WO2017098901A1

WO2017098901A1 - Cooling system for vehicle

Info

Publication number: WO2017098901A1
Application number: PCT/JP2016/084432
Authority: WO
Inventors: 則義宮嶋
Original assignee: 株式会社デンソー
Priority date: 2015-12-09
Filing date: 2016-11-21
Publication date: 2017-06-15
Also published as: JP6390601B2; CN108291473B; CN108291473A; JP2017106367A

Abstract

In a cooling system for a vehicle, a first circulation flow passage-forming section (21) circulates a heat medium between a chiller (14) and a cooler core (16). A second circulation flow passage-forming section (22) circulates the heat medium between an intercooler (15) and a radiator (13). A first communication flow passage-forming section (23) is connected to the portion of a first circulation flow passage, which is in communication with the heat medium outlet side of the cooler core and with the heat medium inlet side of the chiller, the first communication flow passage-forming section (23) being also connected to the portion of a second circulation flow passage, which is in communication with the heat medium outlet side of the intercooler and with the heat medium inlet side of the radiator, the first communication flow passage-forming section (23) providing communication between the first circulation flow passage and the second circulation flow passage. A second communication flow passage-forming section (24) is connected to the portion of the first circulation flow passage, which is in communication with the heat medium outlet side of the chiller and with the heat medium inlet side of the cooler core, the second communication flow passage-forming section (24) being also connected to the portion of the second circulation flow passage, which is in communication with the heat medium outlet side of the radiator and with the heat medium inlet side of the intercooler, the second communication flow passage-forming section (24) providing communication between the first circulation flow passage and the second circulation flow passage. A switching section (25) switches between a state in which the first circulation flow passage and the second circulation flow passage are in communication with each other through the first communication flow passage and the second communication flow passage, and a state in which the first circulation flow passage and the second circulation flow passage are not in communication with each other.

Description

Vehicle cooling system

Cross-reference of related applications

This application is based on Japanese Patent Application No. 2015-240024 filed on Dec. 9, 2015, the disclosure of which is incorporated herein by reference.

The present disclosure relates to a vehicle cooling system that cools intake air of an engine and cools and dehumidifies air blown into a vehicle interior.

Conventionally, Patent Document 1 describes a vehicle thermal management system that circulates cooling water through a cooler core, an intercooler, a chiller, and a radiator.

The cooler core is a heat exchanger that exchanges heat between the air blown into the passenger compartment and the cooling water. The intercooler is a heat exchanger that exchanges heat between supercharged intake air and cooling water of the engine. The chiller is a heat exchanger that cools the cooling water by exchanging heat between the low-pressure refrigerant in the refrigeration cycle and the cooling water. The radiator is a heat exchanger that exchanges heat between outside air and cooling water.

According to this prior art, by circulating the cooling water through the cooler core and the intercooler, the air blown into the passenger compartment can be cooled and dehumidified and the supercharged intake air of the engine can be cooled.

In this prior art, when cooling water is cooled by the chiller, power for driving the compressor of the refrigeration cycle is consumed.

Japanese Patent Laying-Open No. 2015-123829

In the above prior art, if the temperature of the cooling water flowing into the cooler core is about 0 ° C., air at about 25 ° C. can be cooled and dehumidified.

When the temperature of the outside air is below zero, such as during winter or when driving in cold regions, the cooling water can be cooled to about 0 ° C with a radiator. If the cooling water cooled to about 0 ° C. by the radiator is circulated to the cooler core, the air blown into the passenger compartment can be cooled and dehumidified without driving the compressor of the refrigeration cycle, so that power consumption can be reduced. It becomes possible.

However, in the above prior art, not only the cooling water cooled by the radiator but also the cooling water heat-exchanged by the intercooler flows into the cooler core. For this reason, when the compressor of the refrigeration cycle is not driven, it may be difficult to reduce the temperature of the cooling water flowing into the cooler core to about 0 ° C. even if the outside air temperature is below zero. May be difficult to do.

In view of the above points, the present disclosure aims to reduce power consumption of a cooling system for a vehicle that cools intake air of an engine and cools and dehumidifies air blown into a vehicle interior.

A cooling system for a vehicle according to an aspect of the present disclosure includes a chiller, a cooler core, a first circulation channel forming unit, an intercooler, a radiator, a second circulation channel forming unit, and a first communication channel forming unit. And a second communication flow path forming part and a switching part. The chiller cools the heat medium by exchanging heat between the low-pressure side refrigerant of the refrigeration cycle and the heat medium. The cooler core cools the air by exchanging heat between the heat medium cooled by the chiller and the air blown into the vehicle interior. The first circulation flow path forming unit forms a first circulation flow path for circulating the heat medium between the chiller and the cooler core. The intercooler cools the intake air by exchanging heat between the intake air of the engine and the heat medium. The radiator exchanges heat between the heat medium exchanged by the intercooler and the outside air. The second circulation flow path forming unit forms a second circulation flow path for circulating the heat medium between the intercooler and the radiator. The first communication flow path forming unit includes a portion of the first circulation flow path on the heat medium outlet side of the cooler core and the heat medium inlet side of the chiller, and a heat medium outlet side of the intercooler of the second circulation flow path and the radiator. A first communication channel is formed that is connected to a portion on the heat medium inlet side and communicates the first circulation channel and the second circulation channel. The second communication flow path forming unit includes a portion of the first circulation flow path on the heat medium outlet side of the chiller and the heat medium inlet side of the cooler core, and a heat medium outlet side of the radiator and the intercooler of the second circulation flow path. A second communication channel is formed which is connected to the portion on the heat medium inlet side and communicates the first circulation channel and the second circulation channel. The switching unit switches between a state in which the first circulation channel and the second circulation channel communicate with each other through the first communication channel and the second communication channel and a state in which the first circulation channel and the second circulation channel do not communicate with each other.

According to this, the switching unit allows the first circulation channel and the second circulation channel to communicate with each other, so that the heat medium cooled by the radiator can flow to the cooler core without using the intercooler.

Therefore, when the temperature of the outside air is below zero, air can be cooled and dehumidified by the cooler core without driving the compressor of the refrigeration cycle, so that power consumption can be reduced.

It is a whole lineblock diagram showing the cooling system for vehicles in a 1st embodiment of this indication. It is a block diagram which shows the electric control part in the cooling system for vehicles of 1st Embodiment. It is explanatory drawing which shows the independent operation mode of the cooling system for vehicles in 1st Embodiment. It is explanatory drawing which shows the compressor stop dehumidification mode of the cooling system for vehicles in 1st Embodiment. It is explanatory drawing which shows the intake air cooling priority mode of the cooling system for vehicles in 1st Embodiment. It is explanatory drawing which shows the intake air cooling assistance mode of the cooling system for vehicles in 1st Embodiment. It is a whole lineblock diagram showing the cooling system for vehicles in a 2nd embodiment of this indication. It is explanatory drawing which shows the independent operation mode of the cooling system for vehicles in 2nd Embodiment. It is explanatory drawing which shows the compressor stop dehumidification mode of the cooling system for vehicles in 2nd Embodiment. It is explanatory drawing which shows the intake air cooling priority mode of the cooling system for vehicles in 2nd Embodiment. It is explanatory drawing which shows the intake air cooling assistance mode of the cooling system for vehicles in 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)
A vehicle cooling system 10 shown in FIG. 1 is used to cool intake air of an engine and cool and dehumidify air blown into a vehicle interior.

As shown in FIG. 1, the vehicle cooling system 10 includes a first pump 11, a second pump 12, a radiator 13, a chiller 14, an intercooler 15, and a cooler core 16.

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, as the cooling water, a liquid containing at least ethylene glycol, dimethylpolysiloxane or nanofluid, or an antifreeze liquid is used.

The first pump 11 and the second pump 12 are flow rate adjusting devices that adjust the flow rate of the cooling water flowing through each cooling water circulation device. The radiator 13, the chiller 14, the intercooler 15, and the cooler core 16 are cooling water circulation devices through which cooling water circulates. The first pump 11 may be a first flow rate adjusting device, and the second pump 12 may be a second flow rate adjusting device.

The radiator 13 is a cooling water outdoor air heat exchanger that exchanges heat between cooling water and outside air (hereinafter referred to as outside air). In the radiator 13, sensible heat exchange is performed between the cooling water and the air outside the passenger compartment. By flowing cooling water having a temperature equal to or higher than the outside air temperature to the radiator 13, heat can be radiated from the cooling water to the outside air.

The outdoor blower 20 is an outside air blower that blows outside air to the radiator 13. The outdoor blower 20 is an electric blower. The radiator 13 and the outdoor blower 20 are disposed in the foremost part of the vehicle. For this reason, the traveling wind can be applied to the radiator 13 when the vehicle is traveling. The outdoor blower 20 is a flow rate adjusting device that adjusts the flow rate of outside air flowing through the radiator 13.

The chiller 14 is a cooling water cooling heat exchanger that cools the cooling water. The chiller 14 is a low-pressure side heat exchanger that absorbs heat from the cooling water to the low-pressure side refrigerant by exchanging heat between the low-pressure side refrigerant of the refrigeration cycle 31 and the cooling water. The chiller 14 is an evaporator that evaporates the low-pressure side refrigerant of the refrigeration cycle 31.

The refrigeration cycle 31 is a vapor compression refrigerator that includes a compressor 32, a condenser 33, an expansion valve 34, and a chiller 14. In the present embodiment, a chlorofluorocarbon refrigerant is used as the refrigerant of the refrigeration cycle 31, and the refrigeration cycle 31 is a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant.

Compressor 32 is a belt-driven compressor, and sucks, compresses and discharges the refrigerant of refrigeration cycle 31. A belt drive type compressor is a compressor driven with an engine belt by the driving force of an engine.

The condenser 33 is a condenser that condenses the high-pressure side refrigerant by exchanging heat between the high-pressure side refrigerant discharged from the compressor 32 and the outside air. In the condenser 33, the high-pressure refrigerant discharged from the compressor 32 changes in latent heat.

The expansion valve 34 is a decompression unit that decompresses and expands the liquid-phase refrigerant that has flowed out of the condenser 33. The expansion valve 34 is a temperature type expansion valve having a temperature sensing part. The temperature sensing unit detects the degree of superheat of the chiller 14 outlet side refrigerant based on the temperature and pressure of the chiller 14 outlet side refrigerant. The temperature type expansion valve has a mechanical mechanism that adjusts the throttle passage area so that the degree of superheat of the refrigerant on the outlet side of the chiller 14 falls within a predetermined range.

The chiller 14 is an evaporator that evaporates the low-pressure refrigerant by exchanging heat between the low-pressure refrigerant decompressed and expanded by the expansion valve 34 and the cooling water. In the chiller 14, the low-pressure refrigerant decompressed and expanded by the expansion valve 34 changes in latent heat. The gas phase refrigerant evaporated by the chiller 14 is sucked into the compressor 32 and compressed.

In the radiator 13, the cooling water is cooled by outside air, whereas in the chiller 14, the cooling water is cooled by the low-pressure refrigerant of the refrigeration cycle 31. For this reason, the temperature of the cooling water cooled by the chiller 14 can be made lower than the temperature of the cooling water cooled by the radiator 13. Specifically, the radiator 13 cannot cool the cooling water to a temperature lower than the outside air temperature, whereas the chiller 14 can cool the cooling water to a temperature lower than the outside air temperature.

The intercooler 15 is an intake air cooler that cools the supercharged intake air by exchanging heat between the supercharged intake air that has been compressed by the turbocharger and becomes high temperature and the cooling water. The turbocharger is a supercharger that supercharges engine intake air.

The cooler core 16 is an air cooling heat exchanger that adjusts the temperature of the blown air by exchanging heat between the cooling water cooled by the chiller 14 and the blown air to the passenger compartment.

The cooler core 16 is an air cooling heat exchanger that performs heat exchange between cooling water and air blown into the vehicle interior to cool and dehumidify the air blown into the vehicle interior.

The first pump 11, the chiller 14, and the cooler core 16 are disposed in the first circulation channel 21. The first circulation channel 21 is an annular channel through which cooling water circulates. The first circulation channel 21 is formed by a first circulation channel forming part.

The first pump 11, the chiller 14, and the cooler core 16 are arranged in series in the first circulation channel 21 so that the cooling water flows in the order of the first pump 11, the cooler core 16, and the chiller 14.

The second pump 12, the radiator 13, and the intercooler 15 are disposed in the second circulation channel 22. The second circulation channel 22 is an annular channel through which cooling water circulates. The second circulation channel 22 is formed by a second circulation channel forming part.

The second pump 12, the radiator 13 and the intercooler 15 are arranged in series so that the cooling water flows in the order of the second pump 12, the intercooler 15 and the radiator 13 in the second circulation flow path 22.

The first circulation channel 21 and the second circulation channel 22 communicate with each other via the first communication channel 23 and the second communication channel 24.

The first communication channel 23 includes a portion of the first circulation channel 21 on the cooling water outlet side of the cooler core 16 and the cooling water inlet side of the chiller 14 and a cooling water outlet of the intercooler 15 in the second circulation channel 22. And a portion of the radiator 13 on the cooling water inlet side. The first communication channel 23 is formed by a first communication channel forming part.

The second communication flow path 24 includes a cooling water outlet side of the chiller 14 and a cooling water suction side portion of the first pump 11 in the first circulation flow path 21 and a cooling water of the radiator 13 in the second circulation flow path 22. It is connected to the outlet side and a portion of the second pump 12 on the cooling water suction side. In other words, the second communication flow path 24 includes a portion of the first circulation flow path 21 on the cooling water outlet side of the chiller 14 and the cooling water inlet side of the cooler core 16, and the second circulation flow path 22 of the radiator 13. The cooling water outlet side and the part of the intercooler 15 on the cooling water inlet side are connected. The second communication channel 24 is formed by a second communication channel forming part.

A first three-way valve 25 is disposed at a connection portion between the first communication channel 23 and the first circulation channel 21. The first three-way valve 25 has three ports on the cooling water outlet side of the cooler core 16, the cooling water inlet side of the chiller 14, and the first communication channel 23 side.

The first three-way valve 25 is an electromagnetic valve that switches the communication state between the three ports on the cooling water outlet side of the cooler core 16, the cooling water inlet side of the chiller 14, and the first communication flow path 23 side. The operation of the first three-way valve 25 is controlled by the control device 40.

The first three-way valve 25 can communicate all three ports on the cooling water outlet side of the cooler core 16, the cooling water inlet side of the chiller 14, and the first communication channel 23 side.

The first three-way valve 25 can communicate only two ports on the cooling water outlet side of the cooler core 16 and the cooling water inlet side of the chiller 14 with each other. The first three-way valve 25 can communicate only two ports of the cooler core 16 on the cooling water outlet side and the first communication channel 23 side. The first three-way valve 25 can communicate only two ports of the chiller 14 on the cooling water inlet side and the first communication channel 23 side.

The first three-way valve 25 is a switching unit that switches between a state in which the first circulation channel 21 and the second circulation channel 22 communicate with each other through the first communication channel 23 and the second communication channel 24 and a state in which the first circulation channel 21 and the second circulation channel 22 do not communicate with each other. .

A bypass flow path 26 is connected to the second circulation flow path 22. The bypass channel 26 includes a portion of the second circulation channel 22 that is closer to the coolant outlet side of the intercooler 15 than a connection portion with the first communication channel 23 and a second communication channel of the second circulation channel 22. The portion of the second pump 12 on the cooling water suction side is connected to the connecting portion with the passage 24. The bypass channel 26 is formed by a bypass channel forming part.

The second three-way valve 27 is arranged at the junction where the second circulation channel 22 and the bypass channel 26 merge. Specifically, the second three-way valve 27 is disposed in a connection portion between the bypass flow passage 26 and a portion of the second circulation flow path 22 on the cooling water outlet side of the radiator 13 and the cooling water suction side of the second pump 12. Has been.

The second three-way valve 27 has three ports on the cooling water outlet side of the radiator 13, the cooling water suction side of the second pump 12, and the bypass flow path 26 side. The second three-way valve 27 is a thermostat that switches the communication state between the three ports.

The thermostat is a cooling water temperature responsive valve. The cooling water temperature responsive valve has a thermo wax and a mechanical mechanism. Thermowax changes in volume with temperature. The mechanical mechanism displaces the valve body by changing the volume of the thermowax to open and close the cooling water flow path. The second three-way valve 27 may be an electromagnetic valve whose operation is controlled by the control device 40.

The second three-way valve 27 can communicate all three ports on the cooling water outlet side of the radiator 13, the cooling water suction side of the second pump 12, and the bypass channel 26 side.

The second three-way valve 27 can communicate only two ports on the cooling water outlet side of the radiator 13 and the cooling water suction side of the second pump 12 with each other. The second three-way valve 27 can cause only the two ports on the cooling water suction side and the bypass flow path 26 side of the second pump 12 to communicate with each other.

The second three-way valve 27 is a flow rate ratio adjusting unit that adjusts the flow rate ratio between the cooling water flowing through the bypass passage 26 and the cooling water flowing through the radiator 13.

The cooler core 16 is accommodated in the case of the indoor air conditioning unit of the vehicle air conditioner. The case of the indoor air conditioning unit forms an air passage for blown air to be blown into the vehicle interior, and is formed of a resin (for example, polypropylene) having a certain degree of elasticity and excellent strength. An inside / outside air switching box is arranged on the most upstream side of the air flow in the case of the indoor air conditioning unit. The inside / outside air switching box is an inside / outside air introduction section that switches between and introduces vehicle interior air (hereinafter referred to as interior air) and vehicle exterior air (hereinafter referred to as exterior air).

The inside / outside air switching door is a suction port mode switching unit that switches the suction port mode of the indoor air conditioning unit to the inside air introduction mode or the outside air introduction mode. In the room air introduction mode, room air is introduced into the case of the indoor air conditioning unit. In the outside air introduction mode, outside air is introduced into the case of the indoor air conditioning unit.

室内 An indoor blower is arranged on the downstream side of the air flow in the inside / outside air switching box. The indoor blower is a blower that blows air sucked through the inside / outside air switching box (that is, inside air and outside air) toward the vehicle interior. The indoor blower is an electric blower that drives a centrifugal multiblade fan (in other words, a sirocco fan) by an electric motor.

In the case of the indoor air conditioning unit, a cooler core 16 is disposed on the downstream side of the air flow of the indoor blower. A heater core is arranged on the downstream side of the air flow of the cooler core 16 in the case of the indoor air conditioning unit. The heater core is an air heating heat exchanger that heats the air flowing in the case of the indoor air conditioning unit by exchanging heat between the engine coolant and the air flowing in the case of the indoor air conditioning unit.

Engine cooling water is an engine cooling heat medium for cooling the engine. The engine coolant circulates through the engine cooling circuit. An engine, a heater core, and the like are arranged in the engine cooling circuit.

In the case of the indoor air conditioning unit, a heater core bypass passage is formed at the downstream side of the air flow of the cooler core 16. The heater core bypass passage is an air passage through which air that has passed through the cooler core 16 flows without passing through the heater core.

In the case of the indoor air conditioning unit, an air mix door is disposed between the cooler core 16 and the heater core.

The air mix door is an air volume ratio adjusting unit that continuously changes the air volume ratio between the air flowing into the heater core and the air flowing into the heater core bypass passage. The air mix door is a rotatable plate-like door, a slidable door, or the like, and is driven by an electric actuator.

The air outlet is arranged at the most downstream part of the air flow in the case of the indoor air conditioning unit. The air flowing in the case of the indoor air conditioning unit is blown out from the blowout opening into the vehicle interior that is the air conditioning target space. Specifically, a defroster outlet, a face outlet, and a foot outlet are provided as the outlet.

The defroster outlet blows air conditioned air toward the inner surface of the front window glass of the vehicle. The face air outlet blows conditioned air toward the upper body of the passenger. The air outlet blows air-conditioned air toward the passenger's feet.

In the case of the indoor air conditioning unit, an air outlet mode door is arranged on the upstream side of the air flow of the air outlet. A blower outlet mode door is a blower outlet mode switching part which switches blower outlet mode. The outlet mode door is driven by an electric actuator.

As the outlet mode switched by the outlet mode door, for example, there are a face mode, a bi-level mode, a foot mode, and a foot defroster mode.

The face mode is a blowout mode in which the face blowout is fully opened and air is blown out from the face blowout toward the upper body of the passenger in the passenger compartment. The bi-level mode is an air outlet mode in which both the face air outlet and the foot air outlet are opened and air is blown toward the upper body and the feet of the passengers in the passenger compartment.

The foot mode is a blowout mode in which the foot blowout opening is fully opened and the defroster blowout opening is opened by a small opening so that air is mainly blown out from the foot blowout opening. The foot defroster mode is an air outlet mode in which the foot air outlet and the defroster air outlet are opened to the same extent and air is blown out from both the foot air outlet and the defroster air outlet.

The EGR cooler is a heat exchanger that constitutes an EGR (exhaust gas recirculation) device that recirculates a part of the exhaust gas of the engine to the intake side to reduce the pumping loss generated by the throttle valve. It is a heat exchanger that adjusts the temperature of the reflux gas by exchanging heat with water.

Next, the electric control unit of the vehicle cooling system 10 will be described with reference to FIG. The control device 40 is composed of a well-known microcomputer including a CPU, a ROM, a RAM and the like and its peripheral circuits, performs various calculations and processing based on an air conditioning control program stored in the ROM, and is connected to the output side. Control the operation of various controlled devices.

The control target devices controlled by the control device 40 are the first pump 11, the second pump 12, the first three-way valve 25, the outdoor blower 20, the compressor 32, and the like.

In the control device 40, hardware and software that control the operation of various control target devices connected to the output side are control units that control the operation of each control target device.

The hardware and software for controlling the operation of the first pump 11 and the second pump 12 in the control device 40 are a pump control unit 40a.

The hardware and software for controlling the operation of the first three-way valve 25 in the control device 40 is a valve control unit 40b. The valve control unit 40b is a switching control unit that switches the circulating state of the cooling water.

The hardware and software for controlling the operation of the outdoor blower 20 in the control device 40 is an outdoor blower control unit 40c. The hardware and software for controlling the operation of the compressor 32 in the control device 40 is a compressor control unit 40d.

Each

control unit

40a, 40b, 40c, 40d may be configured separately from the control device 40.

On the input side of the control device 40, detection signals of sensor groups such as an inside air temperature sensor 41, an outside air temperature sensor 42, a solar radiation sensor 43, a chiller temperature sensor 44, a cooler core temperature sensor 45, a radiator temperature sensor 46, an intercooler temperature sensor 47, and the like. Is entered.

The inside air temperature sensor 41 is a detection unit that detects the temperature of inside air (in other words, the vehicle interior temperature). The outside air temperature sensor 42 is a detection unit that detects the temperature of outside air (in other words, the temperature outside the passenger compartment). The solar radiation sensor 43 is a detection unit that detects the amount of solar radiation in the passenger compartment.

The chiller temperature sensor 44 is a detection unit that detects the temperature of the chiller 14. For example, the chiller temperature sensor 44 detects the temperature of the cooling water flowing out from the chiller 14.

The cooler core temperature sensor 45 is a detection unit that detects the temperature of the cooler core 16. The cooler core temperature sensor 45 is, for example, a fin thermistor that detects the temperature of the heat exchange fins of the cooler core 16, a water temperature sensor that detects the temperature of the cooling water flowing through the cooler core 16, or the like.

The radiator temperature sensor 46 is a detection unit that detects the temperature of the radiator 13. For example, the radiator temperature sensor 46 is a detection unit that detects the temperature of the cooling water flowing out of the radiator 13.

The intercooler temperature sensor 47 is a detection unit that detects the temperature of the intercooler 15. For example, the intercooler temperature sensor 47 is a fin thermistor that detects the temperature of the outlet air intake of the intercooler 15, a water temperature sensor that detects the temperature of cooling water flowing through the intercooler 15, or the like.

Operation signals from various air conditioning operation switches provided on the operation panel 48 are input to the input side of the control device 40. For example, the operation panel 48 is disposed near the instrument panel in the front part of the vehicle interior.

Various air conditioning operation switches provided on the operation panel 48 are a defroster switch, an air conditioner switch, an auto switch, a vehicle interior temperature setting switch, an air volume setting switch, an air conditioning stop switch, and the like.

The defroster switch is a switch that sets or cancels the defroster mode. In the defroster mode, the air-conditioning air is blown from the defroster outlet of the indoor air conditioning unit toward the inner surface of the front window glass to prevent fogging of the front window glass, or to remove window fogging when the window is fogged It is.

The air conditioner switch is a switch for switching on / off (in other words, on / off) of cooling or dehumidification. The air volume setting switch is a switch for setting the air volume blown from the indoor blower. 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. The air conditioning stop switch is a switch that stops air conditioning.

The control device 40 determines the air conditioning mode based on the outside air temperature and the target blowout air temperature TAO of the passenger compartment. 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, Tr is the internal air temperature detected by the internal air temperature sensor 41, and Tam is the external air temperature detected by the external air temperature sensor 42. Ts is the amount of solar radiation detected by the solar radiation sensor 43. Kset, Kr, Kam, Ks are control gains, and C is a correction constant.

For example, when the target blowing temperature TAO is lower than the outside air temperature, the control device 40 determines the air conditioning mode as the cooling mode, and when the target blowing temperature TAO is higher than the outside air temperature, the control device 40 determines the air conditioning mode as the heating mode.

The hardware and software for determining the air conditioning mode in the control device 40 are an air conditioning mode determining unit. The air conditioning mode determination unit may be configured separately from the control device 40.

Next, the operation in the above configuration will be described. The control device 40 controls the operation of the first pump 11, the second pump 12, the compressor 32, the first three-way valve 25, etc., thereby switching to various operation modes.

For example, the operation mode can be switched to the independent operation mode, the compressor dehumidification mode, the intake air cooling priority mode, and the intake air cooling assist mode. Hereinafter, the independent operation mode, the compressor dehumidification mode, the intake air cooling priority mode, and the intake air cooling auxiliary mode will be described.

(1) Independent operation mode The independent operation mode shown in FIG. 3 is an operation mode in which intake air cooling by the intercooler 15 and cooling dehumidification by the cooler core 16 are performed independently of each other. The independent operation mode is a basic operation mode that is most frequently used.

In the independent operation mode, the first three-way valve 25 allows only the two ports on the cooling water outlet side of the cooler core 16 and the cooling water inlet side of the chiller 14 to communicate with each other.

As a result, the cooling water circulates through the first circulation channel 21 and the second circulation channel 22 independently of each other as shown by the thick solid lines in FIG. Even if the cooling water temperature changes in one of the channels, the other channel is not affected.

In the independent operation mode, the temperature of the cooling water flowing into the cooler core 16 can be changed by changing the heat exchange amount in the chiller 14 by turning on / off the compressor 32 and controlling the capacity. Can control the heat exchange capacity.

In the independent operation mode, the heat exchange capability of the cooler core 16 can also be controlled by changing the flow rate of the cooling water discharged from the first pump 11.

In the independent operation mode, the flow rate of the cooling water to the radiator 13 is changed by the valve opening degree of the second three-way valve 27 and the amount of heat released to the outside air is changed, so that the temperature of the cooling water flowing into the intercooler 15 is changed. For example, the valve opening degree of the second three-way valve 27 changes so that the temperature of the intake air heat-exchanged by the intercooler 15 does not become a predetermined temperature (for example, 30 to 40 ° C.) or less. Further, by changing the flow rate of the cooling water discharged from the second pump 12, the temperature of the intake air heat exchanged by the intercooler 15 can be controlled more finely.

(2) Compressor Stop Dehumidification Mode The compressor stop dehumidification mode shown in FIG. 4 is executed when the suction port mode of the indoor air conditioning unit is the inside air introduction mode and the outside air temperature is lower than the vehicle interior temperature. The compressor stop dehumidification mode is an operation mode in which the cooling water cooled by the outside air by the radiator 13 is sent to the cooler core 16 to dehumidify the inside air. The compressor stop dehumidification mode is executed to stop the compressor 32 and reduce power consumption.

In the compressor stop dehumidification mode, the first three-way valve 25 allows only the two ports on the cooling water outlet side and the first communication channel 23 side of the cooler core 16 to communicate with each other.

This causes the cooling water to circulate as shown by the thick solid line in FIG. The cooling water discharged from the first pump 11 circulates in the order of the cooler core 16, the first three-way valve 25, the radiator 13, and the first pump 11. The cooling water discharged from the second pump 12 circulates in the order of the intercooler 15, the radiator 13, and the second pump 12.

In the radiator 13, the cooling water in the first circulation channel 21 and the cooling water in the second circulation channel 22 are mixed, so that the first circulation channel 21 and the second circulation channel 22 are cooled with each other. To affect.

In the compressor stop dehumidification mode, the second three-way valve 27 may adjust the valve opening so that most of the cooling water flows through the bypass flow path 26 and the flow rate of the cooling water toward the radiator 13 becomes a very small amount. The reason is as follows.

Since the compressor stop dehumidification mode is performed when the outside air temperature is lower than the vehicle interior temperature, the temperature of the intake air flowing into the intercooler 15 is also lower in the compressor stop dehumidification mode. In the present embodiment, it is necessary to prevent the temperature of the intake air cooled by the intercooler 15 from being excessively lowered so that condensed water is not generated from the intake air. In addition, for example, when driving on an urban area or about 100 km / h on a flat road, it is only a few occasions such as when starting or accelerating that the driving load increases and the intake air is supercharged. The 15 hourly average heat exchange amount is very small (for example, about 0.2 kW or less).

On the other hand, for example, when the inside air having a temperature of 25 ° C., a humidity of 50%, and a flow rate of 200 m 3 / h is cooled to 1 ° C. by the cooler core 16, if the cooling water flow rate in the cooler core 16 is 10 L / min, it flows into the cooler core 16. The cooling water is required to be about −5 ° C., the required cooling amount is about 2.8 kW, and the temperature of the cooling water flowing out of the cooler core 16 is about 0 ° C.

Therefore, the radiator 13 needs only to be able to dissipate about 3 kW together with the amount of intake air cooling. Therefore, the general radiator can sufficiently dissipate heat.

That is, according to the present embodiment, the radiator 13 can generate cooling water having a temperature about 5 ° C. higher than the temperature of the outside air, and therefore cools the inside air at 25 ° C. if the outside air temperature is about 5 ° C. or less. Can be dehumidified.

(3) Intake air cooling priority mode In the air intake cooling priority mode shown in FIG. 5, the cooling by the cooler core 16 is stopped, and the intake air temperature is controlled using the cooling water cooling capacity of the chiller 14 in addition to the cooling water cooling capacity of the radiator 13. This is an operation mode in which the engine output can be increased by lowering.

In the intake air cooling priority mode, the first three-way valve 25 allows only the two ports on the cooling water inlet side and the first communication flow path 23 side of the chiller 14 to communicate with each other. In the intake air cooling priority mode, the first pump 11 is stopped.

As a result, as shown by the thick solid line in FIG. 5, the cooling water discharged from the second pump 12 flows through the intercooler 15 and then branches to the radiator 13 side and the chiller 14 side, and the radiator 13 and the chiller 14. After flowing in parallel, they merge and are sucked into the second pump 12.

For example, when the engine exhaust amount is about 1500 cc and the heat dissipation amount of the radiator 13 when the engine output is maximum is about 15 kW, and the cooling water cooling capacity of the chiller 14 is not used, the intercooler 15 While the temperature of the cooling water flowing in becomes 44 ° C. and the temperature of the intake air flowing out from the intercooler 15 becomes 50 ° C., when the cooling water cooling capacity of the chiller 14 is used 3 kW, the cooling water flowing into the inter cooler 15 is used. , The temperature of the intake air flowing out from the intercooler 15 can be lowered to about 43 ° C., and the engine output can be increased by about 7 kW.

In addition, since the temperature of the cooling water flowing into the radiator 13 is lowered by cooling the cooling water with the chiller 14, the amount of heat radiation is also reduced by 2 kW in the radiator 13, and the increase in the total cooling amount is 1 kW.

Also, since the compressor 32 is driven to cool the cooling water by the chiller 14, about 1.5 kW of power is consumed by the compressor 32. Since the compressor 32 is driven by the driving force of the engine, the engine output improvement effect is reduced by that amount, but an engine output improvement effect of 5.5 kW can be obtained by subtraction.

(4) Intake air cooling auxiliary mode In the air intake air cooling assistance mode shown in FIG. 6, while cooling by the cooler core 16 using the cooling water cooling capacity of the chiller 14, a part of the cooling water cooling capacity of the chiller 14 is used for intake air cooling. This is an operation mode used as an auxiliary.

In the intake air cooling assist mode, the first three-way valve 25 causes all three ports on the cooling water outlet side of the cooler core 16, the cooling water inlet side of the chiller 14, and the first communication flow path 23 side to communicate with each other. Further, the opening degree of the first three-way valve 25 is adjusted so that the cooling water from the cooler core 16 side and the cooling water from the intercooler 15 side flow to the chiller 14 side at a predetermined flow rate ratio.

As a result, as shown by the thick solid line in FIG. 6, the cooling water discharged from the first pump 11 and the cooling water discharged from the second pump 12 flow into the chiller 14 and are cooled by the chiller 14. A part of the air flows through the intercooler 15 to cool the intake air, and the remaining cooling water cooled by the chiller 14 flows through the cooler core 16 to perform cooling.

Further, by controlling the pump output so that the output of the second pump 12 is increased and the output of the first pump 11 is decreased, the cooling water flowing out from the intercooler 15 is easily drawn into the chiller 14 side.

In each of the above operation modes, the temperature of the cooling water flowing into the intercooler 15 is adjusted by changing the flow rate of the cooling water to the radiator 13 to adjust the amount of heat released to the outside air and mixing it with the water bypassing the radiator 13. The outlet intake air temperature of the intercooler 15 can be controlled by changing the temperature.

In the present embodiment, the first communication channel 23 includes the intercooler of the first circulation channel 21 on the cooling water outlet side of the cooler core 16 and the cooling water inlet side of the chiller 14 and the intercooler of the second circulation channel 22. 15 is connected to the cooling water outlet side and to the portion of the radiator 13 on the cooling water inlet side. The second communication channel 24 includes a portion of the first circulation channel 21 on the cooling water outlet side of the chiller 14 and the cooling water inlet side of the cooler core 16, and a portion of the second circulation channel 22 on the cooling water outlet side of the radiator 13. The intercooler 15 is connected to a portion on the cooling water inlet side. The first three-way valve 25 switches between a state in which the first circulation channel 21 and the second circulation channel 22 communicate with each other through the first communication channel 23 and the second communication channel 24 and a state in which the first circulation channel 21 and the second circulation channel 22 do not communicate with each other.

According to this, the first three-way valve 25 allows the first circulation passage 21 and the second circulation passage 22 to communicate with each other, so that the cooling water cooled by the radiator 13 can flow to the cooler core 16. Therefore, the air can be cooled and dehumidified by the cooler core 16 even when the compressor 32 of the refrigeration cycle 31 is stopped at a low outside air temperature.

In the present embodiment, the first three-way valve 25 is disposed at a connection portion between the first circulation channel 21 and the first communication channel 23. The first three-way valve 25 has a state in which the cooling water outlet side of the cooler core 16 and the cooling water inlet side of the chiller 14 are in communication, a state in which the cooling water outlet side of the cooler core 16 and the first communication channel 23 are in communication, The state where the cooling water inlet side of the chiller 14 and the first communication flow path 23 side are communicated with each other can be switched.

This makes it possible to switch to the independent operation mode, compressor stop dehumidification mode, intake air cooling priority mode, and intake air cooling auxiliary mode shown in FIGS.

In the present embodiment, the first three-way valve 25 includes cooling water that flows from the cooling water outlet side of the cooler core 16 toward the cooling water inlet side of the chiller 14 and the cooling water inlet side of the chiller 14 from the first communication channel 23 side. The flow rate ratio with the cooling water flowing toward is adjustable. Thereby, both the cooler core 16 and the intercooler 15 can be adjusted to an appropriate temperature.

In the present embodiment, the second three-way valve 27 adjusts the flow rate ratio between the cooling water flowing through the bypass flow path 26 and the cooling water flowing through the radiator 13. As a result, the amount of heat released to the outside air can be adjusted by changing the flow rate of the cooling water to the radiator 13, so that the intake air cooling temperature of the intercooler 15 can be controlled.

In the present embodiment, the second three-way valve 27 is disposed in a connection portion between the bypass circulation channel 26 and the portion of the second circulation flow path 22 on the cooling water outlet side of the radiator 13 and the cooling water inlet side of the intercooler 15. ing. The second three-way valve 27 includes cooling water that flows from the cooling water outlet side of the radiator 13 toward the cooling water inlet side of the intercooler 15, and cooling that flows from the bypass flow path 26 side toward the cooling water inlet side of the intercooler 15. Adjust the flow ratio with water. Thereby, the intercooler 15 can be adjusted to an appropriate temperature.

(Second Embodiment)
FIG. 7 shows an overall configuration of the vehicle cooling system 10 in the present embodiment. In this embodiment, arrangement | positioning of the 1st pump 11, the chiller 14, and the cooler core 16 is changed with respect to 1st Embodiment.

Also in the present embodiment, as in the first embodiment, the independent operation mode shown in FIG. 8, the compressor dehumidification mode shown in FIG. 9, the intake air cooling priority mode shown in FIG. 10, and the intake air cooling auxiliary mode shown in FIG. Can be switched.

In each mode of the present embodiment, the cooling water circulation direction in the first circulation passage 21 is opposite to that of the first embodiment, but the same effects as those of the first embodiment can be achieved. .

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

In the above embodiment, the intercooler 15 is disposed between the second pump 12 and the radiator 13, but the intercooler 15 is disposed between the second three-way valve 27 and the second pump 12. Also good.

In the above embodiment, the second three-way valve 27 is disposed at the junction where the second circulation channel 22 and the bypass channel 26 merge, but the second three-way valve 27 extends from the second circulation channel 22. You may arrange | position in the branch part which the bypass flow path 26 branches. The vehicle cooling system 10 may not have the bypass flow path 26 and the second three-way valve 27.

In the above embodiment, the first pump 11 is disposed between the chiller 14 and the cooler core 16, but the first pump 11 may be disposed between the cooler core 16 and the first three-way valve 25. .

In the above embodiment, cooling water is used as the heat medium of the vehicle cooling system 10, 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.

Also, since the heat capacity of the heat medium can be increased, the amount of heat stored in the heat medium itself can be increased. The amount of cold storage heat of the heat medium itself is the amount of cold storage heat by sensible heat.

Even if the compressor 32 is not operated by increasing the amount of regenerative heat, it is possible to control the temperature and temperature of the equipment using the regenerative heat for a certain amount of time. Can be realized.

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, graphene, graphite core-shell nanoparticle, Au nanoparticle-containing CNT, and the like can be used as the constituent atoms of the nanoparticle. CNT is a carbon nanotube. The graphite core-shell type nanoparticle is a particle body having a structure such as a carbon nanotube surrounding the atom.

In the refrigeration cycle 31 of the above embodiment, a chlorofluorocarbon refrigerant is used as the refrigerant. However, the type of the refrigerant is not limited to this, and a natural refrigerant such as carbon dioxide, a hydrocarbon refrigerant, or the like may be used. .

The refrigeration cycle 31 of the above embodiment 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. It may be.

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

A chiller (14) for exchanging heat between the low-pressure side refrigerant of the refrigeration cycle (31) and the heat medium to cool the heat medium;
A cooler core (16) that cools the air by exchanging heat between the heat medium cooled by the chiller (14) and air blown into the vehicle interior;
A first circulation channel forming part (21) for forming a first circulation channel for circulating the heat medium between the chiller (14) and the cooler core (16);
An intercooler (15) that cools the intake air by exchanging heat between the intake air of the engine and the heat medium;
A radiator (13) for exchanging heat between the heat medium exchanged by the intercooler (15) and the outside air;
A second circulation channel forming part (22) for forming a second circulation channel for circulating the heat medium between the intercooler (15) and the radiator (13);
A portion of the first circulation channel (21) on the heat medium outlet side of the cooler core (16) and a heat medium inlet side of the chiller (14), and the intercooler of the second circulation channel (22). (15) connected to the heat medium outlet side and the radiator (13) on the heat medium inlet side, and communicates the first circulation channel (21) and the second circulation channel (22). A first communication channel forming part (23) for forming one communication channel;
A part of the first circulation channel (21) on the heat medium outlet side of the chiller (14) and a heat medium inlet side of the cooler core (16), and the radiator of the second circulation channel (22) ( 13) connected to the heat medium outlet side of the intercooler (15) and the heat medium inlet side portion of the intercooler (15), and communicates the first circulation channel (21) and the second circulation channel (22). A second communication channel forming part (24) for forming two communication channels;
A state in which the first circulation channel (21) and the second circulation channel (22) are communicated with each other by the first communication channel (23) and the second communication channel (24); A vehicle cooling system comprising a switching unit (25) for switching.
The switching unit (25)
A three-way valve disposed at a connection between the first circulation channel (21) and the first communication channel (23);
A state in which the heat medium outlet side of the cooler core (16) communicates with the heat medium inlet side of the chiller (14), and a heat medium outlet side of the cooler core (16) and the first communication flow path (23). 2. The vehicle cooling system according to claim 1, wherein the vehicle cooling system can be switched between a communication state and a state where the chiller (14) communicates with the heat medium inlet side and the first communication flow path (23) side.
The switching unit (25)
The heat medium that flows from the heat medium outlet side of the cooler core (16) toward the heat medium inlet side of the chiller (14), and the heat medium inlet of the chiller (14) from the first communication channel (23) side The vehicle cooling system according to claim 2, wherein a flow rate ratio to the heat medium flowing toward the side is adjustable.
A bypass flow path forming section (26) for forming a bypass flow path in which the heat medium exchanged by the intercooler (15) flows by bypassing the radiator (13);
The flow rate ratio adjusting part (27) for adjusting a flow rate ratio between the heat medium flowing through the bypass flow path (26) and the heat medium flowing through the radiator (13). Vehicle cooling system as described in one.
The flow rate ratio adjustment unit (27)
Of the second circulation channel (22), it is disposed at a connection portion between the bypass channel (26) and a portion on the heat medium outlet side of the radiator (13) and the heat medium inlet side of the intercooler (15). Three-way valve
The heat medium that flows from the heat medium outlet side of the radiator (13) toward the heat medium inlet side of the intercooler (15), and the heat medium inlet of the intercooler (15) from the bypass flow path (26) side The cooling system for vehicles according to claim 4 which adjusts a flow rate ratio with said heat carrier which flows toward the side.
A control device (40),
In the independent operation mode, the control device (40) controls the switching unit (25) so that only the heat medium outlet side of the cooler core (16) and the heat medium inlet side of the chiller (14) communicate with each other. The vehicle cooling system according to claim 2, wherein the heat medium is circulated through the first circulation channel (21) and the second circulation channel (22) independently of each other.
A compressor (32) disposed in the refrigeration cycle (31) for compressing and discharging the sucked refrigerant;
A control device (40),
In the compressor stop dehumidification mode, the control device (40)
By controlling the switching unit (25) so that only the heat medium outlet side of the cooler core (16) and the first communication channel communicate with each other, the heat medium so as to bypass the chiller (14). Circulate
Controlling the compressor (32) to stop;
The vehicle cooling system according to claim 2.
A flow rate adjusting device (11) arranged in the first circulation channel (21) for adjusting the flow rate of the heat medium;
A control device (40),
In the intake air cooling priority mode, the control device (40)
Controlling the switching unit (25) so that only the heat medium inlet side of the chiller (14) and the first communication channel communicate with each other;
The heat medium is circulated so as to bypass the cooler core (16) by controlling the flow rate adjusting device (11) to stop.
The vehicle cooling system according to claim 2.
A control device (40),
In the intake air cooling assist mode, the control device (40) is configured to communicate the heat medium outlet side of the cooler core (16), the heat medium inlet side of the chiller (14), and the first communication channel with each other. The cooling system for vehicles according to claim 2 which controls switching part (25).