WO2014147995A1

WO2014147995A1 - Heat management system for vehicle

Info

Publication number: WO2014147995A1
Application number: PCT/JP2014/001363
Authority: WO
Inventors: 憲彦榎本; 梯　伸治; 道夫西川; 加藤　吉毅; 賢吾杉村
Original assignee: 株式会社デンソー
Priority date: 2013-03-18
Filing date: 2014-03-11
Publication date: 2014-09-25
Also published as: JP2014181574A; JP6051984B2

Abstract

The present invention is provided with the following: a switching part (47) that switches the connection state of a first refrigeration circuit (C1) and an engine refrigeration circuit (40); and a first communication part (48) that causes the engine refrigeration circuit (40) and the first refrigeration circuit (C1) to communicate with each other. The engine refrigeration circuit (40) has the following: a circulation flow path (41) in which a heat medium circulates and flows through an engine pump (42), an engine refrigeration flow path (43a) formed in an engine (43), and an engine radiator (44); and a radiator bypass flow path (45) connected to the circulation flow path (41) so that the heat medium bypasses the engine radiator (44) and circulates. The switching part (47) switches the connection state of the first refrigeration circuit (C1) and the radiator bypass flow path (45).

Description

Thermal management system for vehicles

Cross-reference of related applications

This application is based on Japanese Patent Application No. 2013-54940 filed on March 18, 2013, the disclosure of which is incorporated herein by reference.

This disclosure relates to a thermal management system used for a vehicle.

Conventionally, Patent Document 1 describes a heat management system used in a hybrid electric vehicle that can be driven by a drive motor. According to this prior art, the first cooling circuit provided with the first radiator for cooling the engine and the second cooling circuit provided with the second radiator for cooling the drive motor control unit are connected to the first bypass passage and the second cooling circuit. By connecting with the bypass passage, the cooling water flowing in the second cooling circuit can be guided into the first cooling circuit.

For this reason, the engine can be warmed by the waste heat of the drive motor control section, and as a result, the startability of the engine and the power generation efficiency by the engine can be improved.

In this prior art, in the first cooling circuit, a radiator bypass passage through which cooling water that has passed through the engine bypasses the first radiator is provided separately from the first bypass passage and the second bypass passage. .

Japanese Patent No. 3817844

According to the study by the inventors of the present application, in the above-described conventional technology, since two bypass passages are provided to connect the first cooling circuit and the second cooling circuit, the passage configuration is complicated as a whole system. For this reason, the physique of the entire system may increase in size, leading to deterioration in mountability on a vehicle, or the piping connection structure may be complicated, resulting in deterioration in assemblability.

This indication aims at simplifying the structure of the thermal management system for vehicles which can connect the cooling circuit which cools an engine, and the cooling circuit which cools a cooling object apparatus in view of the above-mentioned point.

In order to achieve the above object, the vehicle thermal management system of the present disclosure includes an engine cooling circuit, an engine pump, an engine radiator, a first cooling circuit, a first pump, a switching unit, and a first communication unit. In the engine cooling circuit, a heat medium for cooling the engine circulates. The engine pump is disposed in the engine cooling circuit and sucks and discharges the heat medium. The engine radiator is disposed in the engine cooling circuit and radiates heat of the heat medium to the outside air. In the first cooling circuit, a heat medium for cooling the cooling target device circulates. The first pump is disposed in the first cooling circuit and sucks and discharges the heat medium. The switching unit switches the connection state between the first cooling circuit and the engine cooling circuit. The first communication unit allows the engine cooling circuit and the first cooling circuit to communicate with each other.

The engine cooling circuit is configured such that the heat medium circulates through the engine pump, the engine cooling flow path formed in the engine, and the circulation path that circulates through the engine radiator, and the heat medium circulates through the engine radiator. And a radiator bypass channel connected to the circulation channel. The switching unit switches a connection state between the first cooling circuit and the radiator bypass flow path.

According to this, since the heat medium of the first cooling circuit can be guided to the engine cooling circuit by the radiator bypass flow path and the first communication portion, two separate from the radiator bypass passage as in the prior art described above. The configuration can be simplified as compared with the case where the bypass passage is provided.

Alternatively, in the vehicle thermal management system according to the present disclosure, the switching unit is disposed in the middle of the radiator bypass flow path and in the middle of the first cooling circuit, and the switching section includes the first cooling circuit and the radiator bypass flow path. Is connected to the part of the first cooling circuit from the discharge side of the first pump to the switching part and the part of the radiator bypass flow path from the suction side of the engine pump to the switching part. Switching to the first connection mode is possible, and the first communication portion may be connected to the circulation channel.

According to this, when the switching unit switches to the first connection mode, the heat medium discharged from the first pump flows through the radiator bypass flow path and is sucked into the engine pump, and the heat medium discharged from the engine pump is It flows into a 1st cooling circuit through a 1st communication part, and is suck | inhaled by the 1st pump.

Therefore, the heat medium of the first cooling circuit can be circulated using the first pump of the first cooling circuit and the engine pump of the engine cooling circuit in series.

1 is an overall configuration diagram of a vehicle thermal management system in a first embodiment. It is a figure which shows the non-connection mode of the thermal management system for vehicles in 1st Embodiment. It is a figure which shows the 1st connection mode of the thermal management system for vehicles in 1st Embodiment. It is a figure which shows the 2nd connection mode of the thermal management system for vehicles in 1st Embodiment. It is a block diagram which shows the electric control part of the thermal management system for vehicles in 1st Embodiment. It is a whole block diagram of the thermal management system for vehicles in 2nd Embodiment. It is a figure which shows the non-connection mode of the thermal management system for vehicles in 2nd Embodiment. It is a figure which shows the 1st connection mode of the thermal management system for vehicles in 2nd Embodiment. It is a figure which shows the 2nd connection mode of the thermal management system for vehicles in 2nd Embodiment. It is a figure which shows the 3rd connection mode of the thermal management system for vehicles in 2nd Embodiment. It is a graph which shows the relationship between the cooling water flow volume and heat dissipation in the thermal management system for vehicles in 2nd Embodiment. It is a whole block diagram of the thermal management system for vehicles in 3rd Embodiment. It is a figure which shows the 1st non-connection mode of the thermal management system for vehicles in 3rd Embodiment. It is a figure which shows the 2nd non-connection mode of the thermal management system for vehicles in 3rd Embodiment. It is a figure which shows the 1st connection mode of the thermal management system for vehicles in 3rd Embodiment. It is a figure which shows the 2nd connection mode of the thermal management system for vehicles in 3rd Embodiment. It is a figure which shows the 3rd connection mode of the thermal management system for vehicles in 3rd Embodiment. It is a block diagram which shows the principal part of the thermal management system for vehicles in 4th Embodiment. It is a block diagram which shows the principal part of the thermal management system for vehicles in 5th Embodiment. It is a whole block diagram of the thermal management system for vehicles in 6th Embodiment. It is a figure which shows the non-connection mode of the thermal management system for vehicles in 7th Embodiment. It is a figure which shows the connection mode of the thermal management system for vehicles in 7th Embodiment. It is a figure which shows the non-connection mode of the thermal management system for vehicles in 8th Embodiment. It is a figure which shows the connection mode of the thermal management system for vehicles in 8th Embodiment.

Hereinafter, embodiments will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals.
(First embodiment)
Hereinafter, the first embodiment will be described with reference to FIGS. A vehicle thermal management system 10 shown in FIG. 1 is used to adjust various temperature adjustment target devices (a cooling target device that requires cooling, a heating target device that requires heating, etc.) included in the vehicle to an appropriate temperature.

In the present embodiment, the thermal management system 10 is applied to a hybrid vehicle that obtains driving force for vehicle travel from an engine (internal combustion engine) and a travel motor.

The hybrid vehicle according to the present embodiment is configured as a plug-in hybrid vehicle that can charge power supplied from an external power source (commercial power source) when the vehicle is stopped to a battery (vehicle battery) mounted on the vehicle. As the battery, for example, a lithium ion battery can be used.

The driving force output from the engine is used not only for driving the vehicle but also for operating the generator. And the electric power generated by the generator and the electric power supplied from the external power source can be stored in the battery, and the electric power stored in the battery is not only a motor for running but also an electric component device that constitutes a cooling system Supplied to various in-vehicle devices.

As shown in FIG. 1, the thermal management system 10 includes a first pump 11, a second pump 12, a first flow path 13, and a second flow path 14. The first pump 11 and the second pump 12 are electric pumps that suck and discharge cooling water. The cooling water is a fluid as a heat medium. In the present embodiment, a liquid containing at least ethylene glycol, dimethylpolysiloxane or nanoparticles, or an antifreeze liquid is used as the cooling water.

The first flow path 13 and the second flow path 14 are cooling water flow paths through which cooling water flows, and are arranged in parallel to each other. A first pump 11 is disposed in the first flow path 13. A second pump 12 is disposed in the second flow path 14.

A first radiator 15 (heat radiator) is disposed in the first flow path 13. The first radiator 15 is an outdoor heat exchanger (outside air heat medium heat exchanger) that radiates heat of the cooling water to the outside air by exchanging heat between the cooling water and outside air (hereinafter referred to as outside air). It is also possible to absorb heat from the outside air to the cooling water by the first radiator 15 by flowing cooling water below the outside air temperature to the first radiator 15.

The first radiator 15 has a large number of tubes through which cooling water flows and fins that are arranged between the large number of tubes and promote heat exchange with the outside air. The outside air blower 16 blows outside air to the first radiator 15. Since the first radiator 15 is disposed at the foremost part of the vehicle, traveling wind can be applied to the first radiator 15 when the vehicle is traveling.

The downstream side of the first flow path 13 is connected to the first inlet 17a of the first switching valve 17, and the upstream side of the first flow path 13 is connected to the first outlet 18a of the second switching valve 18. The downstream side of the second flow path 14 is connected to the second inlet 17 b of the first switching valve 17, and the upstream side of the second flow path 14 is connected to the second outlet 18 b of the second switching valve 18.

One end of a radiator bypass channel 19 is connected to the third outlet 18c of the second switching valve 18. The other end of the radiator bypass channel 19 is connected to a portion of the first channel 13 between the first radiator 15 and the first pump 11. Thereby, the 1st radiator 15 can be bypassed and cooling water can flow.

The first switching valve 17 has four

outlets

17d, 17e, 17f, and 17g through which cooling water flows out. The first switching valve 17 flows the cooling water so that either the cooling water flowing in from the first inlet 17a or the cooling water flowing in from the second inlet 17b flows out from the

outlets

17d, 17e, 17f, 17g. It has a function to switch.

The second switching valve 18 has four

inlets

18d, 18e, 18f, and 18g into which cooling water flows. The second switching valve 18 switches the flow of the cooling water so that the cooling water flowing in from the

inlets

18d, 18e, 18f, 18g flows out of either the first outlet 18a or the second outlet 18b.

Between the four

outlets

17d, 17e, 17f, 17g of the first switching valve 17 and the four

inlets

18d, 18e, 18f, 18g of the second switching valve 18, there are four

common flow paths

21, 22, 23, 24 is connected.

The first common flow path 21 connected between the first outlet 17d of the first switching valve 17 and the first inlet 18d of the second switching valve 18 has a cooling heat exchanger 30 ( A cooling water cooling heat exchanger) is arranged.

In the second common flow path 22 connected between the second outlet 17e of the first switching valve 17 and the second inlet 18e of the second switching valve 18, a heat exchanger 31 for heating, which is a temperature adjustment target device ( A cooling water heating heat exchanger) and a heater core 32 are arranged.

The third common flow path 23 connected between the third outlet 17f of the first switching valve 17 and the third inlet 18f of the second switching valve 18 has a cooling heat exchanger 33 ( An air cooling heat exchanger) is arranged.

In the fourth common flow path 24 connected between the fourth outlet 17g of the first switching valve 17 and the fourth inlet 18g of the second switching valve 18, an inverter, a traveling motor, A battery, a regenerator, an intercooler, a turbo, an oil heat exchanger, and the like are arranged.

The number of outlets of the first switching valve 17 may be increased, and the other end of the common flow path connected to the outlet of the first switching valve 17 may not necessarily be connected to the inlet of the second switching valve 18. . Similarly, the number of inlets of the second switching valve 18 may be increased, and the other end of the common flow path connected to the inlet of the second switching valve 18 is not necessarily connected to the outlet of the first switching valve 17. May be.

The inverter is a power conversion device that converts DC power supplied from the battery into AC power and outputs the AC power to the traveling motor, and constitutes a power control unit. The power control unit is a component that controls electric power supplied from the battery to drive the traveling motor. In addition to the inverter, the power control unit includes a boost converter that raises the voltage of the battery, a charger that converts a commercial power source into a direct current and boosts the voltage higher than the voltage of the battery in a plug-in hybrid vehicle.

The inverter has a flow path through which cooling water flows. Therefore, the inverter is cooled by exchanging heat with the cooling water flowing through the flow path. A passage for cooling water is also formed in the traveling motor. Therefore, the traveling motor is cooled by exchanging heat with the cooling water flowing through the flow path.

The battery has a flow path through which cooling water flows, and the battery is cooled or heated by exchanging heat with the cooling water flowing through the flow path. The battery is preferably maintained at a temperature of about 10-40 ° C. for reasons such as a reduction in output, a reduction in charging efficiency, and prevention of deterioration.

A battery heat exchanger may be arranged in the fourth common flow path 24 instead of the battery. The battery heat exchanger is a heat exchanger that exchanges heat between cooling water and air, and can cool or heat the battery by introducing the air heat-exchanged by the battery heat exchanger to the battery. .

The cooling heat exchanger 30 constitutes a low-pressure side heat exchanger of the refrigeration cycle 35. The cooling heat exchanger 30 is a cooler (heat medium cooler) that cools the cooling water by exchanging heat between the low-pressure refrigerant (low-temperature refrigerant) of the refrigeration cycle 35 and the cooling water.

The heating heat exchanger 31 constitutes a high-pressure side heat exchanger of the refrigeration cycle 35. The heating heat exchanger 31 is a heater (heat medium heater) that heats the cooling water by exchanging heat between the high-pressure refrigerant (high-temperature refrigerant) of the refrigeration cycle 35 and the cooling water.

The refrigeration cycle 35 is a vapor compression refrigerator. In this example, the refrigerant of the refrigeration cycle 35 is a chlorofluorocarbon refrigerant, and the refrigeration cycle 35 constitutes a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant.

The refrigeration cycle 35 has a compressor 35a and an expansion valve 35b in addition to a cooling heat exchanger 30 that is a low-pressure side heat exchanger and a heating heat exchanger 31 that is a high-pressure side heat exchanger.

The compressor 35a is an electric compressor that is driven by electric power supplied from a battery, and sucks and compresses and discharges a gas-phase refrigerant. The compressor 35a may be rotationally driven by the engine via a pulley, a belt, or the like.

The high-temperature and high-pressure gas-phase refrigerant discharged from the compressor 35a is absorbed and condensed by heat exchange with cooling water in the heating heat exchanger 31 which is a high-pressure side heat exchanger.

The expansion valve 35b is a decompressor that decompresses and expands the liquid refrigerant condensed in the heat exchanger 31 for heating. The low-pressure refrigerant expanded under reduced pressure by the expansion valve 35b absorbs heat from the cooling water and evaporates by exchanging heat with the cooling water in the cooling heat exchanger 30 which is a low-pressure side heat exchanger. The gas-phase refrigerant evaporated in the cooling heat exchanger 30 is sucked into the compressor 35a and compressed.

In the first radiator 15, the cooling water is cooled by outside air, whereas in the cooling heat exchanger 30, the cooling water is cooled by the low-pressure side refrigerant of the refrigeration cycle 35. For this reason, the temperature of the cooling water cooled by the cooling heat exchanger 30 can be made lower than the temperature of the cooling water cooled by the first radiator 15.

Specifically, the first radiator 15 cannot cool the cooling water to a temperature lower than the outside air temperature, whereas the cooling heat exchanger 30 cools the cooling water to a temperature lower than the outside air temperature. It is possible.

The cooling heat exchanger 33 is a heat exchanger that cools air by exchanging heat between cooling water and air, and is disposed inside the casing 37 of the indoor air conditioning unit. The casing 37 forms an air passage through which air blown by the indoor blower 38 flows.

The heater core 32 is a heat exchanger (air heat medium heat exchanger) that heats air by exchanging heat between the cooling water heated by the heat exchanger 31 for heating and the air blown into the passenger compartment.

The heater core 32 is disposed on the downstream side of the heating heat exchanger 31 in the second common flow path 22. The heater core 32 is disposed on the downstream side of the air flow from the cooling heat exchanger 33 inside the casing 37 of the indoor air conditioning unit.
Inside the casing 37, an air mix door 39 is disposed on the downstream side of the air flow from the cooling heat exchanger 33 and the upstream side of the air flow from the heater core 32. The air mix door 39 is an air volume ratio adjusting unit that adjusts the air volume ratio between the air passing through the heater core 32 and the air flowing by bypassing the cooling heat exchanger 33.

The first flow path 13 is connected with a sealed reserve tank 13a that can store cooling water and keep the pressure of the cooling water within an appropriate range.

By making the reserve tank 13a hermetically sealed, the effect of maintaining the pressure of the cooling water within a set value can be obtained, and the reserve tank 13a can be used even in an operating state in which the heads of the first pump 11 and the second pump 12 are significantly different. The effect of minimizing the liquid level fluctuation is obtained.

The reserve tank 13a has a function of gas-liquid separation of bubbles mixed in the cooling water. The reserve tank 13a has a function of holding an appropriate pressure against an abnormal increase / decrease in pressure due to expansion / contraction due to a temperature change of the cooling water. By storing excess cooling water in the reserve tank 13a, it is possible to suppress a decrease in the amount of cooling water circulating through each flow path.

The thermal management system 10 includes a cooling circuit 40 (engine cooling circuit). The cooling circuit 40 has a circulation channel 41 through which cooling water circulates. The circulation channel 41 constitutes the main channel of the cooling circuit 40.

In the circulation channel 41, a pump 42 (engine pump), an engine 43, and a radiator 44 (engine radiator) are arranged in series in this order.

The pump 42 is an electric pump that sucks and discharges cooling water. The pump 42 may be driven by a power transmission mechanism via a belt or the like from the output shaft of the engine 43. In this case, the power transmission mechanism is connected to an auxiliary motor so that the pump 42 can be driven even when the engine is stopped. Must be combined. In addition to driving the pump 42, the auxiliary motor can be used to drive the compressor coupled to the power transmission mechanism while the engine is stopped, and can also be used as a starter motor when starting the engine 43. It can also be used as an alternator for power generation.

Inside the engine 43, an engine cooling channel 43a through which cooling water flows is formed. The radiator 44 has a large number of tubes through which cooling water flows and fins that are arranged between the large number of tubes and promote heat exchange with the outside air. The outdoor fan 16 blows outside air to the radiator 44. The radiator 44 is disposed downstream of the first radiator 15 in the outside air flow direction at the foremost part of the vehicle.

One end of a radiator bypass passage 45 (engine radiator bypass passage) is connected to the coolant outlet side of the engine 43. The other end of the radiator bypass channel 45 is connected to a portion of the circulation channel 41 between the radiator 44 and the suction part (suction port) of the pump 42. Thereby, the cooling water flowing out from the engine 43 can flow by bypassing the radiator 44.

A thermostat 46 is disposed at the connection portion between the other end of the radiator bypass passage 45 and the circulation passage 41. The thermostat 46 is a valve configured by a mechanical mechanism that opens and closes the cooling water flow path by displacing the valve body with a thermo wax (temperature-sensitive member) that changes in volume according to temperature. That is, the valve body of the thermostat 46 is displaced according to the coolant temperature.

The thermostat 46 includes a cooling water passage (heat medium passage) through which the cooling water flowing out from the engine 43 flows through the radiator 44, and a cooling water passage (heat medium passage) through which the cooling water flowing out from the engine 43 flows through the radiator bypass passage 45. ) And switch according to the temperature of the cooling water.

Specifically, when the temperature of the cooling water is lower than a predetermined temperature (for example, 60 ° C. or higher and lower than 80 ° C.), the thermostat 46 switches the cooling water to the cooling water flow path that flows through the radiator bypass flow path 45. When the temperature is higher than a predetermined temperature (for example, 80 ° C. or more), the cooling water is switched to the cooling water flow path through the radiator 44.

The radiator bypass channel 45 is connected to the first channel 13 via a four-way valve 47. The four-way valve 47 is disposed in the middle of the radiator bypass flow path 45 and is disposed in the middle of the first flow path 13. Specifically, the four-way valve 47 is disposed at a site between the first pump 11 and the first inlet 17 a of the first switching valve 17 in the first flow path 13.

The four-way valve 47 is a switching unit that switches a connection state between the first flow path 13 and the radiator bypass flow path 45. The connection state modes switched by the four-way valve 47 include a non-connection mode shown in FIG. 2, a first connection mode shown in FIG. 3, and a second connection mode shown in FIG.

In the non-connection mode shown in FIG. 2, the four-way valve 47 does not connect the first flow path 13 and the radiator bypass flow path 45.

In the first connection mode shown in FIG. 3, the four-way valve 47 is configured such that the portion of the first flow path 13 that extends from the discharge side of the first pump 11 to the four-way valve 47 and the suction side of the pump 42 of the radiator bypass flow path 45. To the four-way valve 47 is connected.

In the second connection mode shown in FIG. 4, the four-way valve 47 includes a portion of the first flow path 13 from the discharge side of the first pump 11 to the four-way valve 47, and a cooling water for the engine 43 in the radiator bypass flow path 45. The part from the outlet side (discharge side of the first pump 11) to the four-way valve 47 is connected.

As shown in FIG. 1, one end of a first communication path 48 is connected to a portion between the discharge portion (discharge port) of the first pump 11 and the engine 43 in the circulation flow path 41 of the cooling circuit 40. . The other end of the first communication path 48 is connected to a portion of the first flow path 13 between the four-way valve 47 and the first inlet 17 a of the first switching valve 17. Therefore, the first communication path 48 constitutes a communication part (first communication part) that communicates the cooling circuit 40 and the first flow path 13.

A reserve tank 41 a is connected to the circulation passage 41 of the cooling circuit 40. Since the structure and function of the reserve tank 41a are the same as those of the reserve tank 13a of the first flow path 13, the description thereof is omitted. Either one of the reserve tank 13a and the reserve tank 41a can be omitted.

Next, the electric control unit of the thermal management system 10 will be described with reference to FIG. The control device 50 includes a known microcomputer including a CPU, a ROM, a RAM, and the like and peripheral circuits thereof, and performs various calculations and various processes based on an air conditioning control program stored in the ROM. The control device 50 includes a first pump 11, a second pump 12, an outdoor fan 16, a first switching valve 17, a second switching valve 18, a compressor 35a, an indoor fan 38, an air mix door 39, which are connected to the output side. The operation of the pump 42 and the four-way valve 47 is controlled.

The control device 50 is configured integrally with a control unit that controls various control target devices connected to the output side thereof, but has a configuration (hardware and software) that controls the operation of each control target device. The control part which controls the action | operation of each control object apparatus is comprised.

In the present embodiment, the configuration (hardware and software) that controls the operation of the four-way valve 47 in particular is the switching control unit 50a. The switching control unit 50a may be configured separately from the control device 50.

In the present embodiment, the configuration (hardware and software) that controls the operation of the outdoor blower 16 in particular is referred to as an air flow control unit 50b. You may comprise the ventilation volume control part 50b with respect to the control apparatus 50 separately.

Detected signals of various sensors such as an inside air sensor 51, an outside air sensor 52, a solar radiation sensor 53, a humidity sensor 54, a first water temperature sensor 55, and a second water temperature sensor 56 are input to the input side of the control device 50.

The inside air sensor 51 is a detector (inside air temperature detector) that detects the inside air temperature (in-vehicle temperature). The outside air sensor 52 is a detector (outside air temperature detector) that detects outside air temperature. The solar radiation sensor 53 is a detector (a solar radiation amount detector) that detects the amount of solar radiation in the passenger compartment. The humidity sensor 54 is a detector (inside air humidity detector) that detects the humidity of the inside air (in-vehicle humidity).

The first water temperature sensor 55 is a detector (heat medium temperature detector) that detects the temperature of the cooling water flowing through the first flow path 13. The second water temperature sensor 56 is a detector (heat medium temperature detector) that detects the temperature of the cooling water flowing through the cooling circuit 40.

The first water temperature sensor 55 may detect a temperature related to the temperature of the cooling water flowing through the first flow path 13. The second water temperature sensor 56 may detect a temperature related to the temperature of the cooling water flowing through the cooling circuit 40.

In the example of FIG. 1, the first water temperature sensor 55 is disposed in a portion of the first flow path 13 that is located on the suction side of the first pump 11, and the second water temperature sensor 56 is a cooling water flow in the engine 43. It is arranged near the most downstream part of the road.

Operation signals from various air conditioning operation switches provided on the operation panel 59 disposed near the instrument panel in the front part of the vehicle interior are input to the input side of the control device 50. As various air conditioning operation switches provided on the operation panel 59, an air conditioner switch, an auto switch, an air volume setting switch of the indoor blower 38, a vehicle interior temperature setting switch, and the like are provided.

The air conditioner switch is a switch for switching on / off (on / off) of air conditioning (cooling or heating). The auto switch is a switch for setting or canceling automatic control of air conditioning. The vehicle interior temperature setting switch is a target temperature setting unit that sets the vehicle interior target temperature by the operation of the passenger.

Next, the operation in the above configuration will be described. The control device 50 is switched to various operation modes by controlling the operation of the first switching valve 17 and the second switching valve 18.

Specifically, the first cooling circuit C1 (first heat medium circulation circuit) is formed by at least one of the first flow path 13 and the common flow path 21-24, and is shared with the second flow path 14. A second cooling circuit C2 (second heat medium circulation circuit) is formed by at least another one of the channels 21-24.

Each of the common flow paths 21-24 is switched between the case where it is connected to the first cooling circuit C1 and the case where it is connected to the second cooling circuit C2, depending on the situation, so that each temperature adjustment target device 28-31. The temperature can be adjusted to an appropriate temperature according to the situation.

That is, in the circuit to which the cooling heat exchanger 30 is connected among the first cooling circuit C1 and the second cooling circuit C2, the temperature adjustment target device can be cooled by the cooling water cooled by the cooling heat exchanger 30. it can. For example, when the cooling heat exchanger 33 is connected to the same circuit as the cooling heat exchanger 30, the cooling heat exchanger 33 can cool the air into the vehicle interior to cool the vehicle interior.

In the circuit to which the heating heat exchanger 31 is connected among the first cooling circuit C1 and the second cooling circuit C2, the temperature adjustment target device can be heated by the cooling water heated by the heating heat exchanger 31. For example, when the heater core 32 is connected to the same circuit as the heat exchanger 31 for heating, the air inside the vehicle interior can be heated by the heater core 32 to heat the vehicle interior.

When the cooling heat exchanger 30 is connected to the first cooling circuit C1 and the heating heat exchanger 31 is connected to the second cooling circuit C2, the heat pump operation of the refrigeration cycle 35 can be performed.

That is, in the first cooling circuit C1, since the low-temperature cooling water cooled by the cooling heat exchanger 30 flows through the first radiator 15, the cooling water absorbs heat from the outside air by the first radiator 15. Then, the cooling water that has absorbed heat from the outside air by the first radiator 15 exchanges heat with the refrigerant of the refrigeration cycle 35 by the cooling heat exchanger 30 to radiate heat. Therefore, in the cooling heat exchanger 30, the refrigerant in the refrigeration cycle 35 absorbs heat from the outside air through the cooling water.

The refrigerant that has absorbed heat from the outside air in the cooling heat exchanger 30 exchanges heat with the cooling water in the second cooling circuit C2 in the cooling heat exchanger 30 to radiate heat. Therefore, it is possible to realize a heat pump operation that pumps up the heat of the outside air.

Furthermore, when the control device 50 controls the operation of the four-way valve 47, the connection state between the first cooling circuit C1 and the cooling circuit 40 is changed to the non-connection mode shown in FIG. 2, the first connection mode shown in FIG. The mode is switched to the second connection mode shown in FIG.

The disconnected mode is switched when the engine 43 is operating. The first connection mode is switched when the engine 43 is stopped and the cooling water temperature of the first cooling circuit C1 and the cooling water temperature of the cooling circuit 40 are equal to or lower than a predetermined temperature. The second connection mode is switched when the engine 43 is stopped and the cooling water temperature of the first cooling circuit C1 and the cooling water temperature of the cooling circuit 40 are equal to or higher than a predetermined temperature.

In the non-connection mode shown in FIG. 2, the first cooling circuit C 1 communicates with the cooling circuit 40 only through the first communication path 48. Therefore, steady circulation of the cooling water does not occur between the first cooling circuit C1 and the cooling circuit 40.

At this time, according to the cooling water temperature of the cooling circuit 40, the thermostat 46 switches between the case where the cooling water flowing out from the engine 43 flows through the radiator 44 and the case where it flows through the radiator bypass passage 45.

Specifically, when the cooling water temperature of the cooling circuit 40 is low (60 ° C. to 80 ° C. or lower), the cooling water flowing out from the engine 43 bypasses the radiator 44 and flows through the radiator bypass passage 45. On the other hand, when the cooling water temperature of the cooling circuit 40 is high (80 ° C. or higher), the thermostat 46 switches the cooling water flow path so that the cooling water flowing out from the engine 43 flows through the radiator 44.

In the first connection mode shown in FIG. 3, the cooling water discharged from the first pump 11 is sucked into the pump 42 via the four-way valve 47 and the thermostat 46 as shown by the thick solid arrow in FIG. The cooling water discharged from the air flows through the first communication passage 48 and flows into the first flow path 13. Therefore, in the first cooling circuit C1, the first pump 11 and the pump 42 can be connected in series to circulate the cooling water. Therefore, the first connection mode can be expressed as a pump serial mode.

Here, when the temperature of the cooling water in the first cooling circuit C1 exceeds a predetermined temperature, the thermostat 46 switches to the cooling water flow path through which the cooling water flowing out from the engine 43 flows through the radiator 44. That is, the thermostat 46 separates the radiator bypass channel 45 from the circulation channel 41. In that case, the cooling water discharged from the first pump 11 cannot flow into the circulation flow path 41, so that the cooling water circulation in the first cooling circuit C1 is hindered.

In view of that point, in this embodiment, when the temperature of the cooling water in the first cooling circuit C1 exceeds a predetermined temperature in the first connection mode, the control device 50 cancels the first connection mode and switches to the non-connection mode. The operation of the four-way valve 47 is controlled so as to shift.

According to the first connection mode, the first pump 11 and the pump 42 can be connected in series in the first cooling circuit C1 to circulate the cooling water. Therefore, even if the cooling water has a very low temperature and the viscosity of the cooling water becomes high and the pressure loss of the first cooling circuit C1 increases, the circulation of the cooling water in the first cooling circuit C1. A decrease in flow rate can be suppressed.

The condition for cooling water to be low is, for example, when the heat pump operation is performed by the refrigeration cycle 35. In other words, the first radiator 15 absorbs heat from the outside air into the cooling water, and the cooling heat exchanger 30 pumps up heat from the cooling water.

Particularly, when the engine 43 is stopped, heating using the waste heat of the engine 43 cannot be performed, so that the load of the heat pump operation is high. In other words, the cooling water becomes cooler and a large amount of cooling water flow is required.

In a state where the engine 43 is stopped, it is not necessary to circulate cooling water through the cooling circuit 40 to cool the engine 43. Therefore, the engine 43 is switched to the first connection mode or the cooling water supply to the engine 43 is stopped. There is no hindrance.

Further, according to the first connection mode, the first pump 11 and the pump 42 can be connected in series in the first cooling circuit C1 to circulate the cooling water. Therefore, when the cooling water is at a high temperature, the cooling water flow rate in the first radiator 15 can be increased to improve the cooling capacity (heat radiation capacity) in the first radiator 15.

In the second connection mode shown in FIG. 4, the cooling water discharged from the first pump 11 flows into the engine 43 through the four-way valve 47 and flows out of the engine 43 as shown by the thick solid arrows in FIG. 4. The cooling water flows through the first communication path 48 and flows into the first flow path 13. Therefore, in the first cooling circuit C1, the engine 43 can be warmed up by circulating the heated cooling water to the engine 43 with various temperature adjustment target devices as heat sources. Therefore, the second connection mode can be expressed as an engine warm-up mode. By warming up the engine 43, the effect of lowering the viscosity of the engine oil is obtained, and the effect of improving the fuel consumption by reducing the sliding friction of the sliding parts such as the piston and the friction of the rotary bearing is obtained.

For example, in the EV traveling mode in which the vehicle is driven mainly by the driving force of the traveling electric motor, the engine 43 is warmed up before the engine 43 is started by switching to the second connection mode before the engine 43 is started. Can (engine pre-warm up).

In the second connection mode, the second switching valve 18 closes the inlet 18a and opens the third outlet 18c so that the cooling water bypasses the first radiator 15 and flows through the radiator bypass passage 19. Is preferred. In that case, it is possible to increase the temperature of the cooling water flowing into the engine 43 by avoiding that the cooling water of the first cooling circuit C 1 dissipates heat in the first radiator 15.

According to this embodiment, the radiator bypass passage 45 and the first communication passage 48 can guide the cooling water of the first cooling circuit C1 to the cooling circuit 40. Compared with the case where two bypass passages are separately provided, the configuration can be simplified.

In this embodiment, the four-way valve (switching unit) 47 is disposed in the middle of the radiator bypass passage 45 and in the middle of the first cooling circuit C1. The four-way valve 47 includes a non-connection mode in which the first cooling circuit C1 and the radiator bypass passage 45 are not connected, a portion of the first cooling circuit C1 from the discharge side of the first pump 11 to the four-way valve 47, and a radiator bypass flow. It is possible to switch to the first connection mode in which the part of the passage 45 extending from the suction side of the pump 42 to the four-way valve 47 is connected. The first communication path 48 is connected to the cooling circuit 40.

According to this, when the four-way valve 47 is switched to the first connection mode, the cooling water discharged from the first pump 11 flows through the radiator bypass passage 45 and is sucked into the pump 42, and the cooling water discharged from the pump 42. Flows into the first cooling circuit C 1 through the first communication passage 48 and is sucked into the first pump 11.

Therefore, the cooling water can be circulated in the first cooling circuit C1 using the first pump 11 and the pump 42 in series.

Further, since the four-way valve 47 is arranged in the middle of the radiator bypass flow path 45, the four-way valve 47 can be easily added to the cooling circuit 40 as compared with the case where the four-way valve 47 is arranged in the middle of the circulation flow path 41. Can be arranged.

Further, since the four-way valve 47 is disposed in the middle of the radiator bypass passage 45, it is possible to prevent the four-way valve 47 from inhibiting the cooling water circulation in the circulation passage 41 even if the four-way valve 47 fails.

In the present embodiment, the engine cooling flow path 43 a is disposed in a portion of the circulation flow path 41 that extends from the discharge portion of the pump 42 to the radiator 44. The radiator bypass passage 45 is connected to the circulation passage 41 so that the heat medium flowing out from the engine cooling passage 43 a bypasses the radiator 44 and is sucked into the pump 42. The first communication passage 48 is connected to a portion of the circulation passage 41 that extends from the discharge portion of the pump 42 to the engine cooling passage 43a. The four-way valve 47 includes a portion from the discharge side of the first pump 11 to the four-way valve 47 in the first cooling circuit C1 and a coolant outlet side of the engine cooling passage 43a in the radiator bypass passage 45 rather than the four-way valve 47. It is possible to switch to the second connection mode in which the part located on the (the discharge side of the pump 42) is connected. When the four-way valve 47 is switched to the second connection mode, the cooling water discharged from the first pump 11 flows in the order of the radiator bypass flow path 45, the engine cooling flow path 43a, and the first communication path 48, and thereby the first cooling circuit C1. And is sucked into the first pump 11.

According to this, when the four-way valve 47 is switched to the second connection mode, the engine 43 can be warmed up using the cooling water heated by using the cooling target device 34 as a heat source in the first cooling circuit C1.

In the present embodiment, the thermostat 46 is disposed in the radiator bypass passage 45 at the connection portion between the end portion on the suction portion side of the pump 42 and the circulation passage 41. When the temperature of the cooling water is higher than a predetermined temperature, the thermostat 46 flows through the radiator 44 when the cooling water flowing out from the engine cooling flow path 43a. When the temperature of the cooling water is lower than the predetermined temperature, the thermostat 46 The cooling water flow path is switched so that the cooling water flowing out from 43a flows through the radiator bypass flow path 45. And the control apparatus 50 (switch control part 50a) controls the action | operation of the four-way valve 47 so that it may switch to non-connection mode, when it is judged that the temperature of cooling water exceeded predetermined temperature at the time of 1st connection mode.

According to this, when the temperature of the cooling water exceeds the predetermined temperature in the first connection mode, it is possible to prevent the circulation of the cooling water in the first cooling circuit C1 from being hindered.

However, when the temperature of the cooling water in the first cooling circuit C1 exceeds the predetermined temperature in the first connection mode, the thermostat 46 switches to the cooling water flow path through which the cooling water flows through the radiator bypass flow path 45, and thus the first cooling circuit C1. The circulation of the cooling water in is prevented. In the present embodiment, when it is determined that the temperature of the cooling water has exceeded the predetermined temperature in the first connection mode, switching to the non-connection mode is performed, so that it is possible to prevent the circulation of the cooling water in the first cooling circuit C1 from being hindered.

The control device 50 (the switching control unit 50a) controls the operation of the four-way valve 47 so as to switch to the non-connection mode when it is determined that the temperature related to the temperature of the cooling water exceeds the predetermined temperature in the first connection mode. May be.

In the present embodiment, when the control device 50 (switching control unit 50a) determines that the temperature of the cooling water in the first cooling circuit C1 is lower than a predetermined temperature, the four-way valve 47 is configured to perform the first connection mode. Control the operation of

Thus, when the cooling water is low temperature and the pressure loss increases, the first pump 11 and the pump 42 can be connected in series, and as a result, a decrease in the flow rate of the cooling water can be suppressed.

In this embodiment, the 1st radiator 15 and the cooling water cooler 30 are arrange | positioned at the 1st cooling circuit C1, and the control apparatus 50 (switching control part 50a) absorbs heat from outside air in the 1st radiator 15. When it is during heat pump operation and when it is determined that the temperature of the cooling water in the first cooling circuit C1 is equal to or lower than the predetermined temperature, the operation of the four-way valve 47 is controlled so as to implement the first connection mode.

This makes it possible to connect the first pump 11 and the pump 42 in series when the cooling water is at a very low temperature and the pressure loss becomes very large, and as a result, a decrease in the flow rate of the cooling water can be suppressed.

Note that when the control device 50 (the switching control unit 50a) determines that the temperature related to the temperature of the cooling water in the first cooling circuit C1 is lower than the predetermined temperature, the four-way valve is configured to perform the first connection mode. The operation of 47 may be controlled.
(Second Embodiment)
In the first embodiment, the communication state between the first cooling circuit C1 and the cooling circuit 40 is switched by the four-way valve 47. In the second embodiment, as shown in FIGS. The communication state between the circuit C1 and the cooling circuit 40 is switched by a five-way valve (switching unit) 60.

As shown in FIG. 6, one end of the second communication path 61 is connected to the five-way valve 60. The other end of the second communication path 61 is connected between the radiator 44 and the thermostat 46 in the cooling circuit 40. Accordingly, the second communication path 61 constitutes a communication part (second communication part) that communicates the cooling circuit 40 and the first flow path 13.

The five-way valve 60 shows the connection state of the first flow path 13, the radiator bypass flow path 45, and the second communication path 61 in the non-connection mode shown in FIG. 7, the first connection mode shown in FIG. 8, and FIG. 9. Switching to the second connection mode and the third connection mode shown in FIG.

In the non-connection mode shown in FIG. 7, the five-way valve 60 does not connect the first flow path 13, the radiator bypass flow path 45, and the second communication path 61.

In the first connection mode shown in FIG. 8, the five-way valve 60 includes a portion of the first flow path 13 that extends from the discharge side of the first pump 11 to the five-way valve 60 and a pump 42 of the radiator bypass flow path 45. The part from the suction side to the five-way valve 60 is connected.

In the second connection mode shown in FIG. 9, the five-way valve 60 includes a portion of the first flow path 13 from the discharge side of the first pump 11 to the five-way valve 60 and a portion of the radiator bypass flow path 45 of the engine 43. The part from the cooling water outlet side (discharge side of the first pump 11) to the five-way valve 60 is connected.

In the third connection mode shown in FIG. 10, the five-way valve 60 connects the portion of the first flow path 13 from the discharge side of the first pump 11 to the five-way valve 60 and the second communication path 61. Further, the five-way valve 60 includes a portion from the first switching valve 17 side to the five-way valve 60 in the first flow path 13 and a cooling water outlet side of the engine 43 in the radiator bypass flow path 45 (first pump 11). To the five-way valve 60 from the discharge side).

The operation of the five-way valve 60 is controlled by the control device 50. When the control device 50 controls the operation of the five-way valve 60, the connection state between the first cooling circuit C1 and the cooling circuit 40 is changed to the non-connection mode shown in FIG. 7, the first connection mode shown in FIG. And the third connection mode shown in FIG. 10.

7, the first cooling circuit C 1 communicates with the cooling circuit 40 only through the first communication path 48. Therefore, steady circulation of the cooling water does not occur between the first cooling circuit C1 and the cooling circuit 40.

At this time, as in the first embodiment, when the thermostat 46 flows through the radiator 44 and the radiator bypass passage 45 according to the cooling water temperature of the cooling circuit 40, the cooling water flowing out from the engine 43 flows through the radiator 44. And switch.

In the first connection mode shown in FIG. 8, the cooling water discharged from the first pump 11 is sucked into the pump 42 via the five-way valve 60 and the thermostat 46, and the cooling water discharged from the pump 42 is the first It flows through the communication path 48 and flows into the first flow path 13. Therefore, in the first cooling circuit C1, the first pump 11 and the pump 42 can be connected in series to circulate the cooling water. Therefore, the first connection mode can be expressed as a pump serial mode.

Here, as in the first embodiment, when the temperature of the cooling water in the first cooling circuit C1 exceeds the predetermined temperature in the first connection mode, the control device 50 cancels the first connection mode and disconnects the connection mode. The operation of the five-way valve 60 is controlled so as to shift to.

In the second connection mode shown in FIG. 9, the cooling water discharged from the first pump 11 flows into the engine 43 through the five-way valve 60, and the cooling water flowing out from the engine 43 passes through the first communication path 48. Flows into the first flow path 13. Therefore, in the first cooling circuit C1, the engine 43 can be warmed up by circulating the cooling water heated using the various temperature adjustment target devices as the heat source. Therefore, the second connection mode can be expressed as an engine warm-up mode.

As in the first embodiment, in the engine warm-up mode, the second switching valve 18 closes the inlet 18a and opens the third outlet 18c, whereby the coolant bypasses the first radiator 15 and radiator bypass. It is preferable to flow through the flow path 19.

In the third connection mode shown in FIG. 10, the cooling water discharged from the first pump 11 flows into the radiator 44 through the five-way valve 60 and the second communication path 61. Cooling water flowing out of the radiator 44 flows through the radiator bypass flow path 45 and the five-way valve 60 and flows into the first flow path 13, and flows through the engine 43 and the first communication path 48 to the first flow path 13. Branches into the inflow path. The ratio of branching to these two paths follows the pressure loss ratio of each path.

Therefore, since the first radiator 15 and the radiator 44 can be used in series, the heat radiation amount and the heat absorption amount in the first radiator 15 and the radiator 44 can be improved. Therefore, the third connection mode can be expressed as a radiator series mode.

Here, the switching conditions of the radiator series mode and the pump series mode will be described. When the cooling water temperature of the first cooling circuit C1 is lower than the threshold value (predetermined temperature), the pump is switched to the pump serial mode. When the cooling water temperature of the first cooling circuit C1 is low, the viscosity of the cooling water increases. Therefore, when the radiator series mode is set, the pressure loss of the cooling water increases and the flow rate of the cooling water decreases, and thus the temperature distribution in the heat exchanger. This is because this increases the performance.

The cooling water temperature threshold (predetermined temperature) depends on the characteristics of the first pump 11. That is, it is desirable to set the cooling water temperature at the time when the required cooling water flow rate cannot be secured even when the first pump 11 is at the maximum output.

On the other hand, when the cooling water temperature of the first cooling circuit C1 is higher than the threshold value (predetermined temperature), the mode is switched to the mode in which the heat radiation amount is higher between the radiator series mode and the pump series mode.

Specifically, a control map is created by acquiring a large number of graphs shown in FIG. 11 in advance using the cooling water temperature as a parameter. The graph shown in FIG. 11 is a graph showing the relationship between the cooling water flow rate and the heat radiation amount of the first cooling circuit C1 when the radiator is configured in series and when the radiator is configured independently.

In the graph shown in FIG. 11, the time when the radiator is configured in series means that the first radiator 15 and the radiator 44 are connected in series to the first cooling circuit C1.

In the graph shown in FIG. 11, the time when the radiator alone is configured means that the first radiator 15 is connected to the first cooling circuit C1, but the radiator 44 is not connected to the first cooling circuit C1.

In the graph shown in FIG. 11, the time of the pump series configuration means that the first pump 11 and the pump 42 are connected in series to the first cooling circuit C1.

In the graph shown in FIG. 11, when the pump is configured alone, the first pump 11 is connected to the first cooling circuit C1, but the pump 42 is not connected to the first cooling circuit C1.

In the graph shown in FIG. 11, the reason why the coolant flow rate in the case of the radiator series configuration and the pump single configuration is smaller than the coolant flow rate in the case of the radiator single configuration and the pump single configuration is that the first radiator 15 and the radiator 44 are This is because the pressure loss increases with the series connection, and as a result, the discharge flow rate of the first pump 11 decreases.

The curve of the graph shown in FIG. 11 varies depending on the specifications of the first radiator 15 and the radiator 44, the outside temperature, and the like. The specifications of the first radiator 15 and the radiator 44 are different for each vehicle. The output values of the first pump 11 and the pump 42 are also different for each vehicle.

According to the present embodiment, the same effects as those of the first embodiment can be achieved in the first connection mode and the second connection mode.

Furthermore, in this embodiment, the 1st radiator 15 is arrange | positioned at the 1st cooling circuit C1, and the 2nd communicating path 61 has a part from the radiator 44 to the suction | inhalation part of the pump 42 among the circulation flow paths 41, and five directions. The first communication passage 48 is connected to a portion of the circulation passage 41 from the discharge portion of the pump 42 to the radiator 44, and the five-way valve 60 is connected to the first cooling circuit C1. Can be switched to the third connection mode in which the portion from the discharge side of the first pump 11 to the five-way valve 60 and the second communication passage 61 are connected, and the five-way valve 60 is switched to the third connection mode. By switching, the cooling water discharged from the first pump 11 flows in the order of the second communication path 61, the radiator 44, and the first communication path 48, flows into the first cooling circuit C 1, and is sucked into the first pump 11. .

According to this, when the five-way valve 60 is switched to the third connection mode, the first radiator 15 of the first cooling circuit C1 and the radiator 44 of the cooling circuit 40 are used in series to cool the cooling water of the first cooling circuit C1. Can be cooled. Therefore, it is possible to improve the heat dissipation amount and the heat absorption amount in the first radiator 15 and the radiator 44.
(Third embodiment)
In the second embodiment, the five-way valve 60 and the thermostat 46 are provided separately, but the third embodiment includes the function of the thermostat 46 in the second embodiment as shown in FIG. A five-way valve 65 is provided.

The five-way valve 65 is disposed at the downstream end of the radiator bypass passage 45. The five-way valve 65 is disposed in a portion of the first flow path 13 between the first pump 11 and the first inlet 17 a of the first switching valve 17. The five-way valve 65 is disposed in a portion of the circulation channel 41 of the cooling circuit 40 that is located on the suction side of the pump 42 with respect to the radiator 44. In other words, the five-way valve 65 is disposed at the connection portion J2 between the circulation bypass passage 41 and the end of the radiator bypass passage 45 closer to the suction portion of the pump 42. In the present embodiment, the second communication path 61 in the second embodiment is not provided.

The five-way valve 65 changes the connection state of the first flow path 13, the circulation flow path 41, and the radiator bypass flow path 45 to the first non-connection mode shown in FIG. 13, the second non-connection mode shown in FIG. Are switched to the first connection mode shown in FIG. 16, the second connection mode shown in FIG. 16, and the third connection mode shown in FIG.

In the first non-connection mode shown in FIG. 13, the five-way valve 65 does not connect the first flow path 13, the circulation flow path 41, and the radiator bypass flow path 45, and communicates the first flow path 13 as it is. The circulation channel 41 is communicated as it is.

In the second non-connection mode shown in FIG. 14, the five-way valve 65 communicates the first flow path 13 as it is, and a part of the circulation flow path 41 from the suction side of the pump 42 to the five-way valve 65 and a radiator bypass. The flow path 45 is connected.

In the first connection mode shown in FIG. 15, the five-way valve 65 includes a portion from the discharge side of the first pump 11 to the five-way valve 65 in the first flow path 13 and a suction of the pump 42 in the circulation flow path 41. The part from the side to the five-way valve 65 is connected.

In the second connection mode shown in FIG. 16, the five-way valve 65 includes a portion from the discharge side of the first pump 11 to the five-way valve 65 in the first flow path 13, a radiator bypass flow path 45, and a circulation flow path. 41 is connected to a portion from the cooling water outlet side of the radiator 44 (the discharge side of the pump 42) to the five-way valve 65.

In the third connection mode shown in FIG. 17, the five-way valve 65 is configured to cool the radiator 44 in the circulation passage 41 and the portion of the first passage 13 from the discharge side of the first pump 11 to the five-way valve 65. A portion from the water outlet side (discharge side of the pump 42) to the five-way valve 65 is connected.

The operation of the five-way valve 65 is controlled by the control device 50. When the control device 50 controls the operation of the five-way valve 65, the connection state between the first cooling circuit C1 and the cooling circuit 40 is changed to the non-connection mode shown in FIGS. 13 and 14 and the first connection mode shown in FIG. The second connection mode shown in FIG. 16 and the third connection mode shown in FIG. 17 are switched. The non-connection mode includes a first non-connection mode shown in FIG. 13 and a second non-connection mode shown in FIG.

In the first non-connection mode shown in FIG. 13, the first cooling circuit C 1 communicates with the cooling circuit 40 only through the first communication path 48, so that the cooling water between the first cooling circuit C 1 and the cooling circuit 40 is used. There is no steady circulation.

At this time, since the radiator bypass passage 45 is closed by the five-way valve 65, the cooling water flowing out from the engine 43 flows through the radiator 44 in the cooling circuit 40. Therefore, the first non-connection mode can be expressed as a non-bypass mode.

In the second non-connection mode shown in FIG. 14, the first cooling circuit C1 communicates with the cooling circuit 40 only by the first communication path 48, as in the first non-connection mode. Therefore, steady circulation of the cooling water does not occur between the first cooling circuit C1 and the cooling circuit 40.

At this time, the five-way valve 65 connects the radiator bypass passage 45 with a portion of the circulation passage 41 that extends from the suction side of the pump 42 to the five-way valve 65. Therefore, in the cooling circuit 40, the cooling water flowing out from the engine 43 bypasses the radiator 44 and flows through the radiator bypass passage 45. Therefore, the second non-connection mode can be expressed as a bypass mode.

When it is determined that the cooling water temperature of the cooling circuit 40 has decreased in the first non-connection mode (non-bypass mode) (60 ° C. to 80 ° C. or less), the control device 50 switches to the second non-connection mode (bypass mode). . On the other hand, when it is determined that the cooling water temperature of the cooling circuit 40 has increased in the second non-connection mode (bypass mode) (80 ° C. or higher), the control device 50 switches to the first non-connection mode (non-bypass mode). The operation of the five-way valve 65 is controlled.

Thus, the amount of heat released by the radiator 44 can be adjusted according to the cooling water temperature of the cooling circuit 40, and the cooling water temperature of the cooling circuit 40 can be maintained in an appropriate temperature range.

Further, the control device 50 determines that the temperature difference obtained by subtracting the temperature of the outside air that has flowed out of the first radiator 15 from the temperature of the outside air that has flowed out of the first radiator 15 in the first non-connection mode (non-bypass mode) has a predetermined value. When it is determined that the value is lower, the operation of the five-way valve 65 is controlled so as to switch to the second non-connection mode (bypass mode). On the other hand, in the control device 50, in the second non-connection mode (bypass mode), the temperature difference obtained by subtracting the temperature of the outside air that has flowed out of the first radiator 15 from the temperature of the outside air before flowing into the first radiator 15 exceeds a predetermined value. If so, the operation of the five-way valve 65 is controlled to switch to the first non-connection mode (non-bypass mode).

As a result, when the amount of heat released from the first radiator 15 is large, the waste heat of the first radiator 15 can be transmitted to the radiator 44 via the air, so that the engine 43 can be operated using the waste heat of the first radiator 15. Can warm up.

In the first connection mode shown in FIG. 15, the cooling water discharged from the first pump 11 is sucked into the pump 42 via the five-way valve 65, and the cooling water discharged from the pump 42 passes through the first communication path 48. And flows into the first flow path 13. Therefore, in the first cooling circuit C1, the first pump 11 and the pump 42 can be connected in series to circulate the cooling water. Therefore, the first connection mode can be expressed as a pump serial mode.

In the second connection mode shown in FIG. 16, the cooling water discharged from the first pump 11 flows into the engine 43 via the five-way valve 65 and the radiator bypass passage 45, and the cooling water flowing out from the engine 43 is It flows through the first communication path 48 and flows into the first flow path 13. Therefore, in the first cooling circuit C1, the engine 43 can be warmed up by circulating the cooling water heated using the various temperature adjustment target devices as the heat source. Therefore, the second connection mode can be expressed as an engine warm-up mode.

As in the first and second embodiments, in the second connection mode, the second switching valve 18 closes the inlet 18a and opens the third outlet 18c, whereby the coolant bypasses the first radiator 15. It is preferable to flow through the radiator bypass channel 19.

In the second connection mode, the cooling water also flows through the radiator 44. Normally, however, only a very small amount of cooling water flows through the radiator 44 because the pressure loss of the radiator 44 is much higher than the pressure loss of the radiator bypass passage 45. It will be.

In the second connection mode, when the temperature of the cooling water flowing through the radiator 44 is equal to or higher than the temperature of the outside air, it is preferable to limit the amount of outside air blown to the radiator 44. Specifically, the control device 50 may stop or reversely rotate the outdoor blower 16 or block an air guide path that guides outside air to the radiator 44 by an air guide path opening / closing member (not shown).

In the third connection mode shown in FIG. 17, the cooling water discharged from the first pump 11 flows into the radiator 44 through the five-way valve 65. The cooling water flowing out from the radiator 44 flows through the engine 43 and the first communication passage 48 and flows into the first flow path 13.

According to the present embodiment, the same operational effects as those of the second embodiment can be obtained. Further, according to the present embodiment, since the five-way valve 65 includes the function of the thermostat 46 in the second embodiment, the thermostat 46 can be eliminated and the number of parts can be reduced.

In this embodiment, the five-way valve 65 is disposed in the middle of the circulation channel 41 and in the middle of the first cooling circuit C1. The five-way valve 65 circulates in a non-connected mode in which the first cooling circuit C1 and the radiator bypass passage 45 are not connected, and a part of the first cooling circuit C1 from the discharge side of the first pump 11 to the five-way valve 65. The flow path 41 can be switched to the first connection mode in which the part from the suction side of the pump 42 to the five-way valve 65 is connected. The first communication path 48 is connected to the circulation channel 41.

According to this, when the five-way valve 65 is switched to the first connection mode, the cooling water discharged from the first pump 11 flows through the circulation channel 41 and is sucked into the pump 42, and the cooling water discharged from the pump 42. Flows into the first cooling circuit C 1 through the first communication passage 48 and is sucked into the first pump 11. Therefore, the cooling water of the first cooling circuit C1 can be circulated using the first pump 11 of the first cooling circuit C1 and the pump 42 of the cooling circuit 40 in series.

In the present embodiment, the engine cooling flow path 43 a is disposed in a portion of the circulation flow path 41 that extends from the discharge portion of the pump 42 to the radiator 44. The five-way valve 65 is disposed at a connection portion between the end of the radiator bypass passage 45 on the side close to the suction portion of the pump 42 and the circulation passage 41. The end of the radiator bypass passage 45 closer to the discharge portion of the pump 42 is connected to a portion of the circulation passage 41 that reaches the radiator 44 from the engine cooling passage 43a toward the suction portion of the pump 42. Yes. The first communication passage 48 is connected to a portion of the circulation passage 41 that extends from the discharge portion of the pump 42 to the engine cooling passage 43a. The five-way valve 65 can be switched to a second connection mode in which a portion from the discharge side of the first pump 11 to the five-way valve 65 in the first cooling circuit C1 and the radiator bypass passage 45 are connected. When the five-way valve 65 is switched to the second connection mode, the cooling water discharged from the first pump 11 flows in the order of the radiator bypass flow path 45, the engine cooling flow path 43a, and the first communication path 48, and thereby the first cooling circuit. It flows into C1 and is sucked into the first pump 11.

According to this, when the five-way valve 65 switches to the second connection mode, the engine 43 can be warmed up using the cooling water heated by using the cooling target device 34 as a heat source in the first cooling circuit C1.

In the present embodiment, the first radiator 15 is disposed in the first cooling circuit C1. The first communication passage 48 is connected to a portion of the circulation flow path 41 that extends from the discharge portion of the pump 42 to the radiator 44. The five-way valve 65 includes five parts from the discharge side of the first pump 11 to the five-way valve 65 in the first cooling circuit C1 and from the radiator 44 to the suction part side of the pump 42 in the circulation passage 41. It is possible to switch to the third connection mode in which the part reaching the valve 65 is connected. When the five-way valve 65 is switched to the third connection mode, the cooling water discharged from the first pump 11 flows in the order of the radiator 44 and the first communication path 48 and flows into the first cooling circuit C1 and flows into the first cooling circuit C1. Inhaled.

According to this, when the five-way valve 65 is switched to the third connection mode, the first radiator 15 of the first cooling circuit C1 and the radiator 44 of the cooling circuit 40 are used in series to cool the cooling water of the first cooling circuit C1. Can be cooled. Therefore, it is possible to improve the heat dissipation amount and the heat absorption amount in the first radiator 15 and the radiator 44.

In the present embodiment, the five-way valve 65 includes a non-bypass mode in which the radiator bypass passage 45 and the circulation passage 41 are not connected, and a portion of the circulation passage 41 that extends from the five-way valve 65 to the suction portion of the pump 42. Switching to a bypass mode in which the radiator bypass flow path 45 is connected is possible.

Thereby, it is possible to switch between the case where the cooling water flowing out from the engine 43 flows through the radiator 44 and the case where the cooling water flowing out from the engine 43 flows through the radiator bypass passage 45. That is, the five-way valve 65 can have a thermostat function.

In the present embodiment, the first radiator 15 is disposed in the first cooling circuit C1, and the radiator 44 is disposed on the downstream side in the flow direction of the outside air with respect to the first radiator 15. When the control device 50 (the switching control unit 50a) determines that the temperature difference obtained by subtracting the temperature of the outside air before flowing into the first radiator 15 from the temperature of the outside air flowing out of the first radiator 15 is below a predetermined value. Switch to bypass mode. On the other hand, when the control device 50 determines that the temperature difference obtained by subtracting the temperature of the outside air before flowing into the first radiator 15 from the temperature of the outside air flowing out of the first radiator 15 exceeds a predetermined value, the non-bypass mode The operation of the five-way valve 65 is controlled so as to switch to.

Thereby, when there is much heat dissipation in the 1st radiator 15, the waste heat of the 1st radiator 15 can be transmitted to the radiator 44 via air. Therefore, the engine 43 can be warmed up using the waste heat of the first radiator 15.

In the present embodiment, when the control device 50 (the air flow control unit 50b) determines that the four-way valve 65 is switched to the second connection mode and the temperature of the cooling water flowing through the radiator 44 is equal to or higher than the temperature of the outside air. The amount of outside air blown to the radiator 44 is limited.

Thereby, the amount of heat released to the outside air in the radiator 44 can be reduced, so that the engine 43 can be warmed up effectively.

The control device 50 (the air flow control unit 50b) determines that the four-way valve 65 is switched to the second connection mode and the temperature related to the temperature of the cooling water flowing through the radiator 44 is equal to or higher than the temperature of the outside air. In this case, the amount of outside air blown to the radiator 44 may be limited.
(Fourth embodiment)
In the first to third embodiments, one end of the first communication passage 48 is connected between the first pump 11 and the engine 43 in the cooling circuit 40. In the fourth embodiment, as shown in FIG. 18, one end of the first communication path 48 is connected in the middle of the flow path 70 branched from the engine 43.

The flow path 70 is an existing flow path, and supplies cooling water heated by the engine 43 to various devices such as an ATF warmer.

According to this embodiment, the first communication path 48 can be connected to the cooling circuit 40 using the flow path 70.

In the present embodiment, the reserve tank 13 a is connected to the first flow path 13 and the circulation flow path 41. A pressurizing valve 71 is disposed at a connection portion between the reserve tank 13 a and the circulation channel 41. The pressurizing valve 71 is closed when the internal pressure of the circulation flow path 41 is less than a set pressure greater than the atmospheric pressure, and is opened when the internal pressure of the circulation flow path 41 becomes equal to or higher than the set pressure. Therefore, when the internal pressure of the cooling circuit 40 becomes equal to or higher than the set pressure, the cooling water of the cooling circuit 40 is discharged to the reserve tank 13a.
(Fifth embodiment)
In the first embodiment, one end of the first communication path 48 is connected between the first pump 11 and the engine 43 in the cooling circuit 40. In the fifth embodiment, as shown in FIG. 19, one end of the first communication path 48 is connected to a portion of the cooling circuit 40 between the engine 43 and the radiator 44.

As shown by a two-dot chain line in FIG. 18, one end of the first communication path 48 may be connected in the middle of the radiator bypass flow path 45.

According to the present embodiment, although not shown, when switching to the first connection mode, the first pump 11 and the pump 42 can be connected in series to circulate the cooling water, and the first cooling circuit. The engine 43 can be warmed up by circulating the cooling water heated by C1 to the engine 43.

In other words, in the first connection mode, the four-way valve 47 is four-way from the discharge side of the first pump 11 to the four-way valve 47 in the first flow path 13 and from the suction side of the pump 42 in the radiator bypass flow path 45. The part reaching the valve 47 is connected.

Thereby, the cooling water discharged from the first pump 11 is sucked into the pump 42 via the four-way valve 47 and the thermostat 46. The cooling water discharged from the pump 42 flows through the engine 43 and the first communication path 48 and flows into the first flow path 13.

Accordingly, the cooling water can be circulated by connecting the first pump 11 and the pump 42 in series, and the cooling water heated by the first cooling circuit C1 is circulated to the engine 43 to warm up the engine 43. Can do.
(Sixth embodiment)
In the sixth embodiment, as shown in FIG. 20, the arrangement of the cooling heat exchanger 30, the heating heat exchanger 31, and the first radiator 15 is changed with respect to the first embodiment.

The cooling heat exchanger 30 is disposed in the first flow path 13. The heating heat exchanger 31 is disposed in the second flow path 14. The first radiator 15 is disposed in the fifth common flow path 25. The fifth common flow path 25 is connected to the fifth outlet 17 h of the first switching valve 17 and the fifth inlet 18 h of the second switching valve 18.

In the example shown in FIG. 20, the arrangement of the cooling heat exchanger 30, the heating heat exchanger 31, and the first radiator 15 is changed with respect to the first embodiment, but the second and third embodiments are changed. Also with respect to the form, the arrangement of the cooling heat exchanger 30, the heating heat exchanger 31, and the first radiator 15 may be changed as in the example shown in FIG.

In the present embodiment, when the first radiator 15 and the radiator 44 are used in series, it is necessary to connect the first flow path 13 and the fifth common flow path 25 by the first switching valve 21 and the second switching valve 22. There is.
(Seventh embodiment)
In the first to sixth embodiments, the connection state between the first flow path 13 and the cooling circuit 40 is switched by the four-way valve 47 or the five-

way valves

60 and 65. In the seventh embodiment, FIGS. As shown in FIG. 3, the connection state between the first flow path 13 and the cooling circuit 40 is switched by the three-way valve 75.

The three-way valve 75 is arranged in the middle of the circulation channel 41 of the cooling circuit 40. Specifically, the three-way valve 75 is disposed in a portion of the circulation channel 41 that is located on the suction side of the pump 42.

One end of the second communication passage 76 is connected to the three-way valve 75. The other end of the second communication path 76 is connected to a portion of the first flow path 13 that is located on the discharge side of the first pump 11.

In the first flow path 13, an opening / closing valve 77 is disposed between the connection portion of the second communication passage 76 and the connection portion of the first communication passage 48. The on-off valve 77 opens and closes a portion of the first flow path 13 between the connection portion of the second communication passage 76 and the connection portion of the first communication passage 48.

The three-way valve 75 is a switching unit that switches the connection state between the second communication path 76 and the circulation flow path 41 of the cooling circuit 40. The connection state modes switched by the three-way valve 75 include a non-connection mode shown in FIG. 21 and a connection mode shown in FIG.

21. In the non-connection mode shown in FIG. 21, the three-way valve 75 does not connect the second communication path 76 and the circulation flow path 41. That is, the second communication path 76 is closed and the circulation flow path 41 is communicated as it is. At this time, the on-off valve 77 opens the first flow path 13. Thereby, the cooling water circulates separately in the first cooling circuit C1 and the cooling circuit 40.

In the connection mode shown in FIG. 22, the three-way valve 75 connects the second communication path 76 and the second communication path 76 to the portion of the circulation channel 41 that extends from the suction side of the pump 42 to the three-way valve 75. At this time, the on-off valve 77 closes the first flow path 13.

Thereby, the cooling water discharged from the first pump 11 is sucked into the pump 42 via the second communication path 76 and the three-way valve 75, and the cooling water discharged from the pump 42 flows through the first communication path 48. Into the first flow path 13. Therefore, in the first cooling circuit C1, the first pump 11 and the pump 42 can be connected in series to circulate the cooling water. Therefore, the connection mode can be expressed as a pump serial mode.
(Eighth embodiment)
In the seventh embodiment, the three-way valve 75 is disposed in the middle of the circulation flow path 41 of the cooling circuit 40. However, in the eighth embodiment, as shown in FIGS. It is arranged in the middle of one flow path 13.

One end of the second communication path 76 is connected to the three-way valve 75, and the other end of the second communication path 76 is connected to a portion of the circulation channel 41 of the cooling circuit 40 that is located on the suction side of the pump 42.

The on-off valve 77 is disposed in a portion of the circulation channel 41 that is located on the downstream side of the coolant flow with respect to the connection portion of the first communication passage 48.

23, the three-way valve 75 does not connect the first flow path 13 and the second communication path 76 in the non-connection mode shown in FIG. That is, the second communication path 76 is closed and the first flow path 13 is communicated as it is. At this time, the on-off valve 77 opens the first flow path 13. Thereby, the cooling water circulates separately in the first cooling circuit C1 and the cooling circuit 40.

In the connection mode shown in FIG. 24, the three-way valve 75 connects the portion of the first flow path 13 from the discharge side of the first pump 11 to the three-way valve 75 and the second communication path 76. At this time, the on-off valve 77 closes the circulation channel 41.

Thus, the cooling water discharged from the first pump 11 is sucked into the pump 42 via the three-way valve 75 and the second communication path 76, and the cooling water discharged from the pump 42 flows through the first communication path 48. Into the first flow path 13. Therefore, in the first cooling circuit C1, the first pump 11 and the pump 42 can be connected in series to circulate the cooling water. Therefore, the connection mode can be expressed as a pump serial mode.
(Other embodiments)
The above embodiments can be combined as appropriate. The above embodiment can be variously modified as follows, for example.

(1) Various devices can be used as the temperature adjustment target device. For example, a heat exchanger that is built in a seat on which an occupant is seated and that cools and heats the seat with cooling water may be used as the temperature adjustment target device. In addition, the arrangement of the temperature adjustment target devices can be variously changed.

(2) In each of the embodiments described above, the heat exchange capacity for the temperature adjustment target device may be controlled by intermittently circulating cooling water through the temperature adjustment target device.

(3) In the above embodiment, the cooling heat exchanger 30 that cools the cooling water with the low-pressure refrigerant of the refrigeration cycle 35 is used as a cooling device that cools the cooling water, but a Peltier element may be used as the cooling device. Good.

(4) In each of the above embodiments, cooling water is used as the heat medium, but various media such as oil may be used as the heat medium.

(5) Nanofluid may be used as the cooling water (heat medium). A nanofluid is a fluid in which nanoparticles having a particle size of the order of nanometers are mixed. In addition to the effect of lowering the freezing point as in the case of cooling water using ethylene glycol (so-called antifreeze liquid), the following effects can be obtained by mixing the nanoparticles with the cooling water.

That is, the effect of improving the thermal conductivity in a specific temperature range, the effect of increasing the heat capacity of the cooling water, the effect of preventing the corrosion of the metal pipe and the deterioration of the rubber pipe, and the cooling water at a cryogenic temperature The effect which improves the fluidity | liquidity of can be acquired.

Such an effect varies depending on the particle configuration, particle shape, blending ratio, and additional substance of the nanoparticles.

According to this, since the thermal conductivity can be improved, it is possible to obtain the same cooling efficiency even with a small amount of cooling water as compared with the cooling water using ethylene glycol.

Also, since the heat capacity of the cooling water can be increased, the amount of cold storage heat of the cooling water itself (cold storage heat by sensible heat) can be increased.

In order to obtain sufficient thermal conductivity, the aspect ratio of the nanoparticles is preferably 50 or more. The aspect ratio is a shape index that represents the ratio of the vertical and horizontal dimensions of the nanoparticles.

Nanoparticles containing any of Au, Ag, Cu and C can be used. Specifically, Au nanoparticle, Ag nanowire, CNT (carbon nanotube), graphene, graphite core-shell nanoparticle (a structure such as a carbon nanotube surrounding the above atom is included as a constituent atom of the nanoparticle. Particles), Au nanoparticle-containing CNTs, and the like can be used.

(6) In the refrigeration cycle 35 of each of the above embodiments, a chlorofluorocarbon refrigerant is used as the refrigerant. However, the type of the refrigerant is not limited to this, and natural refrigerant such as carbon dioxide, hydrocarbon refrigerant, or the like is used. It may be used.

Further, the refrigeration cycle 35 of each of the above embodiments constitutes a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant, but the supercritical refrigeration cycle in which the high-pressure side refrigerant pressure exceeds the critical pressure of the refrigerant. May be configured.

(7) In each of the embodiments described above, an example in which the vehicle thermal management system 10 is applied to a hybrid vehicle has been described. However, an electric vehicle or a fuel cell that does not include an engine and obtains driving force for vehicle traveling from a traveling motor is provided. The vehicle thermal management system 10 may be applied to a fuel cell vehicle or the like used as a travel energy generating unit.

(8) The

common flow paths

21, 22, 23, 24, and 25 in each of the above embodiments may be provided with a heat storage device that stores cold or warm heat.

Claims

An engine cooling circuit (40) in which a heat medium for cooling the engine (43) circulates;
An engine pump (42) disposed in the engine cooling circuit (40) for sucking and discharging the heat medium;
An engine radiator (44) disposed in the engine cooling circuit (40) and dissipating heat of the heat medium to outside air;
A first cooling circuit (C1) in which a heat medium for cooling the cooling target device (34) circulates;
A first pump (11) disposed in the first cooling circuit (C1) and sucking and discharging the heat medium;
A switching unit (47, 60, 65) for switching a connection state between the first cooling circuit (C1) and the engine cooling circuit (40);
A first communication portion (48) for communicating the engine cooling circuit (40) and the first cooling circuit (C1);
In the engine cooling circuit (40), the heat medium circulates through the engine pump (42), an engine cooling flow path (43a) formed in the engine (43), and the engine radiator (44). A circulation flow path (41) that flows through and a radiator bypass flow path (45) connected to the circulation flow path (41) so that the heat medium circulates bypassing the engine radiator (44). And
The said switching part (47, 60, 65) is a thermal management system for vehicles which switches the connection state of the said 1st cooling circuit (C1) and the said radiator bypass flow path (45).
The switching unit (47, 60) is arranged in the middle of the radiator bypass channel (45) and in the middle of the first cooling circuit (C1),
The switching unit (47, 60) includes a non-connection mode in which the first cooling circuit (C1) and the radiator bypass channel (45) are not connected, and the first pump of the first cooling circuit (C1). (11) From the discharge side to the switching part (47, 60) and the radiator bypass flow path (45), from the suction side of the engine pump (42) to the switching part (47, 60). It is possible to switch to the first connection mode in which the part is connected,
The vehicle thermal management system according to claim 1, wherein the first communication portion (48) is connected to the circulation flow path (41).
The engine cooling flow path (43a) is disposed in a portion of the circulation flow path (41) extending from a discharge portion of the engine pump (42) to the engine radiator (44),
The radiator bypass channel (45) is configured so that the heat medium flowing out from the engine cooling channel (43a) bypasses the engine radiator (44) and is sucked into the engine pump (42). Connected to the circulation channel (41),
The first communication means (48) is a portion of the circulation flow path (41) from the discharge part of the engine pump (42) to the engine cooling flow path (43a), or the engine cooling flow path (43a). ) Is connected in the middle of the flow path (70) branched from the first cooling circuit (C1) from the discharge side of the first pump (11). The switch part (47, 60, 65) is connected to the switching part (47, 60, 65) from the heat medium outlet side of the engine cooling flow path (43a) in the radiator bypass flow path (45). It is possible to switch to the second connection mode in which the parts to reach
When the switching unit (47, 60, 65) switches to the second connection mode, the heat medium discharged from the first pump (11) is transferred to the radiator bypass channel (45), the engine cooling channel. The vehicle thermal management system according to claim 2, wherein the vehicle flows in the order of (43 a) and the first communication part (48), flows into the first cooling circuit (C 1), and is sucked into the first pump (11). .
A first radiator (15) disposed in the first cooling circuit (C1) and radiating heat of the heat medium to the outside air;
A second communication portion (61) for communicating a portion from the engine radiator (44) to the suction portion of the engine pump (42) in the circulation passage (41) and the switching portion (60); With
The first communication part (48) is connected to a part of the circulation channel (41) from the discharge part of the engine pump (42) to the engine radiator (44),
The switching unit (60) includes a portion from the discharge side of the first pump (11) to the switching unit (60) in the first cooling circuit (C1) and the second communication unit (61). It is possible to switch to the connected third connection mode,
When the switching unit (60) switches to the third connection mode, the heat medium discharged from the first pump (11) is transferred to the second communication unit (61), the engine radiator (44), The thermal management system for vehicles according to claim 2 or 3 which flows in order of the 1st communicating part (48), flows into said 1st cooling circuit (C1), and is sucked into said 1st pump (11).
The radiator bypass passage (45) is disposed at a connection portion between the end of the engine pump (42) on the suction portion side and the circulation passage (41), and the temperature of the heat medium exceeds a predetermined temperature. When the heat medium flowing out from the engine cooling flow path (43a) flows through the engine radiator (44) and the temperature of the heat medium is lower than the predetermined temperature, the engine cooling flow path ( A thermostat (46) for switching the heat medium flow path so that the heat medium flowing out from 43a) flows through the radiator bypass flow path (45);
Detectors (55, 56) for detecting a temperature related to the temperature of the heat medium;
When it is determined that the temperature detected by the detector (55, 56) in the first connection mode exceeds the predetermined temperature, the operation of the switching unit (47, 60) is controlled so as to switch to the non-connection mode. The vehicle thermal management system according to any one of claims 2 to 4, further comprising a switching control unit (50a).
The switching unit (65) is disposed in the middle of the circulation channel (41) and in the middle of the first cooling circuit (C1),
The switching unit (65) includes a non-connection mode in which the first cooling circuit (C1) and the radiator bypass flow path (45) are not connected, and the first pump (11 in the first cooling circuit (C1)). ) From the discharge side to the switching portion (65) and the portion of the circulation flow path (41) from the suction side of the engine pump (42) to the switching portion (65) is connected. It is possible to switch to 1 connection mode,
The vehicle thermal management system according to claim 1, wherein the first communication portion (48) is connected to the circulation flow path (41).
The engine cooling flow path (43a) is disposed in a portion of the circulation flow path (41) extending from a discharge portion of the engine pump (42) to the engine radiator (44),
The switching section (65) is a connection section (J2) between the end of the radiator bypass flow path (45) near the suction section of the engine pump (42) and the circulation flow path (41). Are located in
The end of the radiator bypass flow path (45) on the side close to the discharge part of the engine pump (42) is connected to the pump (42) from the engine cooling flow path (43a) of the circulation flow path (41). ) Toward the suction portion side of the engine radiator (44),
The first communication means (48) is a portion of the circulation flow path (41) from the discharge part of the engine pump (42) to the engine cooling flow path (43a), or the engine cooling flow path (43a). ) Connected in the middle of the flow path (70) branched from
The switching unit (65) connects a portion of the first cooling circuit (C1) from the discharge side of the first pump (11) to the switching unit (65) and the radiator bypass channel (45). Can be switched to the second connection mode,
When the switching unit (65) switches to the second connection mode, the heat medium discharged from the first pump (11) becomes the radiator bypass channel (45), the engine cooling channel (43a), The vehicle thermal management system according to claim 6, wherein the vehicle thermal management system flows in the order of the first communication portion (48), flows into the first cooling circuit (C 1), and is sucked into the first pump (11).
A first radiator (15) disposed in the first cooling circuit (C1) for exchanging heat between the heat medium and outside air;
The first communication part (48) is connected to a part of the circulation channel (41) from the discharge part of the engine pump (42) to the engine radiator (44),
The switching unit (65) includes a portion from the discharge side of the first pump (11) to the switching unit (65) in the first cooling circuit (C1) and the circulation channel (41). It is possible to switch to a third connection mode in which a part from the engine radiator (44) to the switching part (65) toward the suction part side of the engine pump (42) is connected,
When the switching unit (65) switches to the third connection mode, the heat medium discharged from the first pump (11) is transferred in the order of the radiator for the engine (44) and the first communication unit (48). The thermal management system for vehicles according to claim 6 or 7 which flows, flows into said 1st cooling circuit (C1), and is sucked into said 1st pump (11).
The switching unit (65) includes a non-bypass mode in which the radiator bypass flow path (45) and the circulation flow path (41) are not connected, and the engine pump (42) in the circulation flow path (41). The vehicle according to any one of claims 6 to 8, wherein the vehicle can be switched to a bypass mode in which a portion from the suction side to the switching portion (65) and the radiator bypass flow path (45) are connected. Heat management system.
A first radiator (15) disposed in the first cooling circuit (C1) for exchanging heat between the heat medium and outside air;
A switching control unit (50a) for controlling the operation of the switching unit (65),
The engine radiator (44) is disposed on the downstream side in the flow direction of the outside air with respect to the first radiator (15),
The switching control unit (50a) is configured such that a temperature difference obtained by subtracting a temperature of the outside air before flowing into the first radiator (15) from a temperature of the outside air flowing out of the first radiator (15) is less than a predetermined value. Switch to the bypass mode,
The switch control unit (50a) according to claim 9, wherein when it is determined that the temperature difference exceeds the predetermined value, the switch control unit (65) controls the operation of the switch unit (65) to switch to the non-bypass mode. Vehicle thermal management system.
When it is determined that the temperature of the heat medium in the first cooling circuit (C1) is lower than a predetermined temperature, the operation of the switching unit (47, 60, 65) is controlled so as to implement the first connection mode. The vehicle thermal management system according to any one of claims 6 to 10, further comprising a switching control unit (50a) for performing the switching.
A first radiator (15) disposed in the first cooling circuit (C1) and radiating heat of the heat medium to the outside air;
A heat medium cooler (30) disposed in the first cooling circuit (C1) and configured to exchange heat between the heat medium and a low-pressure side refrigerant of a refrigeration cycle to cool the heat medium;
When the first radiator (15) is in a heat pump operation in which the heat medium absorbs heat from the outside air, and the temperature of the heat medium in the first cooling circuit (C1) is determined to be equal to or lower than a predetermined temperature, The switch control part (50a) which controls the action | operation of the said switch part (47, 60, 65) so that 1st connection mode may be implemented, and any one of Claim 2, 3, 6 and 7 is provided. Vehicle thermal management system.
When the switching unit (47, 60, 65) is switched to the second connection mode and the temperature of the heat medium flowing through the engine radiator (44) is equal to or higher than the temperature of the outside air, the engine radiator The vehicle thermal management system according to any one of claims 1 to 12, further comprising an air volume control unit (50b) that restricts an air volume of the outside air to (44).
A second pump (12) for sucking and discharging the heat medium;
A heat medium cooler (30) for exchanging heat between the heat medium and the low-pressure side refrigerant of the refrigeration cycle to cool the heat medium;
A heat medium heater (31) for heating the heat medium by exchanging heat between the heat medium and the high-pressure side refrigerant of the refrigeration cycle;
The heat medium discharge side of the first pump (11) and the heat medium discharge side of the second pump (12) are connected in parallel to each other, and the heat medium inlet side of the device to be cooled (34), the heat medium cooler The heat medium inlet side of (30) and the heat medium inlet side of the heat medium heater (31) are connected, and the heat medium discharged from the first pump (11) flows into the device to be cooled (34). A first switching valve (17) for switching between the case and the case where the heat medium discharged from the second pump (12) flows into the cooling target device (34);
The heat medium suction side of the first pump (11) and the heat medium suction side of the second pump (12) are connected in parallel to each other, and the heat medium outlet side of the object to be cooled (34), the heat medium cooler ( The heat medium outlet side of 30) and the heat medium outlet side of the heat medium heater (31) are connected, and the heat medium flowing out from the cooling target device (34) is sucked into the first pump (11). A second switching valve (18) for switching between a case and a case where the heat medium flowing out from the device to be cooled (34) is sucked into the second pump (12). Thermal management system for vehicles as described in one.