefore, it is necessary to cool these electric devices. In this case, it is conceivable to provide a cooling system that circulates cooling water between the electrical equipment and the radiator as in a normal vehicle that uses only the engine. Since it is necessary to provide a dedicated radiator, vehicle mountability may be lowered.

In view of such a problem, Japanese Patent Laid-Open No. 2006-290254 (Patent Document 1) discloses a cooling system for a hybrid vehicle that can improve assemblability, reduce costs, and reduce the size by sharing components. . This cooling system includes a compressor capable of sucking and compressing gas refrigerant, a main condenser capable of cooling with ambient air for condensing high-pressure gas refrigerant, and an evaporator capable of cooling a refrigerant by evaporating a low-temperature liquid refrigerant. And a pressure reducing means, wherein a heat exchanger capable of absorbing heat from the motor and a second pressure reducing means are connected in parallel to the pressure reducing means and the evaporator.

According to the cooling system disclosed in the above publication, the manufacturing cost can be reduced by improving the assemblability by sharing the components. Moreover, size reduction can be achieved.

JP 2006-290254 A JP 2007-69733 A JP 2005-90862 A

However, when the evaporator and the heat exchanger capable of absorbing heat from the motor are connected in parallel like the cooling system described in Patent Document 1 described above, a refrigerant is supplied to each of the evaporator and the heat exchanger, In addition, since it is necessary to reduce the pressure to a complete gas, there is a problem that the power performance required for the compressor used for cooling is increased. Therefore, there is a problem that if the compressor is enlarged, the fuel consumption is deteriorated, and if the capacitor is enlarged for improving the compressor power, the mountability is deteriorated.

An object of the present invention is to provide a cooling device and a vehicle for cooling an electric device without causing a significant increase in power required for the compressor and a deterioration in mountability on the vehicle.

In summary, the present invention is a cooling device for cooling an electric device mounted on a vehicle, and includes a compressor for circulating a refrigerant, a condenser for condensing the refrigerant, and an interior of the vehicle using the refrigerant. An evaporator for cooling the refrigerant, a evaporator provided in series on the path of the refrigerant flowing from the condenser toward the compressor, a cooling unit for cooling the electrical equipment using the refrigerant, and a refrigerant that has passed through the cooling unit A bypass passage for flowing toward the compressor without passing through the evaporator and a valve for changing the amount of refrigerant passing through the bypass passage are provided.

Preferably, the cooling device is provided at an inlet portion of the cooling unit on the refrigerant path, and switches between an atomization state in which the refrigerant is changed from a liquid state to a mist state to vaporize the refrigerant and a passage state in which the refrigerant is passed in a liquid state. A further possible first expansion valve portion and a second expansion valve portion which is provided at the entrance portion of the evaporator on the refrigerant path and changes from liquid to mist to evaporate the refrigerant are further provided.

More preferably, the cooling device further includes a control unit that controls opening and closing of the valve and switching of the first expansion valve unit. When the cooling by the evaporator is performed, the control unit closes the valve and passes through the first expansion valve unit. When the cooling by the evaporator is not performed, the control unit opens the valve, and the first The expansion valve part of is made into the atomization state.

More preferably, the cooling device further includes a control unit that controls opening and closing of the valve and switching of the first expansion valve unit. The first expansion valve unit includes an expansion valve that atomizes the refrigerant, a refrigerant passage provided in parallel with the expansion valve, and an electromagnetic valve that controls opening and closing of the refrigerant passage in response to an instruction from the control unit.

More preferably, the cooling device further includes a control unit that controls opening and closing of the valve and switching of the first expansion valve unit. The first expansion valve unit includes an electromagnetic valve configured to be able to change the opening degree between a passing state and an atomizing state in accordance with an instruction from the control unit.

More preferably, the cooling device further includes a control unit that controls opening and closing of the valve and switching of the first and second expansion valve units. The second expansion valve unit is configured to be switchable between an atomization state in which the refrigerant is changed from a liquid state to a mist state to vaporize the refrigerant and a closed state in which the refrigerant is not allowed to pass. When the cooling by the evaporator is performed, the control unit sets the second expansion valve unit in an atomized state, and when the cooling by the evaporator is not performed, the control unit closes the second expansion valve unit.

More preferably, the second expansion valve unit includes an expansion valve for atomizing the refrigerant, and an electromagnetic valve provided on the refrigerant path in series with the expansion valve and opened and closed according to an instruction from the control unit.

More preferably, the second expansion valve unit includes an electromagnetic valve configured to change the opening degree between a closed state and an atomized state in accordance with an instruction from the control unit.

Preferably, the electric device includes a drive device that drives a motor that propels the vehicle.
In another aspect, the present invention is a vehicle including any one of the above cooling devices.

According to the present invention, it is possible to realize a cooling device that cools an electric device without causing a significant increase in power required for the compressor and a deterioration in mountability on a vehicle.

It is the figure which showed the structure of the vehicle by which a cooling device is mounted in this Embodiment. It is a functional block diagram of ECU400 of the cooling device 10 which concerns on this Embodiment. 3 is a flowchart for illustrating control of a program executed by ECU 400 of cooling device 10 according to Embodiment 1. 3 is a flowchart for explaining an operation of cooling device 10 according to the first embodiment. It is the figure which showed the structure of 10 A of cooling devices in Embodiment 2. FIG. It is a functional block diagram of ECU 400A of cooling device 10A according to the second embodiment. It is a flowchart for demonstrating control of the program performed by ECU400A of 10 A of cooling devices which concern on Embodiment 2. FIG.

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

[Configuration of vehicle equipped with cooling device]
FIG. 1 is a diagram showing a configuration of a vehicle on which a cooling device is mounted in the present embodiment. The vehicle 601 is a hybrid vehicle that uses both a motor and an engine for driving wheels, but the present invention can also be applied to an electric vehicle and a fuel cell vehicle.

Referring to FIG. 1, vehicle 601 includes front wheels 2FR, 2FL, rear wheels 2RR, 2RL, an engine 604, a planetary gear PG, a differential gear DG, and

gears

605, 606.

Vehicle 601 further includes a battery B1, a boost unit 610 that boosts the DC power output from battery B1, and an inverter 122 that exchanges DC power with boost unit 610.

Vehicle 601 further includes a motor generator MG1 that generates electric power by receiving mechanical power from engine 604 via planetary gear PG, and a motor generator MG2 whose rotating shaft is connected to planetary gear PG. Inverter 122 is connected to motor generators MG 1 and MG 2 and performs conversion between AC power and DC power from booster unit 610.

Planetary gear PG is coupled to engine 604 and motor generators MG1 and MG2, and operates as a power split mechanism that distributes power between them.

Planetary gear PG includes a sun gear, a ring gear, a pinion gear that meshes with both the sun gear and the ring gear, and a planetary carrier that rotatably supports the pinion gear around the sun gear. Planetary gear PG has first to third rotation shafts. The first rotating shaft is a rotating shaft of a planetary carrier connected to the engine 604. The second rotating shaft is a rotating shaft of a sun gear connected to motor generator MG1. The third rotating shaft is a rotating shaft of a ring gear connected to motor generator MG2.

These three rotating shafts are connected to the rotating shafts of the engine 604 and the motor generators MG1 and MG2, respectively. For example, engine 604 and motor generators MG1 and MG2 can be mechanically connected to the power distribution mechanism by hollowing the rotor of motor generator MG1 and passing the crankshaft of engine 604 through the center thereof.

A gear 605 is attached to the third rotating shaft, and the gear 605 drives the gear 606 to transmit mechanical power to the differential gear DG. The differential gear DG transmits the mechanical power received from the gear 606 to the front wheels 2FR and 2FL, and transmits the rotational force of the front wheels 2FR and 2FL to the third rotation shaft of the planetary gear PG via the

gears

606 and 605.

The planetary gear PG determines the rotation of the remaining one rotating shaft in accordance with the rotation of two of the three rotating shafts. Therefore, the vehicle speed is controlled by controlling the power generation amount of the motor generator MG1 and driving the motor generator MG2 while operating the engine 604 in the most efficient region, thereby realizing an overall energy efficient vehicle. Yes.

It should be noted that a speed reducer for the rotating shaft of motor generator MG2 may be further incorporated in planetary gear PG.

Boost unit 610 boosts the DC voltage received from battery B 1, and supplies the boosted DC voltage to inverter 122. Inverter 122 converts the supplied DC voltage into AC voltage, and drives and controls motor generator MG1 when the engine is started. Further, after the engine is started, AC power generated by motor generator MG1 is converted to DC by inverter 122, converted to a voltage suitable for charging battery B1 by boosting unit 610, and battery B1 is charged.

Further, the inverter 122 drives the motor generator MG2. Motor generator MG2 drives front wheels 2FR and 2FL alone or with assistance of engine 604. At the time of braking, motor generator MG2 performs a regenerative operation and converts the rotational energy of the wheels into electric energy. The obtained electrical energy is returned to the battery B1 via the inverter 122 and the boost unit 610.

System main relays SR1 and SR2 are provided between the boost unit 610 and the battery B1, and the high voltage is cut off when the vehicle is not in operation.

The vehicle 601 further includes a vehicle speed sensor 608 that detects a vehicle speed, an accelerator sensor 609 that is an input unit that receives an acceleration request instruction from a driver and detects the position of an accelerator pedal, a voltage sensor 670 attached to the battery B1, A control device 660 for controlling engine 604, inverter 122 and booster unit 610 according to accelerator opening Acc from accelerator sensor 609 and voltage VB from voltage sensor 670. Voltage sensor 670 detects voltage VB of battery B1 and transmits it to control device 660.

Vehicle 601 further includes a socket 616 for connecting plug 704 provided at the end of charging cable 702 extending from external charging device 700, and a charging inverter that receives AC power from external charging device 700 via socket 616. 612. Charging inverter 612 is connected to battery B1 and supplies DC power for charging to battery B1.

Here, based on signal IG from the ignition switch (or ignition key) and charging state SOC of battery B1, control device 660 performs charging inverter 612 so that battery B1 is charged from an AC voltage applied from the outside of the vehicle. To control.

That is, when the vehicle is parked and signal IG is off and voltage is applied to socket 616 from the outside, control device 660 determines whether charging is possible based on the charging state SOC of battery B1, and charging is performed. When it is determined that the charging is possible, the charging inverter 612 is driven. On the other hand, when control device 660 determines that battery B1 is almost fully charged and cannot be charged, control device 660 stops charging inverter 612 even if voltage is applied to socket 616 from the outside.

Note that the present invention can also be applied to an electric vehicle. In the case of an electric vehicle, the engine 604, the planetary gear PG, and the motor generator MG1 are not mounted. The motor generator MG2 drives the differential gear via the

gears

605 and 606 as the motor generator 124. Further, an electric vehicle or a hybrid vehicle can be configured without necessarily providing the boosting unit 610. Accordingly, portions that are not indispensable for the vehicle are indicated by broken-line frames.

Vehicle 601 further includes a cooling device 10 for cooling motor generators MG1 and MG2 or motor generator 124 and inverter 122.

The cooling device 10 shown in FIG. 1 cools electrical equipment mounted on a vehicle that uses a rotating electrical machine as a drive source. Examples of the vehicle using the rotating electric machine as a drive source include an electric vehicle, a fuel cell vehicle, a hybrid vehicle, and the like. In the present embodiment, “electric equipment” to be cooled will be described by way of example of an inverter 122 for converting DC power to AC power and a motor generator 124 that is a rotating electrical machine. It is not limited. For example, the “electric device” further includes a battery B1, which is a power storage device, a boosting unit 610 for boosting the voltage of the battery B1, and a DC / DC converter (not shown) for stepping down the voltage of the battery. It may be included. The battery is a secondary battery such as a lithium ion battery or a nickel metal hydride battery. A capacitor may be used instead of the battery. Note that the electric device mounted on the vehicle is not particularly limited to the above-described electric device as long as it is an electric device that generates heat by at least operation.

In addition, when there are a plurality of electrical devices to be cooled, it is desirable that the plurality of electrical devices have a common temperature range to be cooled. The target temperature range for cooling is a temperature range suitable as a temperature environment for operating the electrical equipment.

[First Embodiment of Cooling Device]
Cooling device 10 according to the present embodiment includes an air-conditioning refrigeration cycle system 12 for cooling the interior of a vehicle, and cooling for cooling electrical equipment using a refrigerant circulating in air-conditioning refrigeration cycle system 12. Part 120 and ECU 400.

The refrigeration cycle system 12 for air conditioning includes a compressor 20, a condenser 40, an evaporator 80, and an expansion valve unit 150. The cooling unit 120 is provided in series with the evaporator 80 on the refrigerant path flowing from the condenser 40 toward the compressor 20, and cools the electric device using the refrigerant.

Specifically, the capacitor 40 and the evaporator 80 are connected by the first connection passage 302, the cooling passage 126 of the cooling unit 120, and the second connection passage 304. In the present embodiment, the receiver 60 is described as being provided at the outlet of the capacitor 40, but the operation as a cooling device is possible without the receiver 60 being provided. The cooling unit 120 is provided between the receiver 60 and the evaporator 80.

The evaporator 80 and the compressor 20 are connected by a third connection passage 306. Further, the compressor 20 and the condenser 40 are connected by a fourth connection passage 308. The fourth connection passage 308 is provided with a check valve 140 that allows the refrigerant to flow only from the compressor 20 toward the condenser 40. Although the check valve 140 is provided, the compressor can be intermittently operated during the cooling operation. However, the cooling operation is possible without the check valve 140 being provided.

The compressor 20 operates using a motor mounted on the vehicle as a power source, sucks and compresses the gas-phase refrigerant flowing from the evaporator 80 via the third connection passage 306 at the time of operation, and discharges it to the fourth connection passage 308. The compressor 20 operates based on a control signal C1 from the ECU 400. When the vehicle is a hybrid vehicle, the compressor 20 may use an engine as a power source.

For cooling using the air-conditioning refrigeration cycle system 12, for example, when a switch for performing cooling is turned on, or an automatic control mode for automatically adjusting the temperature in the vehicle interior to the set temperature is selected. And when the temperature in the passenger compartment is higher than the set temperature.

The condenser 40 condenses (liquefies) the refrigerant by radiating the refrigerant compressed in the compressor 20. Capacitor 40 includes a tube for flowing the refrigerant, and fins for exchanging heat between the refrigerant circulating in the tube and the air around capacitor 40. The condenser 40 is provided, for example, adjacent to an engine cooling radiator mounted on the vehicle, and performs heat exchange between the cooling air supplied by the traveling air of the vehicle or the cooling fan and the refrigerant. Due to the heat exchange in the condenser 40, the temperature of the refrigerant decreases and the refrigerant liquefies.

The specification (ie, size or heat dissipation performance) of the capacitor 40 may be determined such that at least the temperature of the liquid-phase refrigerant after passing through the capacitor 40 is lower than the temperature required for cooling the electrical equipment. desirable. It is desirable that the temperature required for cooling the electric device is at least a temperature lower than the upper limit value of the target temperature range as the temperature range of the electric device. Preferably, the capacitor 40 has a specification such that the heat dissipation amount is larger than the capacitor 40 of the air-conditioning refrigeration cycle system 12 when the cooling unit 120 is not provided, by the amount of heat expected to be received in the cooling unit 120. Is desirable. In this way, it is possible to appropriately cool the electric equipment without increasing the power performance of the compressor 20 while maintaining the cooling performance.

The receiver 60 is provided at the outlet of the capacitor 40, separates the refrigerant flowing from the capacitor 40 into a gas phase refrigerant and a liquid phase refrigerant, and stores the liquid phase refrigerant among the separated refrigerants. The liquid-phase refrigerant in the receiver 60 flows through the first connection passage 302, passes through the cooling unit 120, and then flows through the second connection passage 304 to be supplied to the expansion valve unit 150.

The expansion valve unit 150 is a valve for expanding a high-temperature / high-pressure liquid refrigerant flowing through the second connection passage 304 by injecting it from a small hole to change it into a low-temperature / low-pressure mist refrigerant. The expansion valve unit 150 is provided in series with the expansion valve main body 152 provided at a position upstream of the evaporator 80, a temperature sensing member 154 provided at a position downstream of the evaporator 80, and the expansion valve main body 152, and is connected to the second connection. And an electromagnetic valve 156 for opening and closing the passage 304. The electromagnetic valve 156 is controlled to be opened and closed by a control signal S2 from the ECU 400.

The refrigeration cycle system 12 for air conditioning further includes a bypass passage 303 and an electromagnetic valve 305 for changing the amount of refrigerant passing through the bypass passage. The solenoid valve 156 is controlled to be opened and closed by a control signal S3 from the ECU 400.

When the vehicle interior is not cooled, the ECU 400 controls the electromagnetic valve 305 to be in an open state and the electromagnetic valve 156 to be in a closed state. When cooling the passenger compartment, the ECU 400 controls the electromagnetic valve 156 to be in an open state and the electromagnetic valve 305 to be in a closed state. In addition, when performing cooling, you may make it adjust the opening degree of the solenoid valve 156 and the solenoid valve 305 according to the grade of the necessity degree of cooling.

In the expansion valve unit 150, the flow rate of the refrigerant in the expansion valve main body 152 is determined according to the temperature of the refrigerant in the temperature-sensitive member 154. The flow rate of the refrigerant is determined so that all of the refrigerant that has changed into a mist is vaporized in the evaporator 80 and the temperature of the temperature-sensitive member 154 is cooled to the set temperature.

In the expansion valve unit 150, for example, a refrigerant is obtained by moving the valve body of the expansion valve main body 152 using a change in gas pressure in accordance with the temperature of the refrigerant in the temperature sensing member 154 in which gas is sealed in the container. The flow rate is determined. The relationship between the temperature of the refrigerant and the amount of movement of the valve body is adjusted in advance according to the size of the container or the amount of gas.

The evaporator 80 absorbs the heat of the air in the vehicle interior of the vehicle introduced so as to come into contact with the evaporator 80 when the mist refrigerant evaporates. The air whose temperature has decreased due to heat absorption is returned to the vehicle interior to cool the vehicle interior.

The evaporator 80 includes a tube through which the refrigerant flows, and fins for exchanging heat between the refrigerant flowing through the tube and the air around the evaporator 80. A mist-like refrigerant circulates in the tube. As the refrigerant circulating in the tube evaporates, the heat of the air in the vehicle interior is absorbed through the fins. The vaporized refrigerant flows toward the compressor 20 via the third connection passage 306.

Cooling unit 120 is provided so that heat can be exchanged between inverter 122 and motor generator 124 (in the following description, these electric devices may be simply referred to as “electric devices”) and the refrigerant. . In the present embodiment, for example, cooling unit 120 has a structure capable of exchanging heat between the electric device and the refrigerant by cooling passage 126 formed so that the refrigerant contacts the housing of the electric device. As will be described, the cooling unit 120 has a structure in which the heat exchanger and the refrigerant can be brought into contact with each other when the electric device and the heat exchanger are connected via heat transfer means such as a heat pipe. It may be.

In the present embodiment, cooling unit 120 may form cooling passage 126 so as to cool motor generator 124 after cooling inverter 122, or motor generator 124 after cooling motor generator 124. The cooling passage 126 may be formed so as to cool the inverter, or the cooling passage 126 may be formed so as to cool the inverter 122 and the motor generator 124 in parallel. Preferably, the cooling unit 120 cools the electrical device with the lower upper limit value of the target temperature range among the electrical devices to be cooled, and then the electrical device with the higher upper limit value of the target temperature range. It is desirable to provide cooling.

The cooling unit 120 includes a cooling passage 126 and an expansion valve unit 130. Both ends of the cooling passage 126 are connected to the first connection passage 302 and the second connection passage 304, respectively.

The expansion valve unit 130 is a valve for expanding a high-temperature and high-pressure liquid refrigerant flowing through the cooling passage 126 by injecting the refrigerant from a small hole to change into a low-temperature and low-pressure mist refrigerant. The expansion valve unit 130 includes an expansion valve main body 132 provided at a position upstream of the electric device to be cooled (the inverter 122 and the motor generator 124), and a temperature sensitive member 134 provided at a position downstream of the electric device to be cooled. A refrigerant passage 135 provided in parallel with the expansion valve main body 132, and an electromagnetic valve 136 for opening and closing the refrigerant passage 135.

The cooling passage 126 has portions adjacent to the respective housings of the inverter 122 and the motor generator 124. In this portion, heat exchange between the refrigerant flowing through the cooling passage 126 and the inverter 122 and the motor generator 124 becomes possible.

The expansion valve main body 132 is provided on the inlet side of the cooling passage 126, that is, on the upstream side of the portion of the cooling passage 126 adjacent to the casing of the inverter 122 and the motor generator 124. The electromagnetic valve 136 is controlled to be opened and closed by a control signal S1 from the ECU 400.

The flowable flow rate of the solenoid valve 136 and the refrigerant passage 135 is set so that the refrigerant does not atomize or change in pressure due to the expansion valve main body 132 when it is in a fully opened state.

The temperature sensing member 134 is provided at the outlet side of the cooling passage 126, that is, at a position downstream of the cooling passage 126 adjacent to the inverter 122 and the housing of the motor generator 124, and detects the temperature of the refrigerant at the position. To do.

In the expansion valve unit 130, the flow rate of the refrigerant in the expansion valve main body 132 is determined according to the temperature of the refrigerant in the temperature-sensitive member 134. The flow rate of the refrigerant is determined such that all of the refrigerant that has changed into a mist is vaporized in the cooling passage 126 and the temperature of the temperature-sensitive member 134 is cooled to the set temperature. The cooling passage 126 may have a structure that is advantageous for heat exchange with the surroundings, such as the evaporator 80.

When the solenoid valve 136 is in the closed state, the expansion valve unit 130 uses, for example, a change in gas pressure corresponding to the temperature of the refrigerant in the temperature-sensitive member 134 in which the gas is sealed inside the container. The flow rate of the refrigerant is determined by moving the valve body of the valve body 132. The relationship between the temperature of the refrigerant and the amount of movement of the valve body is adjusted in advance according to the size of the container or the amount of gas.

The ECU 400 generates a control signal C1 to operate the compressor 20 and transmits it to the compressor 20 when cooling is performed or when the electric device is cooled by the cooling unit 120, or a control signal S1 for controlling opening and closing. ~ S3 is generated and transmitted to the

electromagnetic valves

136, 156 and 305.

The cooling device 10 according to the first embodiment having the above-described configuration is characterized in that the ECU 400 operates as follows.

That is, when cooling is performed, ECU 400 outputs control signals S1 to S3 so that

electromagnetic valves

136 and 156 are opened and electromagnetic valve 305 is closed. When cooling is not performed, ECU 400 outputs control signals S1 to S3 so that

electromagnetic valves

136 and 156 are closed and electromagnetic valve 305 is opened.

Note that if the amount of heat radiation in the capacitor 40 is sufficiently large and the temperature of the refrigerant detected by the temperature-sensitive member 134 is reliably below the threshold value, the ECU 400 opens the electromagnetic valve 136 even when cooling is not performed. It is good also as a state. At this time, the opening / closing of the electromagnetic valve 136 may be controlled in accordance with the operating state of the electric device to be cooled. In addition, when the heat radiation amount in the capacitor 40 is sufficiently large and the temperature of the refrigerant detected by the temperature-sensitive member 134 surely falls below the threshold value, the expansion valve unit 130 is not provided and the refrigerant remains in a liquid state and is cooled. The passage 126 may flow.

FIG. 2 is a functional block diagram of ECU 400 of cooling device 10 according to the present embodiment.
Referring to FIG. 2, ECU 400 includes an operation determination unit 402, a flow path switching control unit 404, and a compressor control unit 408.

The operation determination unit 402 determines whether or not cooling is performed. The operation determination unit 402 is, for example, when a switch for cooling is turned on or when an automatic control mode for automatically adjusting the temperature of the vehicle interior to the set temperature is selected. And it determines with air_conditioning | cooling being performed when the temperature in a vehicle interior is higher than preset temperature. The operation determination unit 402 may turn on the operation determination flag when it is determined that cooling is performed, for example.

Based on the determination of the operation determination unit 402, the flow path switching determination unit 404 controls the control signals S1 to S3 so that the

electromagnetic valves

136 and 156 are opened and the electromagnetic valve 305 is closed when cooling is performed. Is output. Based on the determination of the operation determination unit 402, the flow path switching determination unit 404 controls the control signals S1 to S1 so that the

electromagnetic valves

136 and 156 are closed and the electromagnetic valve 305 is opened when cooling is not performed. S3 is output.

The operation determination unit 402 may determine the necessity of cooling or cooling of the electric device based on the room temperature or the operating state of the electric device to be cooled, and may control the degree of opening and closing of the electromagnetic valve based on the necessity. Good.

The compressor control unit 408 generates a control signal C1 so that the compressor 20 operates when cooling is not performed, and outputs the control signal C1 to the compressor 20. Alternatively, the compressor control unit 408 generates the control signal C1 and outputs the control signal C1 to the compressor 20 so as to maintain the operating state if the compressor 20 is in operation. For example, the compressor control unit 408 controls the compressor 20 so that the operation amount of the compressor 20 becomes a predetermined operation amount.

Further, the compressor control unit 408 may lower the operation amount of the compressor 20 when the cooling is not performed than when the cooling is performed. If it does in this way, overcooling of an electric equipment can be prevented and an electric equipment can be cooled appropriately.

In the present embodiment, operation determination unit 402, flow path switching control unit 404, and compressor control unit 408 are all realized by the CPU of ECU 400 executing a program stored in a memory. However, it may be realized by hardware. Such a program is recorded on a storage medium and mounted on the vehicle.

FIG. 3 is a flowchart for explaining control of a program executed by ECU 400 of cooling device 10 according to the first embodiment. The processing of this flowchart is called from the main routine and executed at regular time intervals or whenever a predetermined condition is satisfied.

Referring to FIG. 3, in step S100, ECU 400 determines whether or not cooling is on (that is, whether or not cooling is being performed). If cooling is on (YES in S100), the process proceeds to S102. If not (NO in S100), the process proceeds to step S103.

In step S102, the ECU 400 outputs control signals S1 to S3 so that the

electromagnetic valves

136 and 156 are opened and the electromagnetic valve 305 is closed. On the other hand, in step S103, ECU 400 outputs control signals S1 to S3 so that

electromagnetic valves

136 and 156 are closed and electromagnetic valve 305 is opened.

When the process of step S102 or step S103 is completed, the process proceeds to step S104. In step S104, the ECU 400 operates the compressor 20 as necessary, and in step S105, the control is returned to the main routine.

FIG. 4 is a flowchart for explaining the operation of the cooling device 10 according to the first embodiment.

Referring to FIGS. 2 and 4, when cooling is performed (YES in S100),

solenoid valves

136 and 156 are controlled to be in an open state and solenoid valve 305 is closed in accordance with control signals S1 to S3. . As a result, the refrigerant flows from the receiver 60 toward the compressor 20 through the passages 302 → 126 → 304 → 306 in order. The expansion valve section 130 allows the refrigerant to pass through the cooling passage 126, and the refrigerant is atomized by the expansion valve 152 and vaporized by the evaporator 80. For this reason, the refrigerant cools the inverter 122 and the motor generator 124 in the liquid state, and then the cooling is performed by absorbing the heat of vaporization from the air in the evaporator.

On the other hand, when cooling is not performed (NO in S100),

electromagnetic valves

136 and 156 are controlled to be closed and electromagnetic valve 305 is opened by control signals S1 to S3. As a result, the refrigerant flows from the receiver 60 toward the compressor 20 through the passages 302 → 126 → 305 → 306 in order. Since there is no need for cooling, the refrigerant does not flow through the passage 304. The expansion valve unit 130 atomizes the refrigerant from the liquid state and vaporizes it in the cooling passage 126. For this reason, since the heat of vaporization is absorbed from the electric equipment such as the inverter 122 and the motor generator 124, the electric equipment is cooled.

As described above, according to the cooling device according to the first embodiment, the cooling is performed by providing the cooling unit for cooling the electric equipment in series with the evaporator on the refrigerant path flowing from the condenser to the compressor. In some cases, the electrical equipment can be cooled using a liquid-phase refrigerant.

Therefore, both the cooling and the cooling of the electric equipment can be performed with the same amount of operation of the compressor as in the normal cooling when the cooling unit is not provided. In other words, it is not necessary to increase the power performance of the compressor in order to cool the electric device, and it is possible to avoid increasing the size of the compressor or providing a dedicated pump for cooling the electric device.

Furthermore, when cooling is not performed, the refrigerant is supplied so as to be vaporized in the cooling section to cool the electric equipment, thereby ensuring necessary cooling performance and eliminating the passage loss in the evaporator.

Therefore, it is possible to provide a cooling device that cools an electric device without deteriorating the power required for the compressor and the mountability on the vehicle.

[Second Embodiment of Cooling Device]
In the first embodiment, the refrigerant circulation path and the place where the refrigerant is vaporized are changed by switching the flow path. However, if a solenoid valve is used as the expansion valve and the flow path is switched based on whether or not cooling is used while adjusting the opening according to the temperature, the refrigerant flow path can be simplified and the number of parts can be reduced. it can.

FIG. 5 is a diagram showing a configuration of cooling device 10A in the second embodiment.
5 includes a cooling unit 120A and an expansion valve unit 150A in place of the cooling unit 120 and the expansion valve unit 150, respectively, in the configuration of the cooling device 10 described in FIG. The other configuration is the same as the configuration of the cooling device 10 according to the first embodiment described above. They are given the same reference numerals. Their functions are the same. Therefore, detailed description thereof will not be repeated here.

The cooling unit 120A includes a cooling passage 126 and an expansion valve unit 130A. The expansion valve unit 130A includes a solenoid valve 132A and a temperature sensor 134A.

The electromagnetic valve 132A is provided on the inlet side of the cooling passage 126, that is, on the upstream side of the portion of the cooling passage 126 adjacent to the casing of the inverter 122 and the motor generator 124. The opening degree of the electromagnetic valve 132A is controlled by the ECU 400A from the fully open state to the fully closed state. That is, the electromagnetic valve 132A depressurizes the refrigerant by reducing the opening degree based on the control signal S1A received from the ECU 400A, or allows the refrigerant to pass through without being depressurized when the valve is fully opened.

When the electromagnetic valve 132A is in a fully opened state, the resistance received from the passage when the refrigerant flows through the electromagnetic valve 132A is the same as the resistance received from the passage when the refrigerant flows through a portion other than the electromagnetic valve 132A of the cooling passage 126. It is formed to become.

Specifically, the electromagnetic valve 132A is formed such that the internal shape when the electromagnetic valve 132A is fully open matches the internal shape of the portion other than the electromagnetic valve 132A of the cooling passage 126. For example, when the internal shape of the cooling passage 126 is a circle, the inner diameter when the electromagnetic valve 132A is in a fully open state is formed to be a circle that matches the inner diameter of the first connection passage 302. If it does in this way, the change of the pressure of the refrigerant before and after electromagnetic valve 132A when electromagnetic valve 132A is in a full open state can be controlled.

Temperature sensor 134A is provided at the outlet side of cooling passage 126, that is, at a position downstream of the portion of cooling passage 126 adjacent to the casing of inverter 122 and motor generator 124, and detects the temperature of the refrigerant at that position. . The temperature sensor 134A transmits a signal indicating the detected refrigerant temperature T1 to the ECU 400A.

The expansion valve portion 150 A is provided in the electromagnetic valve 152 A provided in the second connection passage 304 upstream of the evaporator 80 and the third connection passage 306 downstream of the evaporator 80, and the temperature of the refrigerant in the third connection passage 306. And a temperature sensor 154A for detecting.

The temperature sensor 154A transmits a signal indicating the detected refrigerant temperature T2 to the ECU 400A. ECU 400A determines the flow rate (decompression amount) of the refrigerant based on refrigerant temperature T2 received from temperature sensor 154A. ECU 400A controls the opening degree of electromagnetic valve 152A so that the determined refrigerant flow rate is realized.

The opening degree of the electromagnetic valve 152A is controlled by the ECU 400A from the fully open state to the fully closed state. That is, the electromagnetic valve 152A reduces the refrigerant pressure by reducing the opening degree based on the control signal S2A received from the ECU 400A, or blocks the passage of the refrigerant in the passage 304 by being fully closed.

The ECU 400A generates the control signal C1 to operate the compressor 20 and transmits it to the compressor 20 when the cooling is performed and when the electric device is cooled by the cooling unit 120A, or the temperature of the refrigerant received from the temperature sensor 134A. The flow rate in the electromagnetic valve 132A is determined based on T1, and a control signal S1 for operating the electromagnetic valve 132A to generate the determined flow rate is generated and transmitted to the electromagnetic valve 132A.

FIG. 6 is a functional block diagram of ECU 400A of cooling device 10A according to the second embodiment.

Referring to FIG. 6, operation determination unit 402 determines whether or not cooling is performed. The operation determination unit 402 is, for example, when a switch for cooling is turned on or when an automatic control mode for automatically adjusting the temperature of the vehicle interior to the set temperature is selected. And it determines with air_conditioning | cooling being performed when the temperature in a vehicle interior is higher than preset temperature. The operation determination unit 402 may turn on the operation determination flag when it is determined that cooling is performed, for example.

The bypass opening / closing control unit 500 outputs a control signal S3 to the electromagnetic valve 305 in order to control opening / closing of the bypass passage 303. When the operation determination unit 402 determines that cooling is to be performed, the bypass opening / closing control unit 500 controls the electromagnetic valve 305 to be closed. On the other hand, bypass opening / closing control unit 500 controls electromagnetic valve 305 to be in an open state when operation determination unit 402 determines that cooling is not performed (including when heating is performed).

The third decompression control unit 502 converts the liquid-phase refrigerant flowing through the second connection passage 304 into a mist refrigerant so that the evaporator 80 completely vaporizes when it is determined that the cooling is performed in the operation determination unit 402. The refrigerant is depressurized so that The third pressure reduction control unit 502 determines the flow rate (pressure reduction amount) of the refrigerant in the electromagnetic valve 152A based on the temperature of the refrigerant detected by the temperature sensor 154A, and the electromagnetic valve 152A so that the refrigerant flows at the determined flow rate. Adjust the opening. For example, when the operation determination flag is on, the third pressure reduction control unit 502 is configured to reduce the refrigerant so that the liquid-phase refrigerant flowing through the second connection passage 304 becomes a mist refrigerant. May be controlled.

The liquid temperature determination unit 504 determines whether or not the liquid temperature of the refrigerant detected by the temperature sensor 134A is greater than a threshold value. The threshold value is a threshold value for determining whether or not the liquid temperature of the refrigerant is in an appropriate range as a temperature for cooling the electric device. For example, the liquid temperature determination unit 504 may turn on the liquid temperature determination flag when the liquid temperature of the refrigerant detected by the temperature sensor 134A is higher than a threshold value.

The first depressurization control unit 406 depressurizes the refrigerant so that the liquid temperature becomes equal to or lower than the threshold when cooling is performed and the liquid temperature of the refrigerant is higher than the threshold. For example, the first decompression control unit 406 may decompress the refrigerant on the downstream side of the electromagnetic valve 132A by controlling the opening of the electromagnetic valve 132A to be closed by a predetermined opening. Alternatively, the first depressurization control unit 406 may control the electromagnetic valve 132A so as to close only by the opening degree determined according to the difference between the current liquid temperature of the refrigerant and the threshold value. Note that the first decompression control unit 406 may decompress the refrigerant when, for example, the operation determination flag is turned on and the liquid temperature determination flag is turned on. When cooling is performed, it is preferable that the refrigerant after decompression is used for cooling the electric device in the cooling unit 120A in a state where the refrigerant is maintained as a liquid phase refrigerant.

The second depressurization control unit 410 controls the electromagnetic valve 132A so as to depressurize the liquid-phase refrigerant when cooling is not performed. The second pressure reduction control unit 410 determines the flow rate (pressure reduction amount) of the refrigerant in the electromagnetic valve 132A based on the temperature of the refrigerant detected by the temperature sensor 134A, and the electromagnetic valve 132A so that the refrigerant flows at the determined flow rate. Adjust the opening. Second decompression control unit 410 depressurizes the refrigerant so that it becomes a mist refrigerant so that it is completely vaporized in cooling unit 120A. Note that the second decompression control unit 410 may control the electromagnetic valve 132A so as to decompress the refrigerant when the operation determination flag is turned off, for example.

The compressor control unit 408 generates a control signal C1 so that the compressor 20 operates when cooling is not performed, and outputs the control signal C1 to the compressor 20. Alternatively, the compressor control unit 408 generates the control signal C1 and outputs the control signal C1 to the compressor 20 so as to maintain the operating state if the compressor 20 is in operation. For example, the compressor control unit 408 controls the compressor 20 so that the operation amount of the compressor 20 becomes a predetermined operation amount. For example, the compressor control unit 408 may operate the compressor 20 when the operation determination flag is turned off.

The full opening control unit 512 controls the electromagnetic valve 132A so that the opening degree of the electromagnetic valve 132A is fully opened when cooling is performed and the liquid temperature of the refrigerant is equal to or lower than the threshold value. For example, the full opening control unit 512 controls the electromagnetic valve 132A so that the opening degree of the electromagnetic valve 132A is fully opened when the operation determination flag is turned on and the liquid temperature determination flag is turned off. May be.

Note that, preferably, the threshold value of the coolant temperature for fully opening the opening of the electromagnetic valve 132A is smaller than the threshold value for executing the first pressure reduction control. If it does in this way, generation | occurrence | production of the control hunting of electromagnetic valve 132A can be suppressed.

FIG. 7 is a flowchart for explaining control of a program executed by ECU 400A of cooling device 10A according to the second embodiment.

Referring to FIG. 7, in step S200, it is determined whether cooling is on or off. If it is determined that the cooling is on (YES in S200), ECU 400A closes electromagnetic valve 305 and closes bypass passage 303 in step S201. Then, ECU 400 executes the third pressure reduction control. That is, ECU 400A controls the opening degree of electromagnetic valve 152A so as to decompress the refrigerant in order to completely vaporize the liquid refrigerant flowing through second connection passage 304 in evaporator 80, and the process proceeds to step S203. .

If it is determined that the coolant temperature at the outlet side of cooling passage 126 is equal to or lower than the target value (NO in S203), ECU 400 causes solenoid valve 132A to open the solenoid valve 132A so that the opening degree is fully opened in step S205. 132A is controlled.

If it is determined that the liquid temperature of the refrigerant on the outlet side of cooling passage 126 is higher than the target value (YES in S203), the first pressure reduction control is performed in step S204. That is, ECU 400A controls electromagnetic valve 132A to decompress the refrigerant until the liquid temperature becomes equal to or lower than the threshold value.

On the other hand, when it is determined that the cooling is off (NO in S200), ECU 400A opens electromagnetic valve 305 to allow passage through bypass passage 303 and electromagnetic valve 152A is fully closed in step S206. To control. Thereby, the refrigerant does not flow to the evaporator 80.

Then, in step S207, the compressor 20 is operated, and in step S208, the ECU 400 executes the second pressure reduction control. That is, the electromagnetic valve 132A is controlled so as to depressurize the liquid-phase refrigerant. In the cooling unit 120A, the refrigerant whose temperature has decreased due to the reduced pressure flows through the cooling passage 126, so that the inverter 122 and the motor generator 124 are cooled.

The operation of the cooling device 10A according to the second embodiment based on the above-described structure and flowchart will be described.

For example, when cooling is performed (YES in S200), since the third pressure reduction control is executed, liquid-phase refrigerant flowing through second connection passage 304 is completely vaporized in evaporator 80 using electromagnetic valve 152A. Therefore, the refrigerant is depressurized to become a mist refrigerant (S202).

When the liquid temperature of the refrigerant flowing through the second connection passage 304 is higher than the target value (YES in S203), the first pressure reduction control is executed (S204). By performing the first pressure reduction control, the refrigerant is depressurized until the liquid temperature of the refrigerant becomes equal to or lower than the target value. When the liquid temperature of the refrigerant is equal to or lower than the target value (NO in S203), the liquid-phase refrigerant flowing from the capacitor 40 via the receiver 60 is cooled by the cooling unit 120 when the opening of the electromagnetic valve 132A is fully opened. Will be supplied.

The liquid-phase refrigerant supplied to the cooling unit 120 cools the inverter 122 and the motor generator 124 and then passes through the electromagnetic valve 152A. The refrigerant that has passed through the electromagnetic valve 152 A is reduced in pressure by the execution of the third pressure reduction control, thereby changing to a mist-like refrigerant and supplied to the evaporator 80. In the evaporator 80, the mist refrigerant evaporates and absorbs the heat of the air in the vehicle interior. Therefore, the vapor-phase refrigerant that has evaporated flows through the third connection passage 306 and reaches the compressor 20. The gas-phase refrigerant compressed in the compressor 20 is liquefied again by releasing heat in the capacitor 40. In this way, the refrigerant circulates through the air conditioning refrigeration cycle system 12A.

On the other hand, when cooling is not performed (NO in S200), ECU 400 operates compressor 20 (S207), and then executes the second pressure reduction control (S208). That is, the electromagnetic valve 132A is controlled so that the liquid-phase refrigerant is decompressed. In cooling unit 120A, inverter 122 and motor generator 124 are cooled by the decompressed refrigerant. The refrigerant is completely vaporized in the cooling unit 120 A, and the electric device is cooled by absorbing the heat of the electric device. The gas-phase refrigerant evaporated in the cooling unit 120 A is returned to the compressor 20 via the bypass passage 303.

As described above, according to the cooling device according to the second embodiment, the same operational effects as the cooling device according to the first embodiment described above can be obtained. Further, the flow path is simplified and the number of parts is reduced.

Finally, referring to the drawings again, the cooling devices of the first and second embodiments will be summarized. As shown in FIGS. 2 and 5, the

cooling devices

10 and 10 A for cooling the electrical equipment mounted on the vehicle include a compressor 20 for circulating the refrigerant, a condenser 40 for condensing the refrigerant, and a refrigerant. An evaporator 80 for cooling the interior of the vehicle using a cooling unit 120, a cooling unit 120 provided in series with the evaporator on the path of the refrigerant flowing from the condenser toward the compressor, and for cooling the electrical equipment using the refrigerant, 120A, a bypass passage 303 for flowing the refrigerant that has passed through the cooling unit toward the compressor without passing through the evaporator, and an electromagnetic valve 305 for changing the amount of refrigerant passing through the bypass passage.

Preferably, the

cooling devices

10 and 10A are provided at an entrance portion of the cooling unit on the refrigerant path, and an atomized state in which the refrigerant is changed from a liquid state to a mist state in order to vaporize the refrigerant and a through state in which the refrigerant is passed in a liquid state.

Expansion valves

130, 130A that can be switched between and a second expansion valve that is provided at the entrance of the evaporator 80 on the refrigerant path and changes from liquid to mist to evaporate the refrigerant.

Part

150 and 150A.

More preferably, it further includes

ECUs

400 and 400A for cooling control for controlling opening / closing of the electromagnetic valve 305 and switching of the first

expansion valve units

130 and 130A. When the

ECUs

400 and 400A perform cooling by the evaporator 80, When the electromagnetic valve 305 is in the closed state and the first

expansion valve portions

130 and 130A are in the passing state and cooling is not performed by the evaporator 80, the electromagnetic valve 305 is in the open state and the first expansion valve portion 130 is used. , 130A is in an atomized state.

As shown in FIG. 2, more preferably, the cooling device 10 further includes a cooling control ECU 400 that controls opening and closing of the electromagnetic valve 305 and switching of the first expansion valve unit 130. The first expansion valve unit 130 includes an expansion valve 132 that atomizes the refrigerant, a refrigerant passage 135 provided in parallel with the expansion valve 132, and an electromagnetic valve 136 that controls opening and closing of the refrigerant passage in response to an instruction from the ECU 400. including.

Further, as shown in FIG. 5, more preferably, it further includes an ECU 400A for cooling control that controls opening / closing of the electromagnetic valve 305 and switching of the first expansion valve portion 130A, and the first expansion valve portion 130A includes: It includes an electromagnetic valve 132A configured to be able to change the opening degree between a passing state and an atomizing state in accordance with an instruction from ECU 400A.

2 and 5, more preferably, the

cooling devices

10 and 10A control the opening and closing of the electromagnetic valve 305 and the switching of the first and second

expansion valve portions

130, 150, 130A, and 150A.

ECU

400, 400A for cooling control is further provided. The second

expansion valve portions

150 and 150A are configured to be switchable between an atomization state in which the refrigerant is changed from a liquid state to a mist state to vaporize the refrigerant and a closed state in which the refrigerant is not allowed to pass through. The

ECUs

400 and 400A make the second

expansion valve portions

150 and 150A atomized when cooling by the evaporator 80, and the second

expansion valve portions

150 and 150A when not cooling by the evaporator 80. Closed.

As shown in FIG. 2, more preferably, the second expansion valve unit 150 is provided on the refrigerant passage 304 in series with the expansion valve 152 for atomizing the refrigerant and the expansion valve, and in accordance with an instruction from the ECU 400. And an electromagnetic valve 156 that opens and closes.

As shown in FIG. 5, more preferably, the second expansion valve portion 150A includes an electromagnetic valve 152A configured to be able to change the opening degree between a closed state and an atomized state in accordance with an instruction from the ECU 400A.

The electric device to be cooled includes an inverter 122 that is a drive device that drives a motor generator 124 that propels the vehicle 601 in FIG.

The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

2FR, 2FL front wheel, 2RR, 2RL rear wheel, 10, 10A cooling device, 12, 12A air-conditioning refrigeration cycle system, 20 compressor, 40 condenser, 60 receiver, 80 evaporator, 120, 120A cooling unit, 122 inverter, 124, MG1 , MG2 motor generator, 126 cooling passage, 130, 130A, 150, 150A expansion valve section, 132, 152 expansion valve body, 132A, 136, 152A, 156, 305, 305 solenoid valve, 134, 154 temperature sensitive member, 134A, 154A temperature sensor, 135 refrigerant passage, 140 check valve, 302 first connection passage, 303 bypass passage, 304 second connection passage, 306 third connection passage, 308 fourth connection passage, 40 Operation determination unit, 404, flow path switching control unit, 406, first pressure reduction control unit, 408 compressor control unit, 410, second pressure reduction control unit, 500 bypass opening / closing control unit, 502, third pressure reduction control unit, 504 liquid temperature determination unit, 512 Fully open control unit, 601 vehicle, 604 engine, 605, 605, 606, 606, 605, 606 gear, 608 vehicle speed sensor, 609 accelerator sensor, 610 boosting unit, 612 charging inverter, 616 socket, 660 control device, 670 voltage sensor , 700 External charging device, 702 charging cable, 704 plug, B1 battery, DG differential gear, PG planetary gear, SR1, SR2 system main relay.

Claims

A cooling device (10) for cooling an electric device mounted on a vehicle,
A compressor (20) for circulating the refrigerant;
A condenser (40) for condensing the refrigerant;
An evaporator (80) for cooling the interior of the vehicle using the refrigerant;
A cooling unit (120, 120A) provided in series with the evaporator on a path of the refrigerant flowing from the condenser toward the compressor, and for cooling the electric device using the refrigerant;
A bypass passage (303) for allowing the refrigerant that has passed through the cooling section to flow toward the compressor without passing through the evaporator;
And a valve (305) for changing the amount of the refrigerant passing through the bypass passage.
Provided at an inlet portion of the cooling section on the refrigerant path, and is capable of switching between an atomization state in which the refrigerant is changed from a liquid state to a mist state to vaporize the refrigerant and a passage state in which the refrigerant is passed in a liquid state. 1 expansion valve section (130);
A first expansion valve portion (150) provided at an entrance portion of the evaporator on the refrigerant path and configured to change from a liquid state to a mist state in order to vaporize the refrigerant. The cooling device according to item.
A control unit (400) for controlling opening and closing of the valve and switching of the first expansion valve unit;
When the cooling by the evaporator is performed, the control unit closes the valve and passes through the first expansion valve unit. When the cooling is not performed by the evaporator, the control unit opens the valve. The cooling device according to claim 2, wherein the cooling device is in a state and the first expansion valve portion is in an atomized state.
A control unit (400) for controlling opening and closing of the valve and switching of the first expansion valve unit;
The first expansion valve portion is
An expansion valve (132) for atomizing the refrigerant;
A refrigerant passage (135) provided in parallel with the expansion valve;
The cooling device according to claim 2, further comprising: an electromagnetic valve (136) that controls opening and closing of the refrigerant passage in response to an instruction from the control unit.
A control unit (400A) for controlling opening and closing of the valve and switching of the first expansion valve unit;
The said 1st expansion valve part (130A) contains the electromagnetic valve (132A) comprised so that an opening degree could be changed into a passage state and an atomization state according to the instruction | indication of the said control part. The cooling device according to 1.
A control unit (400) for controlling opening and closing of the valve and switching of the first and second expansion valve units;
The second expansion valve unit is configured to be switchable between an atomization state in which the refrigerant is changed from a liquid state to a mist state to vaporize the refrigerant and a closed state in which the refrigerant is not allowed to pass through.
The controller sets the second expansion valve unit to an atomized state when cooling by the evaporator, and closes the second expansion valve unit when cooling by the evaporator is not performed. The cooling device according to claim 2.
The second expansion valve portion (150)
An expansion valve (152) for atomizing the refrigerant;
The cooling device according to claim 6, further comprising: an electromagnetic valve (156) provided on the refrigerant path in series with the expansion valve and opened and closed according to an instruction from the control unit.
The second expansion valve section (150A) includes an electromagnetic valve (152A) configured to be able to change an opening degree between a closed state and an atomization state in accordance with an instruction from the control section. The cooling device according to 1.
The cooling device according to claim 1, wherein the electric device includes a drive device (122) for driving a motor (124) for propelling the vehicle.
A vehicle comprising the cooling device according to any one of claims 1 to 9.