WO2017038594A1 - Vehicular heat management system - Google Patents

Abstract

A vehicular heat management system is provided with a heat transfer medium circuit (11), a heat source unit (23), and a device (24). A heat transfer medium for cooling an engine (21) circulates through the heat transfer medium circuit. The heat source unit heats the heat transfer medium. When the heat transfer medium flowing into the device is at a temperature equal to or greater than a prescribed temperature (To), the device can exhibit a function and can heat the heat transfer medium. When the engine is warming up, the heat generated by the heat source unit is supplied preferentially to the device rather than the engine. Accordingly, because the heat generated by the heat source unit is supplied preferentially to the device rather than the engine when the engine is warming up, the engine can be warmed up quickly.

Description

Vehicle thermal management device Cross-reference of related applications

This application includes Japanese Patent Application No. 2015-174348 filed on September 4, 2015 and Japanese Patent Application No. 2016- filed on July 26, 2016, the disclosure of which is incorporated herein by reference. 146364.

The present disclosure relates to a heat management device used for a vehicle.

Conventionally, Patent Document 1 describes a vehicle cooling system that uses a high-pressure refrigerant in a refrigeration cycle as a heat source for warming up an engine.

This prior art includes a first cooling water circuit, a second cooling water circuit, a water / refrigerant heat exchanger, and a switching valve. Engine coolant flows through the first coolant circuit. Cooling water having a temperature lower than that of the cooling water flowing through the first cooling water circuit flows through the second cooling water circuit. The water / refrigerant heat exchanger exchanges heat between the high-pressure refrigerant of the refrigeration cycle and the cooling water. The switching valve switches the flow path of the cooling water so that either the cooling water of the first cooling water circuit or the low-temperature cooling water of the second cooling water circuit flows into the water / refrigerant heat exchanger.

When the engine is warming up, the switching valve switches the flow path of the cooling water so that the cooling water of the first cooling water circuit flows into the water / refrigerant heat exchanger. As a result, the engine can be warmed up using the high-pressure refrigerant of the refrigeration cycle as a heat source.

In this prior art, an EGR cooler is provided in the second cooling water circuit. The EGR cooler cools the exhaust gas recirculation gas by exchanging heat between the exhaust gas recirculation gas and the low-temperature cooling water in the second cooling water circuit.

JP 2010-064527 A

In the EGR cooler, the cooling water is heated by the exhaust gas recirculation gas. Therefore, the cooling water heated by the EGR cooler can be used for heating or the like. That is, the heat of the exhaust gas recirculation gas can be used for heating or the like.

However, if the temperature of the cooling water flowing into the EGR cooler is too low, the condensed water is generated when the exhaust gas recirculation gas is cooled by the EGR cooler, so that corrosion may easily occur. Therefore, the cooling water may not be allowed to flow into the EGR cooler until the temperature of the cooling water in the second cooling water circuit rises to some extent.

Therefore, until the temperature of the cooling water in the second cooling water circuit rises to some extent, not only the heat of the exhaust recirculation gas may not be used for heating, but also the fuel efficiency is improved by recirculating the exhaust gas to the engine. It may not be possible to obtain an effect.

That is, the EGR cooler becomes a heat source that can function and heat the heat medium when the flowing heat medium reaches a predetermined temperature or higher. For such devices, it is desirable to allow a heat medium of a predetermined temperature or more to flow in early, but when the engine is warmed up, the heat capacity of the engine cooling system is large, so the temperature of the heat medium is determined as early as possible. It may be difficult to raise above the temperature.

This disclosure aims to warm up the engine early in view of the above points.

A vehicle thermal management apparatus according to an aspect of the present disclosure exhibits a function when a heat medium circuit in which a heat medium that cools an engine circulates, a heat source unit that heats the heat medium, and an inflow heat medium is equal to or higher than a predetermined temperature. And a device capable of heating the heat medium. When the engine is warmed up, the heat generated in the heat source is preferentially supplied to the equipment over the engine.

According to this, when the engine is warmed up, the heat generated in the heat source unit is preferentially supplied to the equipment rather than the engine, so that the heat generated in the heat source unit can be prevented from being spent on warming up the engine. .

Therefore, since the heat medium flowing into the device can be brought to a predetermined temperature or higher at an early stage, the function of the device can be exhibited early and the heat medium can be heated early using the device as a heat source. As a result, the engine can be warmed up early.

It is a figure showing the thermal management device for vehicles in a 1st embodiment of this indication. It is sectional drawing which shows the indoor air conditioning unit in 1st Embodiment. It is a block diagram which shows the electric control part of the thermal management apparatus for vehicles in 1st Embodiment. It is a flowchart which shows the control processing which the control apparatus of the thermal management apparatus for vehicles in 1st Embodiment performs. It is a figure which shows the operation mode of the thermal management apparatus for vehicles in 1st Embodiment. It is a figure which shows the other operation mode of the thermal management apparatus for vehicles in 1st Embodiment. It is a time chart which shows an example of the operation result of the thermal management apparatus for vehicles in a 1st embodiment. It is a figure which shows the operation mode of the thermal management apparatus for vehicles in 2nd Embodiment of this indication. It is a time chart which shows an example of the operation result of the thermal management apparatus for vehicles in a 2nd embodiment.

Hereinafter, a plurality of modes for carrying out the present disclosure will be described with reference to the drawings. In each embodiment, parts corresponding to the matters described in the preceding embodiment may be denoted by the same reference numerals, and redundant description may be omitted. When only a part of the configuration is described in each mode, the other modes described above can be applied to the other parts of the configuration. Not only combinations of parts that clearly show that combinations are possible in each embodiment, but also combinations of the embodiments even if they are not explicitly stated unless there is a problem with the combination. Is also possible.

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 in the drawings.

(First embodiment)
The vehicle thermal management apparatus 10 shown in FIG. 1 is used to adjust various devices and vehicle interiors included in a vehicle to an appropriate temperature.

In the present embodiment, the vehicle thermal management device 10 is applied to a hybrid vehicle that obtains driving force for vehicle traveling from an engine and an electric motor for traveling.

The hybrid vehicle of the present embodiment is configured as a plug-in hybrid vehicle that can charge power supplied from an external power source to a battery mounted on the vehicle when the vehicle is stopped. 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. 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 constitutes the vehicle thermal management apparatus 10 as well as the electric motor for traveling. It is supplied to various in-vehicle devices such as electric components.

The vehicle thermal management device 10 includes a cooling water circuit 11 and a refrigeration cycle 12. Cooling water circulates in the cooling water circuit 11. The refrigeration cycle 12 is a vapor compression refrigerator.

Cooling water is a fluid as a heat medium. For example, the cooling water is a liquid containing at least ethylene glycol, dimethylpolysiloxane or nanofluid, or an antifreeze liquid. The cooling water circuit 11 is a heat medium circuit in which the heat medium circulates.

The coolant circuit 11 includes an engine pump 20, an engine 21, a condenser pump 22, a condenser 23, an EGR cooler 24, a heater core 25, a first switching valve 26, a second switching valve 27, a third switching valve 28, and a fourth switching valve 29. have.

The engine pump 20 is an electric pump that sucks and discharges cooling water. The engine pump 20 may be a belt-driven pump that is driven by transmitting the driving force of the engine 21 through a belt. The engine pump 20 and the engine 21 are arranged in series with the engine flow path (engine side flow path) 30.

The condenser pump 22 is an electric pump that sucks and discharges cooling water. The condenser 23 is a high-pressure side heat exchanger that heats the cooling water by exchanging heat between the high-pressure side refrigerant of the refrigeration cycle 12 and the cooling water. The condenser 23 is a heat source unit that heats the cooling water. The capacitor pump 22 and the capacitor 23 are arranged in series with the capacitor channel 31.

The vehicle thermal management device 10 may include an electric heater instead of the capacitor 23. The electric heater is a heat source unit that heats the cooling water.

The EGR cooler 24 is a heat exchanger that cools the exhaust gas by exchanging heat between the exhaust gas returned to the intake side of the engine 21 and the cooling water.

When cooling water having a temperature lower than the operating temperature To is introduced into the EGR cooler 24, condensed water is generated when the exhaust gas is cooled by the EGR cooler 24. Therefore, it is necessary to prevent the cooling water having an operating temperature To lower than the EGR cooler 24 from being introduced. The operating temperature To is the cooling water temperature at which the EGR cooler 24 can operate. For example, the operating temperature To is 60 ° C.

When cooling water having an operating temperature To or higher is introduced into the EGR cooler 24, the cooling water is heated by the heat of the exhaust gas. That is, the EGR cooler 24 is a device that can function when the inflowing cooling water is equal to or higher than the predetermined temperature To and can heat the cooling water.

The heater core 25 is an air heating heat exchanger that heats air by exchanging heat between cooling water and air blown into the passenger compartment. The heater core 25 is a heat exchanger used for heating the passenger compartment.

The EGR cooler 24 and the heater core 25 are arranged in parallel with each other in the flow of the cooling water.

The EGR cooler 24 is connected to the engine flow path 30 and the capacitor flow path 31 via the first switching valve 26 and the second switching valve 27.

The heater core 25 is connected to the engine flow path 30 and the capacitor flow path 31 via the third switching valve 28 and the fourth switching valve 29.

The first switching valve 26, the second switching valve 27, the third switching valve 28, and the fourth switching valve 29 are switching units that switch the flow of the cooling water.

The engine flow path 30 is connected to an engine bypass path 32. The engine-side bypass flow path 32 is a flow path for circulating the coolant of the engine flow path 30 by bypassing the EGR cooler 24 and the heater core 25.

A capacitor-side bypass channel 33 is connected to the capacitor channel 31. The capacitor side bypass flow path 33 is a flow path that circulates the cooling water of the capacitor flow path 31 by bypassing the EGR cooler 24 and the heater core 25.

The vehicle thermal management device 10 includes a radiator (not shown) and a thermostat (not shown). The radiator is a heat exchanger that exchanges heat between cooling water and outside air. The thermostat is a cooling water temperature responsive valve. The cooling water temperature responsive valve is a valve provided with a mechanical mechanism that opens and closes a cooling water flow path by displacing a valve body with a thermo wax that changes in volume depending on temperature.

When the temperature of the cooling water is lower than the operating temperature To, the thermostat closes the cooling water flow path on the radiator side to block the cooling water flow to the radiator, and the temperature of the cooling water exceeds the operating temperature To Then, the cooling water flow path on the radiator side is opened, and the cooling water is circulated to the radiator.

Thus, when the temperature of the cooling water is lower than the operating temperature To, the heat release from the cooling water to the outside air is suppressed and the temperature rise of the cooling water is promoted. When the temperature of the cooling water is higher than the operating temperature To, heat is radiated from the cooling water to the outside air to suppress an excessive increase in the temperature of the cooling water.

The refrigeration cycle 12 includes a compressor 41, a condenser 23, an expansion valve 42, and an evaporator 43. The refrigerant of the refrigeration cycle 12 is a fluorocarbon refrigerant. The refrigeration cycle 12 is a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant.

The compressor 41 is an electric compressor driven by electric power supplied from a battery, and sucks, compresses and discharges the refrigerant of the refrigeration cycle 12. The compressor 41 may be a variable capacity compressor driven by an engine belt by the driving force of the engine.

The condenser 23 is a heat exchanger that condenses the high-pressure side refrigerant by exchanging heat between the high-pressure side refrigerant discharged from the compressor 41 and the cooling water.

The expansion valve 42 is a decompression unit that decompresses and expands the liquid-phase refrigerant that has flowed out of the condenser 23. The expansion valve 42 is a temperature type expansion valve having a temperature sensing unit that detects the degree of superheat of the evaporator 43 outlet-side refrigerant based on the temperature and pressure of the evaporator 43 outlet-side refrigerant. That is, the expansion valve 42 is a temperature type expansion valve that adjusts the throttle passage area by a mechanical mechanism so that the degree of superheat of the refrigerant on the outlet side of the evaporator 43 falls within a predetermined range. The expansion valve 42 may be an electric expansion valve that adjusts the throttle passage area by an electric mechanism.

The evaporator 43 is a low-pressure side heat exchanger that evaporates the low-pressure refrigerant by exchanging heat between the low-pressure refrigerant decompressed and expanded by the expansion valve 42 and the air blown into the vehicle interior. The gas-phase refrigerant evaporated in the evaporator 43 is sucked into the compressor 41 and compressed.

The vehicle thermal management device 10 may include a chiller instead of the evaporator 43. The chiller is a low-pressure side heat exchanger that cools the cooling water by exchanging heat between the low-pressure refrigerant decompressed and expanded by the expansion valve 42 and the cooling water.

As shown in FIG. 2, the evaporator 43 and the heater core 25 are accommodated in the casing 51 of the indoor air conditioning unit 50 of the vehicle air conditioner. An air passage through which air flows is formed inside the casing 51.

In the casing 51, an air / air switching box (not shown) and an indoor fan 61 shown in FIG. The inside / outside air switching box is an inside / outside air switching unit that switches between outside air and inside air. Outside air is outside the passenger compartment. The inside air is the air in the passenger compartment.

The indoor blower 61 is a blower that sucks air and blows air. In the casing 51, the evaporator 43 and the heater core 25 are arranged on the downstream side of the air flow of the indoor blower 61. The heater core 25 is disposed on the downstream side of the air flow from the evaporator 43. The indoor blower 61 is an air flow rate adjusting unit that adjusts the flow rate of air in the heater core 25.

In the casing 51, a cold air bypass passage 52 is formed on the downstream side of the air flow of the evaporator 43. The cold air bypass passage 52 is a passage through which the cold air after passing through the evaporator 43 flows around the heater core 25.

Between the evaporator 43 and the heater core 25, an air mix door 53 that constitutes a temperature adjusting unit is disposed. The air mix door 53 adjusts the flow rate ratio between the cool air flowing into the heater core 25 and the cool air passing through the cool air bypass passage 52 by adjusting the opening degree of the cool air bypass passage 52 and the air passage on the heater core 25 side. It is an adjustment unit.

The air mix door 53 is a rotary door having a rotary shaft that is rotatably supported with respect to the casing 51, and a door substrate portion coupled to the rotary shaft.

In the casing 51, the hot air that has passed through the heater core 25 and the cold air that has passed through the cold air bypass passage 52 are mixed, and the temperature of the conditioned air blown into the vehicle interior space is adjusted. Therefore, the temperature of the conditioned air can be adjusted to a desired temperature by adjusting the opening position of the air mix door 53.

A defroster opening 54, a face opening 55, a foot opening 56A, and a rear foot opening 56B are formed in the most downstream portion of the casing 51 in the air flow.

The defroster opening 54 is connected to a defroster outlet (not shown) disposed in the vehicle interior space via a defroster duct (not shown). The defroster outlet is disposed in the vehicle interior space. Air-conditioned air is blown out from the defroster outlet toward the inner surface of the vehicle window glass.

The face opening 55 is connected to a face outlet (not shown) via a face duct (not shown). The face outlet is located in the vehicle interior space. Air-conditioned air is blown out from the face outlet toward the upper body of the passenger.

The foot opening 56A is connected to a foot duct (not shown). The foot duct extends downward. Air-conditioned air is blown out from the foot outlet at the tip of the foot duct toward the feet of the front seat occupant.

The rear foot opening 56B is connected to a rear foot duct (not shown). The rear foot duct extends rearward of the vehicle. Air-conditioned air is blown out from the rear foot outlet at the tip of the rear foot duct toward the feet of the rear seat occupant.

The defroster opening 54 is opened and closed by a defroster door 57. The face opening 55, the foot opening 56 </ b> A, and the rear foot opening 56 </ b> B are opened and closed by a face / foot door 58.

The face / foot door 58 opens and closes the foot opening 56A and the rear foot opening 56B by opening and closing the foot passage entrance 59. The foot passage inlet 59 is an air passage inlet from the vicinity of the face opening 55 to the foot opening 56A and the rear foot opening 56B.

The defroster door 57 and the face / foot door 58 are rotary doors having a rotary shaft that is rotatably supported with respect to the casing 51, and a door substrate portion coupled to the rotary shaft.

Next, the electric control unit of the vehicle thermal management apparatus 10 will be described with reference to FIG. The control device 60 is composed of a well-known microcomputer including a CPU, a ROM, a RAM and the like and peripheral circuits thereof. The control device 60 performs various calculations and processes based on the control program stored in the ROM. Various devices to be controlled are connected to the output side of the control device 60. The control device 60 is a control unit that controls the operation of various devices to be controlled.

The control target devices controlled by the control device 60 are the engine pump 20, the condenser pump 22, the first switching valve 26, the second switching valve 27, the third switching valve 28, the fourth switching valve 29, the compressor 41, and the indoor air conditioning. These are the air mix door 53 of the unit 50, the indoor blower 61, and the like.

On the input side of the control device 60, detection signals of sensor groups such as an inside air temperature sensor 62, an outside air temperature sensor 63, a solar radiation sensor 64, an engine water temperature sensor 65, a condenser water temperature sensor 66, a refrigerant pressure sensor 67, an evaporator temperature sensor 68, and the like. Is entered.

The inside air temperature sensor 62 is an inside air temperature detector that detects the temperature of the inside air. The outside temperature sensor 63 is an outside temperature detector that detects the temperature of the outside air. The solar radiation sensor 64 is a solar radiation amount detector that detects the amount of solar radiation in the passenger compartment.

The engine water temperature sensor 65 is a cooling water temperature detection unit that detects the temperature of the cooling water flowing through the engine flow path 30. The condenser water temperature sensor 66 is a cooling water temperature detector that detects the temperature of the cooling water flowing through the condenser flow path 31.

The refrigerant pressure sensor 67 is a refrigerant pressure detector that detects the pressure of the refrigerant. The evaporator temperature sensor 68 is a heat exchanger temperature detector that detects the temperature of the evaporator 43. For example, the evaporator temperature sensor 68 is a fin thermistor that detects the temperature of the heat exchange fins of the evaporator 43. The evaporator temperature sensor 68 may be a refrigerant temperature sensor that detects the temperature of the refrigerant flowing through the evaporator 43.

Operation signals from various air conditioning operation switches provided on the operation panel 69 are input to the input side of the control device 60. For example, the operation panel 69 is disposed near the instrument panel in the front part of the vehicle interior.

The various air conditioning operation switches provided on the operation panel 69 are a vehicle interior temperature setting switch 69a, an auto switch, an air conditioner switch, an air volume setting switch, an air conditioning stop switch, and the like.

Each switch may be a push switch in which electrical contacts are made conductive by being mechanically pressed, or may be a touch screen system that reacts by touching a predetermined area on the electrostatic panel.

The vehicle interior temperature setting switch 69a is a target temperature setting unit that sets the vehicle interior target temperature Tset by the operation of the passenger. The auto switch is a switch for setting or canceling automatic control of air conditioning. The air conditioner switch is a switch for switching between operation and stop of cooling or dehumidification. The air volume setting switch is a switch for setting the air volume blown from the indoor blower. The air conditioning stop switch is a switch that stops air conditioning.

The control device 60 determines the air conditioning mode based on the outside air temperature and the target blowing temperature TAO of the vehicle cabin blowing air. The target blowing temperature TAO is a value that is determined in order to quickly bring the inside air temperature Tr close to the occupant's desired target temperature Tset, and is calculated by the following formula F1.

TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C F1
In this equation, Tset is the target temperature in the vehicle interior set by the vehicle interior temperature setting switch 69a, Tr is the internal air temperature detected by the internal air temperature sensor 62, and Tam is the external air detected by the external air temperature sensor 63. Temperature, and Ts is the amount of solar radiation detected by the solar radiation sensor 64. Kset, Kr, Kam, Ks are control gains, and C is a correction constant.

Next, the operation in the above configuration will be described. When the compressor 41 and the engine 21 are started, the control device 60 executes a control process shown in the flowchart of FIG.

First, in step S100, it is determined whether or not the cooling water temperature on the engine 21 side and the cooling water temperature on the condenser 23 side are both lower than the operating temperature To. The coolant temperature on the engine 21 side is the coolant temperature detected by the engine coolant temperature sensor 65. The cooling water temperature on the condenser 23 side is the temperature detected by the condenser water temperature sensor 66.

For example, the operating temperature To is 60 ° C. If cooling water having an operating temperature To lower than that is introduced into the EGR cooler 24, condensed water may be generated when the exhaust gas is cooled by the EGR cooler 24. Therefore, it is necessary to prevent the cooling water having an operating temperature To lower than the EGR cooler 24 from being introduced.

If it is determined in step S100 that both the coolant temperature on the engine 21 side and the coolant temperature on the condenser 23 side are lower than the operating temperature To, the process proceeds to step S110. For example, immediately after the compressor 41 and the engine 21 are started, the cooling water temperature on the engine 21 side and the cooling water temperature on the condenser 23 side are both lower than the operating temperature To.

In step S110, the operation of the first switching valve 26, the second switching valve 27, the third switching valve 28, and the fourth switching valve 29 is controlled so that the cooling water is not introduced into the EGR cooler 24 and the heater core 25. In step S110, compared to the case where the cooling water temperature on the condenser 23 side is equal to or higher than the operating temperature To, the flow rate of the cooling water introduced into the EGR cooler 24 and the heater core 25 among the cooling water on the condenser 23 side is reduced. In addition, the operations of the first switching valve 26, the second switching valve 27, the third switching valve 28, and the fourth switching valve 29 may be controlled.

Specifically, as shown in FIG. 5, the first switching valve 26, the second switching valve 27, and the third switching valve so that the EGR cooler 24 and the heater core 25 are cut off from the engine flow path 30 and the condenser flow path 31. 28 and the operation of the fourth switching valve 29 are controlled.

Thereby, the coolant on the engine 21 side circulates through the engine pump 20, the engine 21, and the engine-side bypass passage 32. The cooling water on the condenser 23 side circulates through the condenser pump 22, the condenser 23, and the condenser-side bypass passage 33.

On the other hand, if it is determined in step S100 that at least one of the coolant temperature on the engine 21 side and the coolant temperature on the condenser 23 side is not lower than the operating temperature To, the process proceeds to step S120.

In step S120, it is determined whether or not the coolant temperature on the engine 21 side is lower than the operating temperature To and the coolant temperature on the condenser 23 side is equal to or higher than the operating temperature To.

If it is determined in step S120 that the coolant temperature on the engine 21 side is lower than the operating temperature To and the coolant temperature on the condenser 23 side is equal to or higher than the operating temperature To, the process proceeds to step S130. For example, when a certain amount of time has elapsed since the compressor 41 and the engine 21 are started, the coolant temperature on the condenser 23 side becomes equal to or higher than the operating temperature To.

In step S130, the first switching valve 26, the second switching valve 27, the third switching valve 28, and the fourth switching valve 26 are introduced into the EGR cooler 24 and the heater core 25 so that the cooling water on the condenser 23 side and the cooling water on the engine 21 side are introduced. The operation of the switching valve 29 is controlled.

Specifically, as shown in FIG. 6, the first switching valve 26, the second switching valve 27, the third switching valve 28, and the fourth switching are made so that the EGR cooler 24 and the heater core 25 are connected to the condenser flow path 31. The operation of the valve 29 is controlled. Thereafter, the first switching valve 26, the second switching valve 27, the third switching valve 28, and the fourth switching valve 29 are connected so that the EGR cooler 24 and the heater core 25 are connected to both the condenser flow path 31 and the engine flow path 30. Control the operation.

On the other hand, if it is determined in step S120 that the cooling water temperature on the engine 21 side is not lower than the operating temperature To, the process proceeds to step S140, and the first cooling water is introduced into the EGR cooler 24 and the heater core 25 so that the cooling water on the engine 21 side is introduced. The operation of the switching valve 26, the second switching valve 27, the third switching valve 28, and the fourth switching valve 29 is controlled.

Specifically, the operations of the first switching valve 26, the second switching valve 27, the third switching valve 28 and the fourth switching valve 29 are controlled so that the EGR cooler 24 and the heater core 25 are connected to the engine flow path 30. .

An example of the operation result in this embodiment is shown in FIG. FIG. 7 shows changes in the coolant temperature and the engine temperature since the compressor 41 and the engine 21 are started.

As shown in FIG. 7, immediately after the compressor 41 and the engine 21 are started, the cooling water temperature on the engine 21 side and the cooling water temperature on the condenser 23 side are both outside air equivalent temperatures, which are lower than the operating temperature To. Therefore, the cooling water circuit shown in FIG. 5 is switched to prevent the cooling water from being introduced into the EGR cooler 24 and the heater core 25. The outside air equivalent temperature may be a temperature corresponding to the outside air temperature. The outside air equivalent temperature may be substantially the same as the outside air temperature.

Thereby, the cooling water on the engine 21 side gradually rises in temperature due to heat radiation from the engine 21, and the cooling water on the condenser 23 side gradually rises in temperature due to heat radiation from the capacitor 23. That is, as shown in FIG. 7, heat is supplied from the engine 21 to the cooling water on the engine 21 side, and heat is supplied from the condenser 23 to the cooling water on the condenser 23 side.

At this time, since the heat capacity of the engine 21 is large, the temperature rise of the cooling water on the condenser 23 side is faster than the temperature rise of the cooling water on the engine 21 side. Therefore, the cooling water on the condenser 23 side becomes equal to or higher than the operating temperature To before the cooling water on the engine 21 side.

When the cooling water on the condenser 23 side becomes equal to or higher than the operating temperature To, the cooling water circuit shown in FIG. 6 is switched to introduce the cooling water on the condenser 23 side into the EGR cooler 24 and the heater core 25.

Since the temperature of the cooling water introduced into the EGR cooler 24 is equal to or higher than the operating temperature To, it is possible to suppress the generation of condensed water when the exhaust gas is cooled by the EGR cooler 24.

When the cooling water is introduced into the EGR cooler 24, heat is supplied from the EGR cooler 24 to the cooling water. That is, the heat of the exhaust gas is supplied to the cooling water through the EGR cooler 24. Therefore, the amount of heat supplied to the cooling water on the condenser 23 side increases.

When cooling water is introduced into the heater core 25, the air blown into the passenger compartment is heated by the heater core 25. That is, the vehicle interior is heated. At this time, not only the heat supplied from the condenser 23 to the cooling water but also the heat supplied from the EGR cooler 24 to the cooling water is used by the heater core 25. Therefore, since the amount of heat supplied from the condenser 23 to the cooling water for heating can be reduced, the power consumption of the compressor 41 for heating can be reduced.

When the cooling water on the condenser 23 side is introduced into the EGR cooler 24 and the heater core 25, the flow rate of the cooling water introduced into the EGR cooler 24 so that the temperature of the cooling water introduced into the heater core 25 becomes a predetermined temperature. And the flow rate of the cooling water introduced into the heater core 25 may be adjusted.

Thereafter, the cooling water circuit is switched so that not only the cooling water on the condenser 23 side but also the cooling water on the engine 21 side is introduced into the EGR cooler 24 and the heater core 25.

As a result, as shown in FIG. 7, since heat is also supplied to the cooling water on the engine 21 side from the condenser 23 and the EGR cooler 24, the cooling water on the engine 21 side is heated earlier than the operating temperature To. Therefore, the temperature of the engine 21 reaches the operating temperature To early, and the engine 21 is warmed up early.

The two-dot chain line in the lower graph of FIG. 7 shows a comparative example. In this comparative example, the cooling water on the condenser 23 side is introduced into the engine 21 immediately after the compressor 41 and the engine 21 are started. Therefore, the engine 21 is warmed up by heat radiation from the engine 21 and the capacitor 23.

On the other hand, in the present embodiment, the engine 21 is warmed up by heat radiation from the engine 21 until the temperature of the cooling water on the condenser 23 side reaches the operating temperature To, and the heat radiation from the capacitor 23 is warmed up. Therefore, the temperature rise of the engine 21 is slower than that of the comparative example.

In this embodiment, after the temperature of the cooling water on the condenser 23 side reaches the operating temperature To, in addition to the heat radiation from the engine 21, the heat radiation from the condenser 23 and the EGR cooler 24 is used for warming up the engine 21. The temperature rise of the engine 21 becomes faster than that of the comparative example, and as a result, the engine 21 can be warmed up early.

In the present embodiment, as described in step S130 and FIG. 6, the control device 60, the first switching valve 26, the second switching valve 27, the third switching valve 28, and the fourth switching valve 29 are used to warm up the engine 21. At this time, the flow of the cooling water is controlled so that the heat generated by the condenser 23 is preferentially supplied to the EGR cooler 24 rather than the engine 21.

According to this, since the heat generated by the condenser 23 is preferentially supplied to the EGR cooler 24 rather than the engine 21, it is possible to suppress the heat generated by the condenser 23 from being used to warm up the engine 21.

As a result, the cooling water flowing into the EGR cooler 24 can be quickly brought to the operating temperature To or higher, so that the function of the EGR cooler 24 can be exhibited early, and the cooling water can be used early using the EGR cooler 24 as a heat source. Can be heated. As a result, the engine 21 can be warmed up early.

In this embodiment, the EGR cooler 24 and the heater core 25 are arranged in parallel with each other in the flow of the cooling water. According to this, compared with the case where the EGR cooler 24 and the heater core 25 are arranged in series with each other, the temperature of the cooling water flowing into the EGR cooler 24 can be raised earlier.

In the present embodiment, the first switching valve 26, the second switching valve 27, the third switching valve 28 and the fourth switching valve 29 are the cooling water between the EGR cooler 24 and the heater core 25, the engine 21 and the condenser 23. Switch the circulation state.

According to this, it is possible to switch between the case where the cooling water heated by the engine 21 is supplied to the EGR cooler 24 and the heater core 25 and the case where the cooling water heated by the condenser 23 is supplied.

In the present embodiment, the control device 60 causes the cooling water heated by the condenser 23 to be introduced into the EGR cooler 24 when the temperature of the cooling water detected by the condenser water temperature sensor 66 becomes equal to or higher than the operating temperature To. The operation of the first switching valve 26, the second switching valve 27, the third switching valve 28, and the fourth switching valve 29 is controlled.

Thereby, since it is possible to suppress the flow of cooling water below the operating temperature To through the EGR cooler 24, it is possible to suppress the generation of condensed water in the EGR cooler 24.

In the present embodiment, as described in step S110 and FIG. 5, the control device 60 detects the cooling water temperature detected by the condenser water temperature sensor 66 when the cooling water temperature is lower than the operating temperature To. Compared to the case where the temperature of the cooling water is equal to or higher than the operating temperature To, the first switching valve 26 and the second switching valve are set such that the flow rate of the cooling water flowing through the heater core 25 out of the cooling water heated by the condenser 23 is reduced. 27, the operation of the third switching valve 28 and the fourth switching valve 29 is controlled.

According to this, when the cooling water heated by the capacitor 23 is lower than the operating temperature To, it is possible to suppress the heat exchange of the cooling water heated by the capacitor 23 by the heater core 25, and thus the cooling heated by the capacitor 23 Water can be raised to the operating temperature To at an early stage.

In the present embodiment, as described in step S130 and FIG. 6, the control device 60 causes the cooling heated by the condenser 23 when the temperature of the cooling water detected by the condenser water temperature sensor 66 becomes equal to or higher than the operating temperature To. The operation of the first switching valve 26, the second switching valve 27, the third switching valve 28 and the fourth switching valve 29 is controlled so that water is introduced into the EGR cooler 24 and also into the heater core 25.

According to this, when the cooling water heated by the condenser 23 becomes the operating temperature To or higher, not only the cooling water heated by the condenser 23 but also the air heated by the heater core 25 using the cooling water heated by the EGR cooler 24. Can be heated. Therefore, the energy consumed by the capacitor 23 for heating the passenger compartment can be reduced. In other words, the power consumption of the compressor 41 can be reduced.

(Second Embodiment)
In the above embodiment, when both the cooling water temperature on the engine 21 side and the cooling water temperature on the condenser 23 side are less than the operating temperature To, the cooling water is not introduced into the EGR cooler 24 and the heater core 25. When both the cooling water temperature on the 21 side and the cooling water temperature on the condenser 23 side are lower than the operating temperature To, the cooling water on the condenser 23 side is introduced into the heater core 25 as shown in FIG.

Specifically, the first switching valve 26, the second switching valve 27, the third switching valve 28, and the fourth switching are performed so that the cooling water on the condenser 23 side is introduced into the heater core 25 and the cooling water is not introduced into the EGR cooler 24. The operation of the valve 29 is controlled.

Thereby, even after the compressor 41 and the engine 21 are started, the heater core 25 can perform a certain amount of heating even during the period from when the temperature of the cooling water on the condenser 23 side rises to the operating temperature To.

At this time, the control device 60 reduces the flow rate of the cooling water flowing into the heater core 25 by the first switching valve 26, the second switching valve 27, the third switching valve 28 and the fourth switching valve 29, and It is desirable to reduce the flow rate of air flowing into the heater core 25. This is because the heat exchange performance of the heater core 25 is lowered, so that the temperature of the cooling water on the condenser 23 side can be raised to the operating temperature To early.

9 represents the transition of the cooling water temperature in the heater core 25. The cooling water temperature in the heater core 25 rises to the operating temperature To. Usually, the operating temperature To is set to a temperature higher than the target blowing temperature TAO. In the example of FIG. 9, the operating temperature To is 60 ° C., and the target blowing temperature TAO is 50 ° C. Therefore, the temperature of the air blown out through the heater core 25 becomes higher than the target blowing temperature TAO.

Therefore, it is desirable that the control device 60 controls the operation of the air mix door 53 so that the temperature of the air blown from the indoor air conditioning unit 50 approaches the target blow temperature TAO as shown by the solid line in FIG.

In the present embodiment, when the temperature of the cooling water detected by the condenser water temperature sensor 66 is rising toward the operating temperature To, the control device 60 introduces the cooling water heated by the condenser 23 into the heater core 25. Thus, the operation of the first switching valve 26, the second switching valve 27, the third switching valve 28, and the fourth switching valve 29 is controlled.

According to this, even if the cooling water heated by the condenser 23 is lower than the operating temperature To, the air blown into the passenger compartment can be heated by the heater core 25. Therefore, heating of the passenger compartment can be started early.

In the present embodiment, when the temperature of the cooling water detected by the condenser water temperature sensor 66 increases toward the operating temperature To, the control device 60 determines that the temperature of the cooling water detected by the condenser water temperature sensor 66 is the operating temperature. The indoor blower 61, the first switching valve 26, the second switching valve 27, and the third switching valve are set so that at least one of the air flow rate and the cooling water flow rate in the heater core 25 is smaller than that in the case of being equal to or higher than To. 28 and the operation of the fourth switching valve 29 are controlled.

According to this, since the amount of heat exchange in the heater core 25 can be suppressed, the temperature of the cooling water can be raised to the operating temperature To early. In addition, since the high-pressure side refrigerant pressure of the refrigeration cycle 12 can be increased, the temperature increase rate of the cooling water can be increased.

In the present embodiment, when the temperature of the cooling water detected by the condenser water temperature sensor 66 is higher than the target outlet temperature TAO, the controller 60 determines that the temperature of the cooling water detected by the condenser water temperature sensor 66 is the target outlet temperature TAO. Compared with the case below, the operation of the air mix door 53 is controlled so that the ratio of the flow rate of air flowing into the heater core 25 becomes smaller and the ratio of the flow rate of air flowing by bypassing the heater core 25 becomes larger.

According to this, even if the temperature of the cooling water heated by the condenser 23 is higher than the target blowing temperature TAO, the temperature of the air blown into the vehicle interior can be suppressed from exceeding the target blowing temperature TAO. The temperature of the air blown out can be adjusted appropriately.

The above embodiments can be appropriately combined. The above embodiment can be variously modified as follows, for example.

In each of the above embodiments, cooling water is used as the heat medium circulating in the cooling water circuit 11, but various media such as oil may be used as the heat medium.

Nanofluid may be used as the 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 heat medium.

That is, the effect of improving the thermal conductivity in a specific temperature range, the effect of increasing the heat capacity of the heat medium, the effect of preventing the corrosion of metal pipes and the deterioration of rubber pipes, and the heat medium at an extremely low 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 heat medium as compared with the cooling water using ethylene glycol.

In addition, since the heat capacity of the heat medium can be increased, the amount of heat stored in the heat medium itself (cold heat stored by sensible heat) can be increased.

Even if the compressor 41 is not operated by increasing the amount of cold storage heat, it is possible to control the temperature and cooling of the equipment using the cold storage heat for a certain amount of time. Motorization becomes possible.

The aspect ratio of the nanoparticles is preferably 50 or more. This is because sufficient thermal conductivity can be obtained. The aspect ratio is a shape index that represents the ratio between 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.

In the refrigeration cycle 12 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 may be used. Good.

The refrigeration cycle 12 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 constitutes a supercritical refrigeration cycle in which the high-pressure side refrigerant pressure exceeds the critical pressure of the refrigerant. You may do it.

Although the present disclosure has been described based on the embodiments, it is understood that the present disclosure is not limited to the embodiments and structures. The present disclosure includes various modifications and modifications within the equivalent range. In addition, various combinations and forms, as well as other combinations and forms including only one element, more or less, are within the scope and spirit of the present disclosure.

Claims (10)

1. A heat medium circuit (11) in which a heat medium for cooling the engine (21) circulates;
   A heat source section (23) for heating the heat medium;
   A device (24) capable of exhibiting a function when the heat medium flowing in is at a predetermined temperature (To) or higher and capable of heating the heat medium,
   The vehicle thermal management device in which, when the engine (21) is warmed up, heat generated by the heat source unit (23) is preferentially supplied to the device (24) over the engine (21).
2. It further includes a heater core (25) for heating the air by exchanging heat between the air blown into the passenger compartment and the heat medium,
   The vehicle thermal management device according to claim 1, wherein the device (24) and the heater core (25) are arranged in parallel with each other in the flow of the heat medium.
3. A switching unit (26, 27, 28, 29) that switches a circulation state of the heat medium among the device (24), the heater core (25), the engine (21), and the heat source unit (23). Item 3. The vehicle thermal management device according to Item 1 or 2.
4. A temperature detection section (66) for detecting the temperature of the heat medium heated by the heat source section (23);
   When the temperature of the heat medium detected by the temperature detection unit (66) becomes equal to or higher than the predetermined temperature (To), the heat medium heated by the heat source unit (23) is introduced into the device (24). The vehicle thermal management device according to any one of claims 1 to 3, further comprising a control unit (60) for controlling the operation of the switching unit (26, 27, 28, 29).
5. When the temperature of the heat medium detected by the temperature detection unit (66) is rising toward the predetermined temperature (To), the control unit (60) is heated by the heat source unit (23). The vehicle thermal management device according to claim 4, wherein the operation of the switching unit (26, 27, 28, 29) is controlled such that the heat medium is introduced into the heater core (25).
6. An air flow rate adjustment unit (61) for adjusting the flow rate of the air in the heater core (25);
   The switching unit (26, 27, 28, 29) can adjust the flow rate of the heat medium in the heater core (25),
   When the temperature of the heat medium detected by the temperature detection unit (66) increases toward the predetermined temperature (To), the control unit (60) is detected by the temperature detection unit (66). Compared with the case where the temperature of the heat medium is equal to or higher than the predetermined temperature (To), the air flow rate is such that at least one of the air flow rate and the heat medium flow rate in the heater core (25) is smaller. The vehicle thermal management device according to claim 5, wherein the operation of the adjustment unit (61) and the switching unit (26, 27, 28, 29) is controlled.
7. A flow rate adjustment unit (53) for adjusting a flow rate ratio between the air flowing into the heater core (25) and the air flowing by bypassing the heater core (25);
   When the temperature of the heat medium detected by the temperature detection unit (66) exceeds a target temperature (TAO), the control unit (60) detects the heat medium detected by the temperature detection unit (66). The ratio of the flow rate of the air flowing into the heater core (25) is smaller than the case where the temperature of the air is below the target temperature (TAO), and the flow rate of the air flowing bypassing the heater core (25) The thermal management apparatus for vehicles according to claim 5 or 6 which controls operation of said flow rate ratio adjustment part (53) so that the ratio of may become large.
8. When the temperature of the heat medium detected by the temperature detector (66) is lower than the predetermined temperature (To), the controller (60) detects the heat medium detected by the temperature detector (66). The flow rate of the heat medium flowing through the heater core (25) out of the heat medium heated by the heat source part (23) is reduced compared to the case where the temperature of the heat medium is equal to or higher than the predetermined temperature (To). The thermal management apparatus for vehicles of Claim 4 which controls the action | operation of the said switch part (26,27,28,29).
9. When the temperature of the heat medium detected by the temperature detection unit (66) is equal to or higher than the predetermined temperature (To), the control unit (60) is heated by the heat source unit (23). The vehicle according to claim 4 or 8, wherein the operation of the switching unit (26, 27, 28, 29) is controlled such that the switching unit (26, 27, 28, 29) is introduced into the heater core (25) as well as into the device (24). Thermal management device.
10. The vehicle thermal management according to claim 1, wherein the device (24) is an EGR cooler that cools exhaust gas by exchanging heat between the exhaust gas returned to the intake side of the engine (21) and the heat medium. apparatus.

Images