WO2023053587A1 - Temperature adjustment device for vehicle - Google Patents

Abstract

A temperature adjustment device for a vehicle according to an aspect of the present invention comprises: a first circuit through which a first heat medium flows; a second circuit through which a second heat medium flows; a compressor that is disposed in the first circuit and that compresses the first heat medium; a first expansion valve that is disposed in the first circuit and that causes the first heat medium to expand; a battery disposed in the second circuit; and a heat exchanger that is disposed in the first and second circuits and that exchanges heat between the first and second heat media. The first heat medium sequentially passes through the compressor, the first expansion valve, and the heat exchanger in the first circuit. The first circuit has a first bypass that enables bypassing of the first expansion valve.

Description

Vehicle temperature controller

The present invention relates to a vehicle temperature control device.

The batteries installed in electric vehicles or hybrid vehicles are heated and cooled according to the outside temperature and driving conditions to maintain the optimum temperature. Patent Literature 1 discloses a refrigerant circuit capable of cooling and heating a battery via a cooling water circuit.

U.S. Patent Application Publication No. 2019/0070924

In conventional cooling circuits, a heat exchanger that heats the refrigerant and a heat exchanger that cools the refrigerant are arranged separately. As a result, the number of constituent elements of the refrigerant circuit increases, leading to an increase in cost.

An object of one aspect of the present invention is to provide a temperature control device for a vehicle that can efficiently heat and cool a battery while reducing the number of components and constructing it at a low cost.

One aspect of the vehicle temperature control device of the present invention includes a first circuit through which a first heat medium flows, a second circuit through which a second heat medium flows, and a compressor arranged in the first circuit for compressing the first heat medium. a first expansion valve arranged in the first circuit for expanding the first heat medium; a battery arranged in the second circuit; the first heat medium and the second heat medium arranged in the first circuit and the second circuit; and a heat exchanger that exchanges heat with a heat medium. The first heat medium passes through the compressor, the first expansion valve, and the heat exchanger in that order in the first circuit. The first circuit has a first detour that can bypass the first expansion valve.

According to one aspect of the present invention, there is provided a temperature control device for a vehicle that can efficiently heat and cool a battery while reducing the number of constituent elements and constructing it at a low cost.

FIG. 1 is a schematic diagram of a vehicle temperature control device according to one embodiment. FIG. 2 is a schematic diagram showing a cooling mode of the vehicle temperature control device of one embodiment. FIG. 3 is a schematic diagram showing a normal heating mode of the vehicle temperature control device of one embodiment. FIG. 4 is a schematic diagram showing a hot gas heating mode of the vehicle temperature control device of one embodiment. FIG. 5 is a schematic diagram showing a battery heating mode of the vehicle temperature control device of one embodiment. FIG. 6 is a Mollier diagram showing cycles when the first circuits of the comparative example and the embodiment are operated in the battery heating mode. FIG. 7 is a schematic diagram showing a battery cooling mode of the vehicle temperature control device of one embodiment. FIG. 8 is a schematic diagram of a first circuit of Modification 1. FIG. FIG. 9 is a schematic diagram of a first circuit of Modification 2. FIG. FIG. 10 is a Mollier diagram showing a cycle when the first circuit of the embodiment and modification 2 is operated in the battery cooling mode. FIG. 11 is a schematic diagram of a first circuit in a comparative form.

A temperature control device according to an embodiment of the present invention will be described below with reference to the drawings. Note that, in the drawings below, in order to make each configuration easier to understand, the actual structure and the scale and number of each structure may be different.

FIG. 1 is a schematic diagram of a vehicle temperature control device 1 of one embodiment.
A vehicle temperature control device 1 is mounted on a vehicle using a motor as a power source, such as an electric vehicle (EV), a hybrid vehicle (HEV), a plug-in hybrid vehicle (PHV), or the like.

The vehicle temperature control device 1 includes a first circuit C1, an accumulator 71, a compressor 72, a first air conditioning heat exchanger 73, a second air conditioning heat exchanger 74, and a first radiator (radiator). 77, a blowing unit 80, a first expansion valve 61, a second expansion valve 62, a third expansion valve 63, a fourth expansion valve 64, a fifth expansion valve 65, a second It has a circuit C<b>2 , a motor 2 , a power control device 4 , an inverter 3 , a second radiator 5 , a battery 6 , a heat exchanger 7 and a controller 60 .

Each part of the vehicle temperature control device 1 is classified into a control part 60, a temperature control part 1a, a cooling part 1b, and a connection part 1c.

The vehicle temperature control device 1 adjusts the temperature of the vehicle's living space in the temperature control unit 1a. On the other hand, the vehicle temperature control device 1 cools the vehicle drive units (the motor 2, the inverter 3, the power control device 4, etc.) in the cooling unit 1b as well. The vehicle temperature control device 1 performs heat exchange between the temperature control part 1a and the cooling part 1b at the connection part 1c. Therefore, in the vehicle temperature control device 1, the waste heat recovered from the driving part of the vehicle in the cooling part 1b can be used for heating the living space in the temperature control part 1a. The control unit 60 controls the temperature control unit 1a and the cooling unit 1b.

(control part)
The control unit 60 includes a first circuit C1, a compressor 72, a first radiator 77, a blower unit 80, a first expansion valve 61, a second expansion valve 62, and a third expansion valve 63. , the fourth expansion valve 64, the fifth expansion valve 65, the second circuit C2, and the second radiator 5 to control them.

(connection part)
The connection portion 1c connects the temperature control portion 1a and the cooling portion 1b. The connecting portion 1 c has a heat exchanger 7 . The heat exchanger 7 exchanges heat between the first heat medium flowing through the first circuit C1 of the temperature control section 1a and the second heat medium flowing through the second circuit C2 of the cooling section 1b.

(Temperature control part)
The temperature control unit 1a includes a first circuit C1, an accumulator 71, a compressor 72, a first air conditioning heat exchanger (air conditioning heat exchanger) 73, a second air conditioning heat exchanger 74, a first A radiator (radiator) 77, a first expansion valve 61, a second expansion valve 62, a third expansion valve 63, a fourth expansion valve 64, a fifth expansion valve 65, and a blower section 80 and

A first heat medium flows through the first circuit C1. The path of the first circuit C1 includes an accumulator 71, a compressor 72, a first air conditioning heat exchanger 73, a second air conditioning heat exchanger 74, a first radiator 77, a first expansion valve 61, a second expansion valve 62, a third expansion valve 63, a fourth expansion valve 64, and a fifth expansion valve 65 are arranged.

The first circuit C1 is a heat pump device. The first circuit C1 has a plurality of pipelines 9, a plurality of on-off valves 8A, and a plurality of check valves 8B. A plurality of pipelines 9 are connected to each other to form a loop through which the first heat medium flows. The plurality of conduits 9 includes twelve conduits 9a, 9b, 9d, 9f, 9g, 9h, 9i, 9j, 9k, 9l, 9m, and 9o.
In this specification, a loop means a loop-shaped path through which a heat medium is circulated.

The opening/closing valve 8A is connected to the control section 60. The on-off valve 8A is arranged in the path of the pipeline. The opening/closing valve 8A can switch between opening and closing of the arranged pipeline. In the first circuit C1, the loop formed is switched by controlling the on-off valve 8A and the first to fifth expansion valves 61-65. The multiple on-off valves 8A include three on-off valves 8a, 8b, and 8c.

The check valve 8B is arranged in the path of the pipeline. The check valve 8B permits the flow of the first heat medium from one end on the upstream side of the arranged pipe line toward the other end on the downstream side, and does not permit the flow from the other end to the one end. The multiple check valves 8B include two check valves 8g and 8h.

Next, the configuration of each conduit 9 will be specifically described. In the description of each pipe line 9, "one end" indicates the upstream end in the flow direction of the first heat medium, and "the other end" indicates the downstream end in the flow direction of the first heat medium. show.

One end of the conduit 9a is connected to the other end of the conduit 9b and the other end of the conduit 9l. The other end of the conduit 9a is connected to one end of the conduit 9b and one end of the conduit 9d. Line 9 a passes through accumulator 71 and compressor 72 . The first heat medium flows through the accumulator 71 and the compressor 72 in this order from one end to the other end of the pipeline 9a.

One end of the conduit 9b is connected to the other end of the conduit 9a and one end of the conduit 9d. The other end of the conduit 9b is connected to one end of the conduit 9a and the other end of the conduit 9l. That is, both ends of the pipeline 9a and the pipeline 9b are connected to each other to form a loop.

One end of the conduit 9d is connected to the other end of the conduit 9a and one end of the conduit 9b. The other end of the conduit 9d is connected to one end of the conduit 9g and one end of the conduit 9f. The pipeline 9d passes through the first heat exchanger 73 for air conditioning.

One end of the conduit 9f is connected to the other end of the conduit 9d and one end of the conduit 9g. The other end of the conduit 9f is connected to one end of the conduit 9j and one end of the conduit 9h. Line 9 f passes through third expansion valve 63 and first radiator 77 . The first heat medium flows through the third expansion valve 63 and the first radiator 77 in this order from one end to the other end of the pipeline 9f.

One end of the pipeline (third detour) 9g is connected to the other end of the pipeline 9d and one end of the pipeline 9f. The other end of the conduit 9g is connected to the other end of the conduit 9j and one end of the conduit 9k.

One end of the conduit 9h is connected to the other end of the conduit 9f and one end of the conduit 9j. The other end of the pipeline 9h is connected to one end of the pipeline 9i and the other end of the pipeline 9m. The conduit 9h passes through the on-off valve 8c.

One end of the conduit 9i is connected to the other end of the conduit 9h and the other end of the conduit 9m. The other end of the pipeline 9i is connected to the downstream side of the fifth expansion valve 65 in the path of the pipeline 9b. The conduit 9i passes through a check valve 8g. The check valve 8g allows the flow of the first heat medium from one end to the other end of the pipeline 9i, and restricts the flow of the first heat medium from the other end to the one end.

One end of the conduit 9j is connected to the other end of the conduit 9f and one end of the conduit 9h. The other end of the conduit 9j is connected to the other end of the conduit 9g and one end of the conduit 9k. The conduit 9j passes through the check valve 8h. The check valve 8h permits the flow of the first heat medium from one end to the other end of the pipeline 9j and restricts the flow of the first heat medium from the other end to the one end.

One end of the conduit 9k is connected to the other end of the conduit 9g and the other end of the conduit 9j. The other end of the conduit 9k is connected to one end of the conduit 9l and one end of the conduit 9m.

One end of the conduit 9l is connected to the other end of the conduit 9k and one end of the conduit 9m. The other end of the pipeline 9l is connected to the downstream side of the fifth expansion valve 65 in the path of the pipeline 9b. Line 9 l passes through first expansion valve 61 , heat exchanger 7 and second expansion valve 62 . The first heat medium flows from one end to the other end of the pipeline 9l through the first expansion valve 61, the heat exchanger 7, and the second expansion valve 62 in this order.

One end of the conduit 9m is connected to the other end of the conduit 9k and one end of the conduit 9l. The other end of the pipeline 9m is connected to the other end of the pipeline 9h and one end of the pipeline 9i. The pipeline 9m passes through the fourth expansion valve 64 and the second heat exchanger 74 for air conditioning. The first heat medium flows from one end to the other end of the pipeline 9m through the fourth expansion valve 64 and the second air conditioning heat exchanger 74 in this order.

One end of the pipeline (first detour) 9 o is connected to the pipeline 9 l on the upstream side of the first expansion valve 61 . The other end of the pipeline 9o is connected to the pipeline 9l on the downstream side of the first expansion valve 61 . That is, the pipeline 9o is a detour that branches off from the pipeline 9l, bypasses the first expansion valve 61, and rejoins the pipeline 9l. The conduit 9l passes through the on-off valve 8a.

The accumulator 71 is arranged upstream of the compressor 72 . The accumulator 71 separates the first heat medium into gas and liquid. The accumulator 71 supplies only the gas-phase first heat medium to the compressor 72 and suppresses the intake of the liquid-phase first heat medium into the compressor 72 .

The compressor 72 compresses the passing first heat medium to raise the temperature. The compressor 72 discharges the high pressure gas phase first heat medium to the downstream side. Compressor 72 is electrically driven by power supplied from battery 6 .

The first radiator 77 has a fan and releases the heat of the first heat medium to the outside air to cool the first heat medium. The first radiator 77 is a heat exchanger that exchanges heat between the first heat medium and the air outside the vehicle compartment.

The first to fifth expansion valves 61 to 65 expand the first heat medium to lower the temperature of the first heat medium. Further, the first to fifth expansion valves 61 to 65 can be completely opened to allow passage of the first heat medium without a large pressure change, or completely closed to restrict the passage of the first heat medium. can also The opening of the first to fifth expansion valves 61 to 65 is adjusted by the controller 60 to adjust the pressure and temperature of the downstream first heat medium. Even when the expansion valve is completely opened, the heat medium undergoes a slight pressure drop when passing through the expansion valve.

The first air-conditioning heat exchanger 73 exchanges heat between the first heat medium whose temperature has been raised by passing through the compressor 72 and the air. That is, the first air-conditioning heat exchanger 73 exchanges heat between the first heat medium and the air. As a result, the first air-conditioning heat exchanger 73 warms the air in the air flow passage 86f sent from the blower 85 in the blower section 80 .

The second air-conditioning heat exchanger 74 exchanges heat between the first heat medium whose temperature has decreased after passing through the fourth expansion valve and the air. That is, the second air-conditioning heat exchanger 74 exchanges heat between the first heat medium and the air. Thereby, the second air-conditioning heat exchanger 74 cools or dehumidifies the air in the air flow passage 86f sent from the blower 85 in the blower section 80 .

The blower section 80 has a duct 86 and a blower 85 . Inside the duct 86, an air flow passage 86f is provided. The air flow passage 86f is a path for supplying air outside the vehicle to the inside of the vehicle. The air flow passage 86f is also a path for taking in the air inside the vehicle and supplying it to the inside of the vehicle again. An air intake port 86a is provided at one end of the air flow passage 86f for allowing air outside or inside the vehicle to flow into the air flow passage 86f. A blowout port 86b for discharging the air in the air flow passage 86f into the vehicle is provided on the other end side of the air flow passage 86f.

Inside the air flow passage 86f, a fan 85, a second air-conditioning heat exchanger 74, and a first air-conditioning heat exchanger 73 are arranged in this order from the intake port 86a side toward the blowout port 86b side. . The blower 85 circulates air from one end side of the air circulation passage 86f toward the other end side. That is, the second air-conditioning heat exchanger 74 and the first air-conditioning heat exchanger 73 are arranged in the blowing flow path of the blower 85 . The second air conditioning heat exchanger 74 cools and dehumidifies the air sent by the blower 85 . On the other hand, the first air conditioning heat exchanger 73 heats the air sent by the blower 85 .

The air flow passage 86f is provided with a bypass flow passage 86c that bypasses the first air-conditioning heat exchanger 73 and allows air to flow. Further, on the upstream side of the bypass flow passage 86c, there is an air mix damper 86d that adjusts the proportion of the air that has passed through the second air conditioning heat exchanger 74 and is heated by the first air conditioning heat exchanger 73. is provided. The air mix damper 86d is connected to and controlled by the controller 60 .

(cooling part)
The cooling unit 1b includes a second circuit C2, a motor 2, a power control device 4, an inverter 3, a second radiator 5, and a battery 6.

A second heat medium flows through the second circuit C2. A motor 2, a power controller 4, an inverter 3, a second radiator 5, and a battery 6 are arranged in the path of the second circuit C2. The second circuit C2 has a plurality of pipelines 11 to 19, a first switching section 31, a second switching section 32, a third switching section 33, a first pump 41, and a second pump 42. . The first pump 41 and the second pump 42 unidirectionally pump the second heat medium in the arranged pipelines. A plurality of pipelines are connected to each other to form a loop through which the second heat medium flows.

The switching units 31 to 33 are connected to the control unit 60, and switch the pipeline through which the second heat medium passes by switching open or closed. The switching units 31 to 33 are arranged at a portion where three or more pipelines merge, and connect any two pipelines out of the plurality of connected pipelines. In the following description, the switching units 31 to 33 are referred to as the first switching unit 31, the second switching unit 32, and the third switching unit 33 when they are distinguished from each other.

The first switching section 31 is a four-way valve. The first switching unit 31 has four connection ports A, B, C, and D. The first switching unit 31 allows two sets of two connection ports among the four connection ports A, B, C, and D to communicate with each other. A conduit 19 is connected to the connection port A. A conduit 18 is connected to the connection port C. As shown in FIG. Both ends of the pipeline 12 are connected to the connection ports B and D, respectively.

The first switching unit 31 can switch between two connection states (first connection state and second connection state). In the first connection state, the first switching unit 31 causes the connection ports A and C and the connection ports B and D to communicate with each other. The first switching unit 31 in the first connection state communicates both ends of the pipeline 12 while allowing the pipeline 18 and the pipeline 19 to communicate with each other. In the first connection state, the first switching unit 31 causes the connection ports A and B and the connection ports C and D to communicate with each other. The first switching unit 31 in the second connection state allows the conduit 18 and one end of the conduit 12 to communicate with each other, and allows the conduit 19 and the other end of the conduit 12 to communicate with each other.

The second switching section 32 has a first valve 32a, a second valve 32b, a first connecting pipe line 32c, and a second connecting pipe line 32d. The first connecting pipeline 32 c extends across the connecting portion of the pipelines 11 and 16 and the connecting portion of the pipelines 19 and 17 . In addition, the second connecting pipeline 32 d extends across the connecting portion of the pipelines 15 and 16 and the connecting portion of the pipelines 18 and 17 .

The first valve 32a is a three-way valve. The first valve 32a is arranged at the connecting portion of the first connecting pipeline 32c, the pipeline 19, and the pipeline 17. As shown in FIG. The first valve 32 a allows either one of the first connecting pipeline 32 c and the pipeline 17 to communicate with the pipeline 19 . Thereby, the first valve 32 a causes the second heat medium flowing through the pipeline 19 to flow to either the first connecting pipeline 32 c or the pipeline 17 .

The second valve 32b is a two-way valve. A second valve 32 b is arranged in the path of the conduit 16 . The second valve 32b can switch between an open state in which the second heat medium flows through the conduit 16 and a closed state in which the flow of the second heat medium is stopped. The second valve 32b of this embodiment is a solenoid valve controlled by the controller 60 .

The third switching section 33 is a three-way valve. The third switching portion 33 is arranged at the connecting portion of the pipeline 11 , the pipeline 13 , and the pipeline 14 . The third switching unit 33 allows either the pipeline 13 or the pipeline 14 to communicate with the pipeline 11 . Thereby, the third switching unit 33 causes the second heat medium flowing through the pipeline 11 to flow through either the pipeline 13 or the pipeline 14 .

Next, the configuration of each of the conduits 11-19 will be specifically described.
Some of the pipes 11 to 19 change the flow direction of the second heat medium flowing therein due to the loops formed. Therefore, in the description of each of the pipelines 11 to 19, "one end" and "the other end" of the pipeline simply indicate either of the two ends of the pipeline, not necessarily the first end. 2 It does not indicate the flow direction of the heat transfer medium.

One end of the pipeline 11 is connected to the pipeline 16 and the first connecting pipeline 32c. The other end of conduit 11 is connected to conduit 13 and conduit 14 . Line 11 passes through first pump 41 , power controller 4 , inverter 3 and motor 2 . The first pump 41 pressure-feeds the second heat medium from one end side to the other end side of the pipeline 11 .

One end of the conduit 12 is connected to the connection port D of the first switching section 31 . The other end of the conduit 12 is connected to the connection port B of the first switching section 31 . Line 12 passes through second pump 42 and battery 6 . The second pump 42 pressure-feeds the second heat medium from one end side to the other end side of the pipeline 12 .

One end of the conduit 13 is connected to the conduits 11 and 14 via the third switching section 33 . The other end of conduit 13 is connected to conduit 14 and conduit 15 . A conduit 13 passes through the second radiator 5 . The second heat medium passing through pipe 13 is cooled by second radiator 5 .

One end of the conduit 14 is connected to the conduits 11 and 13 via the third switching section 33 . The other end of conduit 14 is connected to conduit 13 and conduit 15 . That is, the pipeline 14 is connected to both ends of the pipeline 13 . One of line 13 and line 14 bypasses the other.

One end of the conduit 15 is connected to the conduits 13 and 14 . The other end of pipeline 15 is connected to pipeline 16 and second connecting pipeline 32d.

One end of the pipeline 16 is connected to the pipeline 15 and the second connecting pipeline 32d. The other end of conduit 16 is connected to conduit 11 and first connecting conduit 32c.

One end of the pipeline 17 is connected to the pipeline 19 and the first connecting pipeline 32c. The other end of the pipeline 17 is connected to the pipeline 18 and the second connecting pipeline 32d.

One end of the pipeline 18 is connected to the pipeline 17 and the second connecting pipeline 32d. The other end of the conduit 18 is connected to the connection port C of the first switching section 31 .

One end of the conduit 19 is connected to the connection port A of the first switching section 31 . The other end of the pipeline 19 is connected to the pipeline 17 and the first connecting pipeline 32c via the first valve 32a. Line 19 passes through heat exchanger 7 .

The motor 2 is a motor-generator that has both a function as an electric motor and a function as a generator. The motor 2 is connected to wheels of the vehicle via a speed reduction mechanism (not shown). The motor 2 is driven by alternating current supplied from the inverter 3 to rotate the wheels. Thereby, the motor 2 drives the vehicle. Also, the motor 2 regenerates the rotation of the wheels to generate alternating current. The generated electric power is stored in the battery 6 through the inverter 3 . Oil is stored in the housing of the motor 2 for cooling and lubricating each part of the motor.

The inverter 3 converts the direct current of the battery 6 into alternating current. Inverter 3 is electrically connected to motor 2 . The AC current converted by the inverter 3 is supplied to the motor 2 . That is, the inverter 3 converts the DC current supplied from the battery 6 into AC current and supplies the AC current to the motor 2 .

The power control device 4 is also called an IPS (Integrated Power System). The power control device 4 has an AC/DC conversion circuit and a DC/DC conversion circuit. The AC/DC conversion circuit converts an alternating current supplied from an external power source into a direct current and supplies the direct current to the battery 6 . That is, the power control device 4 converts alternating current supplied from the external power supply into direct current in the AC/DC conversion circuit and supplies the direct current to the battery 6 . The DC/DC conversion circuit converts the DC current supplied from the battery 6 into DC currents of different voltages, and supplies the DC currents to the control unit 60 and the like.

The battery 6 supplies power to the motor 2 via the inverter 3 . Also, the battery 6 is charged with electric power generated by the motor 2 . Battery 6 may be charged by an external power source. Battery 6 is, for example, a lithium ion battery. The battery 6 may be of other forms as long as it is a secondary battery that can be repeatedly charged and discharged.

The second radiator 5 has a fan and releases the heat of the second heat medium to the outside air to cool the second heat medium. That is, the second radiator 5 is an exchanger that exchanges heat with the outside air.

(each mode)
The vehicle temperature control device 1 of this embodiment has a cooling mode, a normal heating mode, a hot gas heating mode, a battery heating mode, and a battery cooling mode. Each mode can be switched to each other by switching the open/close valve 8A. Note that the vehicle temperature control device 1 may have other modes that can be configured by switching the open/close valve 8A.

(cooling mode)
FIG. 2 is a schematic diagram of the vehicle temperature control device 1 in the cooling mode.
In the vehicle temperature control device 1 in the cooling mode, the first heat medium absorbs heat from the air flowing through the air flow passage 86f in the second air conditioning heat exchanger 74 and radiates it to the outside of the vehicle in the first radiator 77 . That is, the first heat medium transfers heat from inside the vehicle to outside the vehicle. Thereby, the first heat medium cools the air inside the vehicle.

The cooling mode first circuit C1 has a cooling loop Lc. The cooling loop Lc includes an accumulator 71, a compressor 72, a first air conditioning heat exchanger 73, a third expansion valve 63, a first radiator 77, a fourth expansion valve 64, and a second air conditioning heat exchanger. 74, to circulate the first heat medium.

In the cooling mode, no heat is exchanged between the first circuit C1 and the second circuit C2. Therefore, in the cooling mode, the loop formed in the second circuit C2 is not limited.

The vehicle temperature control device 1 is set to the cooling mode by switching the opening/closing valve 8A and the first to fifth expansion valves 61 to 65 as follows. That is, the vehicle temperature control device 1 in the cooling mode closes the open/close valve 8a, closes the open/close valve 8b, and closes the open/close valve 8c. Further, the vehicle temperature control device 1 in the cooling mode completely closes the first expansion valve 61, completely closes the second expansion valve 62, completely opens the third expansion valve 63, and completely closes the third expansion valve 63. 4 expansion valve 64 is adjusted to reduce the pressure of the first heat medium passing therethrough, and the fifth expansion valve 65 is completely closed.

In addition, in the cooling mode, the air mix damper 86d of the blower section 80 closes the flow path port on the blowout port 86b side and opens the bypass flow path. Thereby, the air blower 80 sends the air cooled by the second air-conditioning heat exchanger 74 into the vehicle interior without passing through the first air-conditioning heat exchanger 73 .

When the compressor 72 is operated in the cooling mode, the high-pressure vapor-phase first heat medium discharged from the compressor 72 releases heat in the process of passing through the first air-conditioning heat exchanger 73 and the first radiator 77 and liquefies. do. The high-pressure liquid-phase first heat medium is decompressed by passing through the fourth expansion valve 64, vaporized in the second air-conditioning heat exchanger 74, and absorbs heat from the air in the air flow passage 86f. Further, the low-pressure vapor-phase first heat medium is sucked into the compressor 72 again through the accumulator 71 .

(Normal heating mode)
FIG. 3 is a schematic diagram of the vehicle temperature control device 1 in the normal heating mode.
In the vehicle temperature control device 1 in the normal heating mode, the first heat medium absorbs heat from the outside air through the first radiator 77 and radiates heat into the air flow passage 86f through the first heat exchanger 73 for air conditioning. That is, the first heat medium transfers heat from outside the vehicle to inside the vehicle. Thereby, the first heat medium heats the air inside the vehicle.

The first circuit C1 in normal heating mode has a heating loop Lh. The heating loop Lh passes through the accumulator 71, the compressor 72, the first air-conditioning heat exchanger 73, the third expansion valve 63, and the first radiator 77 in this order to circulate the first heat medium.

Note that heat is not exchanged between the first circuit C1 and the second circuit C2 in the normal heating mode. Therefore, in the normal heating mode, the loop formed in the second circuit C2 is not limited.

The vehicle temperature control device 1 is set to the normal heating mode by switching the opening/closing valve 8A and the first to fifth expansion valves 61 to 65 as follows. That is, the vehicle temperature control device 1 in the normal heating mode closes the on-off valve 8a, closes the on-off valve 8b, and opens the on-off valve 8c. Furthermore, the vehicle temperature control device 1 in the normal heating mode completely closes the first expansion valve 61, completely closes the second expansion valve 62, and adjusts the opening degree of the third expansion valve 63. The pressure of the passing first heat medium is reduced, the fourth expansion valve 64 is completely closed, and the fifth expansion valve 65 is completely closed.

In addition, in the normal heating mode, the air mix damper 86d of the air blowing section 80 opens the flow path port on the blowout port 86b side. Thereby, the air blower 80 sends the air heated by the first air-conditioning heat exchanger 73 into the passenger compartment.

When the compressor 72 is operated in the normal heating mode, the high-pressure vapor-phase first heat medium discharged from the compressor 72 radiates heat and liquefies while passing through the first air-conditioning heat exchanger 73 . The first heat medium in the high-pressure liquid phase is decompressed by passing through the third expansion valve 63, vaporized in the first radiator 77, and absorbs heat from outside air. Further, the low-pressure vapor-phase first heat medium is sucked into the compressor 72 again through the accumulator 71 .

Although illustration is omitted, the dehumidification heating mode may be selected when dehumidification is performed along with heating of the passenger compartment. In this case, from the normal heating mode, the on-off valve 8c is closed, the on-off valve 8b is opened, the third expansion valve 63 is completely closed, and the fourth expansion valve 64 is opened while adjusting the degree of opening. The pressure of the passing first heat medium is reduced. As a result, the first heat medium does not evaporate in the first radiator 77, but evaporates when passing through the second air-conditioning heat exchanger 74, absorbs heat from the air in the air flow passage 86f, and causes condensation. It dehumidifies the air.

(hot gas heating mode)
FIG. 4 is a schematic diagram of the vehicle temperature control device 1 in the hot gas heating mode.
In the vehicle temperature control device 1 in the hot gas heating mode, the first heat medium takes out heat from the compressor 72, receives heat from the second circuit C2 in the heat exchanger 7, and receives heat from the second air conditioning heat exchanger 74. The inside of the vehicle is heated by dissipating heat to the air in the air circulation passage 86f. The hot gas heating mode is selected when the outside air temperature is extremely low and it is difficult for the first radiator 77 to absorb heat.

The first circuit C1 in the hot gas heating mode has a first hot gas loop L1 and a heat storage loop L1a that simultaneously circulate the first heat medium. The first hot gas loop L1 passes through the accumulator 71, the compressor 72, the first air conditioning heat exchanger 73, the first expansion valve 61, the heat exchanger 7, and the second expansion valve 62 in this order. Circulate the first heat medium. The heat storage loop L1a passes through the accumulator 71, the compressor 72, and the fifth expansion valve 65 in this order to circulate the first heat medium.

The second circuit C2 in hot gas heating mode has a motor heat dissipation loop P1. The motor heat dissipation loop P1 passes through the first pump 41, the power controller 4, the inverter 3, the motor 2, and the heat exchanger 7 to circulate the second heat medium. In the motor heat dissipation loop P1, heat from the motor 2, the inverter 3, and the power control device 4 is transferred to the second heat medium. Further, this heat is transferred in the heat exchanger 7 to the first heat medium of the first circuit C1.

The vehicle temperature control device 1 is set to the hot gas heating mode by switching the opening/closing valve 8A and the first to fifth expansion valves 61 to 65 as follows. That is, the vehicle temperature control device 1 in the hot gas heating mode closes the on-off valve 8a, opens the on-off valve 8b, and closes the on-off valve 8c. Furthermore, the vehicle temperature control device 1 in the hot gas heating mode adjusts the degree of opening of the first expansion valve 61 to reduce the pressure of the passing first heat medium, completely open the second expansion valve 62, and The third expansion valve 63 is completely closed, the fourth expansion valve 64 is completely closed, and the opening of the fifth expansion valve 65 is adjusted to reduce the pressure of the first heat medium passing through.

Furthermore, the vehicle temperature control device 1 configures the motor heat radiation loop P1 in the second circuit C2 by switching the switching units 31 to 33 as follows. That is, the first switching unit 31 allows the pipeline 18 and the pipeline 19 to communicate with each other. The second switching unit 32 allows the conduit 19, the first connecting conduit 32c, and the conduit 11 to communicate with each other, and the conduit 15, the second connecting conduit 32d, and the conduit 18 to communicate with each other. The third switching unit 33 connects the pipeline 11 and the pipeline 14 and closes the pipeline 13 .

In the hot gas heating mode, the air mix damper 86d of the air blower 80 opens the flow path port on the blower port 86b side. Thereby, the air blower 80 sends the air heated by the first air-conditioning heat exchanger 73 into the passenger compartment.

In the hot gas heating mode, an accumulator 71 and a compressor 72 are arranged in the pipeline 9a that is a common portion of the first hot gas loop L1 and the heat storage loop L1a. The first heat medium discharged from the compressor 72 branches and flows through the pipeline 9d and the pipeline 9b. The first heat medium that has flowed through the pipeline 9 d circulates through the first hot gas loop L 1 and returns to the accumulator 71 . The first heat medium that has flowed through the pipeline 9 b circulates through the heat storage loop L 1 a and returns to the accumulator 71 . That is, the first heat medium branched and flowed into the pipeline 9 d and the pipeline 9 b is sucked into the accumulator 71 and the compressor 72 after being joined on the upstream side of the accumulator 71 .

In the heat storage loop L1a, the high-pressure gas-phase first heat medium discharged from the compressor 72 is decompressed by passing through the fifth expansion valve 65 to become a low-pressure gas-phase, and passes through the accumulator 71 to the compressor again. Inhaled at 72.

In the heat storage loop L1a, although the pressure of the first heat medium is reduced by the fifth expansion valve 65, it does not radiate heat. Therefore, the first heat medium circulating in the heat storage loop L1a stores the energy of the compressor 72 as heat. That is, the heat storage loop L1a is a loop that extracts heat from the compressor 72 and stores the heat. According to this embodiment, the temperature of the first heat medium can be increased by circulating the first heat medium in the heat storage loop L1a.

In the first hot gas loop L1, the high-pressure vapor-phase first heat medium discharged from the compressor 72 releases heat and liquefies while passing through the first air-conditioning heat exchanger 73. The first heat medium in the high-pressure liquid phase is decompressed by passing through the first expansion valve 61, vaporized in the heat exchanger 7, and absorbs heat from the second heat medium in the second circuit C2. Further, the low-pressure vapor-phase first heat medium is sucked into the compressor 72 again through the completely opened second expansion valve 62 and the accumulator 71 .

The first heat medium circulating in the first hot gas loop L1 releases heat in the first air conditioning heat exchanger 73 and liquefies, and in the heat exchanger 7 absorbs heat from the second heat medium in the second circuit C2 and evaporates. do. However, when sufficient heat absorption cannot be obtained from the second circuit C2, the temperature of the first heat medium does not rise and vaporization of the first heat medium does not proceed easily. In this case, there is a possibility that the gas-phase first heat medium cannot be sufficiently supplied from the accumulator 71 to the compressor 72 .

According to this embodiment, the vehicle temperature control device 1 in the hot gas heating mode circulates the first heat medium in the heat storage loop L1a together with the first hot gas loop L1. Therefore, the first heat medium circulating through the first hot gas loop L1 and the heat storage loop L1a is mixed and sucked into the compressor 72 via the accumulator 71 . Therefore, the first heat medium whose temperature is sufficiently high and whose vaporization has progressed flows into the accumulator 71 . According to the vehicle temperature control device 1 of the present embodiment, the function of the compressor 72 is sufficiently exerted to supply the high-temperature and high-pressure first heat medium to the first air-conditioning heat exchanger 73. The vehicle interior can be heated even at low temperatures.

In this embodiment, the first heat medium in the first hot gas loop L1 is the first expansion valve 61
downstream of and upstream of the accumulator 71 through the heat exchanger 7 . The heat exchanger 7 exchanges heat between the first heat medium of the first circuit C1 and the second heat medium of the second circuit C2. That is, the first heat medium in the first hot gas loop L1 receives heat from the second heat medium in the heat exchanger 7 .

According to the vehicle temperature control device 1 of the present embodiment, in the first hot gas loop L1, the first heat medium in the low-pressure liquid phase pressure-reduced by the first expansion valve 61 is supplied with the second heat of the second circuit. It can receive heat from a medium. As a result, the vehicle temperature control device 1 can efficiently use the heat of the second circuit C2 in the first circuit C1 to advance the vaporization of the first heat medium flowing into the accumulator 71 .

In the present embodiment, a case has been described in which the heat exchanger 7 as the heat absorbing section is arranged in the path of the first hot gas loop L1. However, if the first circuit C1 in the hot gas heating mode has the heat storage loop L1a together with the first hot gas loop L1, the heat storage loop L1a can receive thermal energy from the compressor 72. The first hot gas loop L1 may be a loop that does not pass through the heat exchanger 7 .

In the hot gas heating mode, by adjusting the opening degrees of the first expansion valve 61 and the fifth expansion valve 65, the first heat medium circulating through the first hot gas loop L1 and the heat storage loop L1a is You can adjust the flow ratio. Therefore, when the opening degree of the first expansion valve 61 is set to 0 (that is, when the first expansion valve 61 is completely closed), the first heat medium circulates only through the heat storage loop L1a. On the other hand, when the opening degree of the fifth expansion valve 65 is set to 0 (that is, the fifth expansion valve 65 is completely closed), the first heat medium circulates only through the first hot gas loop L1.

In the present embodiment, when the temperature and pressure of the first heat medium on the upstream side of the accumulator 71 are low, the first heat medium is circulated only through the heat storage loop L1a to sufficiently increase the temperature and pressure of the first heat medium. Later, the first heat medium may also flow through the first hot gas loop L1. Furthermore, as the temperature and pressure of the first heat medium increase sufficiently, the flow rate of the first heat medium circulating through the first hot gas loop L1 is gradually increased, and finally, the first heat in the heat storage loop L1a Circulation of the medium may be stopped.

The pipeline 9a of the first circuit C1 is provided with a sensor S that measures the pressure or temperature in the pipeline 9a. Sensor S is a temperature sensor or a pressure sensor. The sensor S is connected to the controller 60 . The sensor S of this embodiment is provided at the inlet of the accumulator 71 and measures the pressure or temperature of the first heat medium flowing into the accumulator 71 . Note that the temperature and pressure of the first heat medium hardly change before and after passing through the accumulator 71 . Sensor S is therefore considered to measure the pressure or temperature of the first heat transfer medium entering compressor 72 . Note that the sensor S may be provided at the suction port of the compressor 72 .

In the first circuit C1, the controller 60 determines the ratio of the first heat medium circulating through the first hot gas loop L1 and the heat storage loop L1a based on the measurement result of the sensor S. More specifically, the first circuit C1 is the control unit 60, and when the pressure or temperature of the first heat medium flowing into the compressor 72 is low, the ratio of the first heat medium circulating through the heat storage loop L1a is increased. . As a result, the pressure or temperature of the first heat medium flowing into the compressor 72 can be prevented from becoming too low, and the function of the compressor 72 can be sufficiently exhibited.

According to the present embodiment, the first circuit C1 has a hot gas heating mode in which the first heat medium is simultaneously circulated through the first hot gas loop L1 and the heat storage loop L1a, and a first heat medium through the heating loop Lh. It is possible to switch between normal heating mode with circulation. Therefore, when the outside air temperature is extremely low and it is difficult for the first radiator 77 to absorb heat from the outside air, the hot gas heating mode can be selected to stably heat the vehicle interior.

(battery heating mode)
FIG. 5 is a schematic diagram of the vehicle temperature control device 1 in the battery heating mode.
The battery heating mode is a mode in which the battery 6 is heated using the heat of hot gas. The first heat medium extracts heat from the compressor 72 in the vehicle temperature control device 1 in the battery heating mode. This heat moves to the second heat medium in the heat exchanger 7 and heats the battery 6 in the second circuit C2. The battery heating mode is selected when the temperature of the battery drops and there is concern that the characteristics of the battery will deteriorate.

The first circuit C1 in the battery heating mode has a second hot gas loop L2 and a heat storage loop L1a that simultaneously circulate the first heat medium. The second hot gas loop L2 passes through the accumulator 71, the compressor 72, the first air conditioning heat exchanger 73, the heat exchanger 7, and the second expansion valve 62 in this order to circulate the first heat medium. . The heat storage loop L1a passes through the accumulator 71, the compressor 72, and the fifth expansion valve 65 in this order to circulate the first heat medium.

The second hot gas loop L2 bypasses the first expansion valve 61 and allows the first heat medium to pass through the pipeline 9o, and adjusts the opening degree of the second expansion valve 62. It is the same as the first hot gas loop L1. That is, in the battery heating mode, the first expansion valve 61 is completely closed and the on-off valve 8a is opened instead. As a result, the first heat medium in the second hot gas loop L2 bypasses the first expansion valve 61 and passes through the pipeline 9o. In the battery heating mode, the second expansion valve 62 reduces the pressure of the passing first heat medium instead of the first expansion valve 61 to adjust the pressure of the first heat medium.

The second circuit C2 in battery heating mode has a battery loop P3. The battery loop P3 passes through the battery 6 and the heat exchanger 7 to circulate the second heat medium. In the battery heating mode, the heat exchanger 7 receives heat from the first heat medium circulating through the second hot gas loop L2 of the first circuit C1 and the second heat medium circulating through the battery loop P3 of the second circuit C2. to heat. Thereby, the battery 6 in the battery loop P3 is heated.

The vehicle temperature control device 1 is set to the battery heating mode by switching the opening/closing valve 8A and the first to fifth expansion valves 61 to 65 as follows. That is, the vehicle temperature control device 1 in the battery heating mode opens the on-off valve 8a, opens the on-off valve 8b, and closes the on-off valve 8c. Further, the vehicle temperature control device 1 in the battery heating mode completely closes the first expansion valve 61, adjusts the opening degree in the second expansion valve 62, reduces the pressure of the first heat medium passing through, The first expansion valve 63 is completely closed, the fourth expansion valve 64 is completely closed, and the opening of the fifth expansion valve 65 is adjusted to reduce the pressure of the first heat medium passing through.

Furthermore, the vehicle temperature control device 1 configures the battery loop P3 in the second circuit C2 by switching the first switching section 31 and the second switching section 32 as follows. That is, the first switching unit 31 allows the conduit 18 and one end of the conduit 12 to communicate, and the other end of the conduit 12 and the conduit 19 to communicate. The second switching unit 32 allows the pipeline 19, the pipeline 17, and the pipeline 18 to communicate with each other.

In addition, in the battery heating mode, the air mix damper 86d of the air blower 80 closes the flow passage port on the blowout port 86b side. This suppresses heat exchange between the first heat medium and the air in the first air-conditioning heat exchanger 73 .

In the battery heating mode, an accumulator 71 and a compressor 72 are arranged in the pipeline 9a that is a common portion of the second hot gas loop L2 and the heat storage loop L1a. The first heat medium discharged from the compressor 72 branches and flows through the pipeline 9d and the pipeline 9b. The first heat medium that has flowed through the pipeline 9 d circulates through the second hot gas loop L 2 and returns to the accumulator 71 . The first heat medium that has flowed through the pipeline 9 b circulates through the heat storage loop L 1 a and returns to the accumulator 71 . That is, the first heat medium branched and flowed into the pipeline 9 d and the pipeline 9 b is sucked into the accumulator 71 and the compressor 72 after being joined on the upstream side of the accumulator 71 .

In the heat storage loop L1a, the high-pressure gas-phase first heat medium discharged from the compressor 72 is decompressed by passing through the fifth expansion valve 65 to become a low-pressure gas-phase, and passes through the accumulator 71 to the compressor again. Inhaled at 72. In the first circuit C1 in the battery heating mode, the heat storage loop L1a extracts and stores heat from the compressor 72 to raise the temperature of the first heat medium.

In the second hot gas loop L2, the high-pressure vapor-phase first heat medium discharged from the compressor 72 does not exchange heat when passing through the first heat exchanger 73 for air conditioning. In the battery heating mode, heat exchange in the first air-conditioning heat exchanger 73 is suppressed by the action of the air mix damper 86d, so the first heat medium is less likely to be cooled in the first air-conditioning heat exchanger 73. Therefore, the first heat medium discharged from the compressor 72 passes through the first air conditioning heat exchanger 73 while maintaining a high temperature in the second hot gas loop L2.

In the second hot gas loop L2, the first heat medium bypasses the first expansion valve 61 and reaches the heat exchanger 7. Therefore, the first heat medium is not decompressed by the first expansion valve 61 . Further, as described above, the first heat medium is not cooled by the first air-conditioning heat exchanger 73 . Therefore, the first heat medium discharged from the compressor reaches the heat exchanger 7 while maintaining the high temperature gas phase.

The first heat medium in the high-pressure gas phase absorbs heat in the heat exchanger 7, the temperature drops, and part of it liquefies. The heat absorbed from the first heat medium in the heat exchanger 7 moves to the second heat medium in the second circuit C2.

The first heat medium partially liquefied after passing through the heat exchanger 7 is depressurized by passing through the second expansion valve 62, and liquefaction progresses. Further, the low-pressure vapor-phase first heat medium is sucked into the compressor 72 again through the accumulator 71 .

In the second circuit C2, the second heat medium circulates through a battery loop P3 passing through the battery 6. The second heat medium transfers the heat received from the first circuit C1 in the heat exchanger 7 to the battery 6 to heat the battery 6 .

The performance of the battery 6 may deteriorate when the temperature is too low. According to the battery heating mode of the present embodiment, the heat exchanger 7 can be used to transfer heat from the first heat medium of the first circuit C1 to the battery 6 of the second circuit C2 to heat the battery. Thereby, the performance of the battery 6 can be stabilized, and the reliability of the battery 6 can be improved.

FIG. 11 is a schematic diagram of a first circuit C1M of a comparative form for explaining the effects of this embodiment.
The first circuit C1M of the comparative form does not have the line 9o and the second expansion valve 62 compared to the above-described embodiments.

The first heat medium in the battery heating mode of the first circuit C1M of the comparative embodiment is decompressed by the first expansion valve 61, passes through the heat exchanger 7, transfers heat to the second heat medium, Go back to 72. On the other hand, the first heat medium in the battery heating mode of the first circuit C1 of the present embodiment passes through the heat exchanger 7 to transfer heat to the second heat medium, and then is decompressed by the second expansion valve 62. and then returns to the compressor 72 .

FIG. 6 is a Mollier diagram showing cycles when the first circuit C1M of the comparative example and the first circuit C1 of the embodiment are operated in the battery heating mode.

In the battery heating mode cycle of the comparative embodiment shown in FIG. 6A, the first heat medium repeats step M1, step M2, step M3, step M4, and step M5 in this order.
The first heat medium is compressed by the compressor 72 in step M1.
In step M<b>2 , the pressure of the first heat medium is reduced due to pressure loss caused by line resistance between the compressor 72 and the first expansion valve 61 .
The pressure of the first heat medium is reduced by the first expansion valve 61 in step M3. Note that even when the opening degree of the first expansion valve 61 is set to 100%, the pressure of the first heat medium passing through the first expansion valve 61 cannot be avoided due to its structure.
The first heat medium transfers heat to the heat exchanger 7 in step M4.
In step M5, the pressure of the first heat medium is reduced due to pressure loss due to pipeline resistance between the heat exchanger 7 and the compressor 72 .

In the battery heating mode cycle of this embodiment shown in FIG. 6B, the first heat medium repeats step A1, step A2, step A3, step A4, and step A5 in this order.
The first heat medium is compressed by the compressor 72 in step A1.
In step A<b>2 , the pressure of the first heat medium is reduced due to pressure loss caused by line resistance between the compressor 72 and the heat exchanger 7 .
The first heat medium transfers heat to the heat exchanger 7 in step A3.
The pressure of the first heat medium is reduced by the second expansion valve 62 in step A4.
In step A5, the pressure of the first heat medium is reduced due to the pressure loss caused by the pipeline resistance between the second expansion valve 62 and the compressor 72.

The first heat medium in the cycle of the comparative form transfers heat to the heat exchanger 7 in step M4. On the other hand, the first heat medium of the cycle of the embodiment transfers heat to the heat exchanger 7 in step A3. Comparing process M4 and process A3, the pressure of the first heat medium is higher in process A3 of the cycle of the embodiment, and therefore the temperature is also higher. Therefore, the cycle of the embodiment can send the first heat medium to the heat exchanger 7 at a higher temperature and pressure than the cycle of the comparative form, and can give more heat to the second heat medium.

According to the first circuit C1 of the present embodiment, the pipeline 9o that can bypass the first expansion valve 61 is provided. A heat medium can be sent to the heat exchanger 7 . Thereby, in the battery heating mode, the battery 6 can be efficiently heated via the second heat medium.

Further, as will be described later, according to the first circuit C1 of the present embodiment, in preparation for the case where the first expansion valve 61 is detoured, a , a second expansion valve 62 is provided. Therefore, when the first heat medium bypasses the first expansion valve 61, such as in the battery heating mode, the first heat medium is sufficiently decompressed by passing through the second expansion valve 62 and sucked into the compressor 72. can be made Thereby, the load on the compressor 72 can be reduced.

(battery cooling mode)
FIG. 7 is a schematic diagram of the vehicle temperature control device 1 in the battery cooling mode.
The battery cooling mode is a mode for cooling the battery 6 . In the battery cooling mode, the first heat medium receives the heat of the battery 6 from the second circuit C2 in the heat exchanger 7 and releases the received heat to the air in the first air conditioning heat exchanger 73 and the first radiator 77. .

The first circuit C1 in battery cooling mode has a heat receiving loop Lbc. The heat receiving loop Lbc includes an accumulator 71, a compressor 72, a first air conditioning heat exchanger 73, a third expansion valve 63, a first radiator 77, a first expansion valve 61, a heat exchanger 7, and a first heat exchanger 73. 2 expansion valves 62 in order to circulate the first heat medium.

The second circuit C2 in battery cooling mode has a battery loop P3. The battery loop P3 passes through the battery 6 and the heat exchanger 7 to circulate the second heat medium. In the battery cooling mode, the heat exchanger 7 transfers heat to the first heat medium circulating through the heat receiving loop Lbc of the first circuit C1 and cools the second heat medium circulating through the battery loop P3 of the second circuit C2. do. This cools the battery 6 in the battery loop P3.

The vehicle temperature control device 1 is set to the battery cooling mode by switching the on-off valve 8A and the first to fifth expansion valves 61 to 65 as follows. That is, the vehicle temperature control device 1 in the battery cooling mode closes the open/close valve 8a, closes the open/close valve 8b, and closes the open/close valve 8c. Furthermore, the vehicle temperature control device 1 in the battery cooling mode adjusts the degree of opening of the first expansion valve 61 to reduce the pressure of the first heat medium passing therethrough, completely opens the second expansion valve 62, and opens the third expansion valve 62 completely. The first expansion valve 63 is completely opened, the fourth expansion valve 64 is completely closed, and the fifth expansion valve 65 is completely closed.

Furthermore, the vehicle temperature control device 1 configures the battery loop P3 in the second circuit C2 by switching the first switching section 31 and the second switching section 32 as follows. That is, the first switching unit 31 allows the conduit 18 and one end of the conduit 12 to communicate, and the other end of the conduit 12 and the conduit 19 to communicate. The second switching unit 32 allows the conduits 19 , 17 and 18 to communicate with each other, and allows the conduits 15 , 16 and 11 to communicate with each other.

When the compressor 72 is operated in the battery cooling mode, the high-pressure vapor-phase first heat medium discharged from the compressor 72 radiates heat while passing through the first air-conditioning heat exchanger 73 and the first radiator 77 . liquefy. The first heat medium in the high-pressure liquid phase is decompressed by passing through the first expansion valve 61, is partially vaporized in the heat exchanger 7, and absorbs heat from the second heat medium in the second circuit C2. Further, the low-pressure vapor-phase first heat medium is sucked into the compressor 72 again through the completely opened second expansion valve 62 and the accumulator 71 .

The performance of the battery 6 may deteriorate when the temperature is too high. Also, from the viewpoint of safety, it is required to cool the battery 6 so that the temperature of the battery 6 does not become too high. According to the battery cooling mode of this embodiment, the battery 6 can be efficiently cooled, and the reliability of the battery 6 can be improved.

According to the present embodiment, by controlling the first to fifth expansion valves 61 to 65 and the opening/closing valve 8A to switch the pipeline 9 passing through, the heat exchanger 7 allows the first circuit C1 and the second The direction of heat exchange with circuit C2 can be switched. According to the present embodiment, the battery 6 can be heated and cooled by one heat exchanger 7, and compared with the case where heat exchangers for heating and cooling are provided, respectively, the temperature control device for the vehicle 1 can be configured at low cost.

On the other hand, when adopting a configuration in which the direction of heat exchange is switched by one heat exchanger 7, the circulation efficiency of the circuit, etc. may decrease, resulting in an inefficient system as a whole. In this embodiment, the first heat medium passes through the compressor 72, the first expansion valve 61, and the heat exchanger 7 in this order in the first circuit C1, and the first circuit C1 is the first expansion valve 61 can be bypassed (first detour) 9o. As a result, in the battery heating mode (FIG. 5), the first circuit C1 passes the first heat medium through the conduit 9o to bypass the first expansion valve 61, thereby heating the high-temperature and high-pressure first heat medium. It can flow into the exchanger 7 . Furthermore, in the battery cooling mode (FIG. 7), the first circuit C1 passes the first heat medium through the first expansion valve 61 to reduce the pressure, thereby allowing the low-temperature, low-pressure first heat medium to flow into the heat exchanger 7. be able to. That is, according to the vehicle temperature control device 1 of the present embodiment, it is possible to efficiently heat and cool the battery 6 using one heat exchanger 7 .

As shown in FIG. 5, in the first circuit C1 of the present embodiment, the second expansion valve 62 is arranged downstream of the heat exchanger 7 in preparation for bypassing the first expansion valve 61. have. That is, the vehicle temperature control device 1 of the present embodiment is arranged downstream of the heat exchanger 7 and upstream of the compressor 72 in the first circuit C1, and serves as a second expansion device for expanding the first heat medium. A valve 62 is provided. Therefore, in the first circuit C1 of the present embodiment, when bypassing the first expansion valve 61, the first heat medium is decompressed by the second expansion valve 62 instead of the first expansion valve 61, It can be sent to an accumulator 71 and a compressor 72 . Therefore, even when the first heat medium does not pass through the first expansion valve 61 (that is, when it passes through the pipeline 9o), the pressure of the first heat medium sucked into the compressor 72 becomes too high. can be suppressed, and the load on the compressor 72 can be reduced.

As described above, the control unit 60 controls the degree of opening of the first expansion valve 61 and the second expansion valve 62 and the opening/closing of the opening/closing valve 8a. When closing the first expansion valve 61 and opening the on-off valve 8a, the control unit 60 adjusts the degree of opening of the second expansion valve 62 to adjust the pressure of the first heat medium sucked into the compressor 72. to adjust. By performing such control in the control unit 60, the load on the compressor 72 can be reduced.

Further, as shown in FIG. 7, the control unit 60 causes the second expansion valve 62 to open when the first heat medium passes through the first expansion valve 61 (that is, when the on-off valve 8a is closed). Fully open. By performing such control, it is possible to prevent the pressure of the first heat medium sucked into the compressor 72 from becoming too low. If the pressure of the first heat medium sucked into the compressor 72 becomes too low, it becomes necessary to increase the compression amount of the first heat medium in the compressor 72, and the flow rate of the first heat medium discharged from the compressor 72 becomes decreases. As a result, the flow rate of the first heat medium passing through the heat exchanger 7 is also reduced, and the heat exchange efficiency of the heat exchanger 7 may be reduced. According to the present embodiment, the control unit 60 performs such control, thereby minimizing the pressure drop in the second expansion valve 62 and providing the vehicle temperature control device 1 with high efficiency as a whole. .

In addition, the control unit 60 bypasses the first radiator 77 in the first circuit C1 because the first heat medium is not cooled by the first radiator 77 in the battery heating mode (FIG. 5). Here, the pipeline 9g functions as a detour that bypasses the first radiator 77 in the first pipeline. That is, the first circuit C1 has a conduit 9g that can bypass the first radiator 77. As shown in FIG. When the first heat medium bypasses the first expansion valve 61 and passes through the pipeline 9o, the controller 60 causes the first heat medium to bypass the first radiator 77 and pass through the pipeline 9g. Thereby, the first circuit C1 in the battery heating mode can supply the first heat medium to the heat exchanger 7 while maintaining the temperature of the first heat medium.

Furthermore, in the battery cooling mode ( FIG. 7 ), the control unit 60 cools the first heat medium with the first radiator 77 and then passes it through the first expansion valve 61 and the heat exchanger 7 . The control unit 60 allows the first heat medium to pass through the first radiator 77 when the first heat medium passes through the first expansion valve 61 . Thereby, the first circuit C<b>1 in the battery cooling mode can cool the first heat medium with the first radiator 77 and supply the low-temperature first heat medium to the heat exchanger 7 .

(Modification 1)
FIG. 8 is a schematic diagram of a first circuit C1b of Modification 1 that can be employed in this embodiment. Here, the same reference numerals are assigned to the same components as in the above-described embodiment, and the description thereof will be omitted.
The first circuit C1b of this modified example differs from the above-described embodiment in that an expansion valve (corresponding to the second expansion valve 62) is not provided in the pipeline 9l.
Although FIG. 8 shows loops corresponding to the battery heating mode (the second hot gas loop L2 and the heat storage loop L1a), the first circuit C1b can also configure loops for other modes. .

As shown in FIG. 5, in the first circuit C1 of the above-described embodiment, when bypassing the first expansion valve 61, the first expansion valve 62 is used instead of the first expansion valve 61 to heat the first heat medium. is decompressed. As a result, the pressure of the first heat medium sucked into the compressor 72 is reduced to protect the compressor 72 . However, when the pipeline 9 from the heat exchanger 7 to the compressor 72 is sufficiently long, or when the pressure loss in the pipeline 9 between the heat exchanger 7 and the compressor 72 is large, such as when it is bent in a complicated manner. , the first circuit C1 does not necessarily require the second expansion valve 62.

As shown in FIG. 8, in the first circuit C1b of this modified example, no expansion valve is provided in the pipeline 9 between the heat exchanger 7 and the compressor 72. Thereby, the first circuit C1b can be simplified, and the first circuit C1b can be configured at low cost.

It should be noted that the cycle of the battery heating mode of the first circuit C1b of this modified example is the cycle excluding step A4 from FIG. 6(b). When the pressure loss in the pipeline 9 between the heat exchanger 7 and the compressor 72 is large, the pressure reduction in step A5 is sufficiently large, and the battery heating mode cycle can be performed without step A4. .

Also, as shown in FIG. 7, the first heat medium passes through both the first expansion valve 61 and the second expansion valve 62 in the battery cooling mode of the first circuit C1 of the embodiment. Although the opening degree of the second expansion valve 62 is fully opened, the passing first heat medium is inevitably slightly decompressed. The pressure reduction in the second expansion valve 62 in the battery cooling mode deteriorates the efficiency of the first circuit C1.

On the other hand, in the first circuit C1b of this modified example shown in FIG. 8, since the expansion valve corresponding to the second expansion valve 62 is not provided, the first heat medium is unnecessarily decompressed in the battery cooling mode. Therefore, an efficient first circuit C1b can be configured.

(Modification 2)
FIG. 9 is a schematic diagram of a first circuit C1c of Modification 2 that can be employed in this embodiment. Here, the same reference numerals are assigned to the same components as in the above-described embodiment, and the description thereof will be omitted.
The first circuit C1c of this modified example has the second expansion valve 6 in the pipeline 9l as compared with the above-described embodiment.
2 in that it has a pipeline (second detour) 9p.
Although FIG. 9 shows a loop (heat receiving loop Lbc) corresponding to the battery heating mode, the first circuit C1c can also configure loops for other modes.

One end of the pipeline 9p is connected to the pipeline 9l on the upstream side of the second expansion valve 62. The other end of the pipeline 9p is connected to the pipeline 9l on the downstream side of the second expansion valve 62 . That is, the pipeline 9p is a detour that branches off from the pipeline 9l, bypasses the second expansion valve 62, and joins the pipeline 9l again. The conduit 9l passes through the on-off valve 8d. According to this modification, since the first circuit C1c has the pipeline 9p that bypasses the second expansion valve 62, a loop that bypasses the second expansion valve 62 can be configured as necessary. An efficient first circuit C1c can be configured by suppressing unnecessary pressure reduction of the first heat medium.

In this modification, when the first heat medium passes through the first expansion valve 61 (that is, when the opening/closing valve 8a is closed), the control unit 60 bypasses the second expansion valve 62 to The first heat medium is passed through 9p. By performing such control, it is possible to prevent the pressure of the first heat medium sucked into the compressor 72 from becoming too low. If the pressure of the first heat medium sucked into the compressor 72 becomes too low, it becomes necessary to increase the compression amount of the first heat medium in the compressor 72, and the flow rate of the first heat medium discharged from the compressor 72 becomes decreases. As a result, the flow rate of the first heat medium passing through the heat exchanger 7 is also reduced, and the heat exchange efficiency of the heat exchanger 7 may be reduced. According to this modification, the control unit 60 performs such control, thereby suppressing pressure drop in the second expansion valve 62 and providing the vehicle temperature control device 1 with high efficiency as a whole.

It should be noted that the first circuit C1c of this modification preferably constitutes a loop that bypasses the second expansion valve 62 even when switched to the hot gas heating mode (see FIG. 4). As a result, similarly to the battery cooling mode, the pressure of the first heat medium sucked into the compressor 72 can be prevented from becoming too low, and a highly efficient cycle can be realized.

Furthermore, the control unit 60 closes the first expansion valve 61 and opens the opening/closing valve 8a so that the first heat medium bypasses the first expansion valve 61 and passes through the pipeline 9o. 8 d is closed to allow the first heat medium to pass through the second expansion valve 62 . The control unit 60 adjusts the opening degree of the second expansion valve 62 to adjust the pressure of the first heat medium sucked into the compressor 72 . By performing such control in the control unit 60, the load on the compressor 72 can be reduced.

FIG. 10 is a Mollier diagram showing a cycle when the first circuits C1 and C1c of the embodiment and modification 2 are operated in the battery cooling mode. The modified first circuit C1c bypasses the second expansion valve 62 in battery cooling mode compared to the first circuit C1 of the embodiment. Therefore, by comparing the embodiment and Modification 2 in FIG. 6, the influence of the presence or absence of the second expansion valve 62 on the cycle can be confirmed.

In the battery cooling mode cycle of the embodiment shown in FIG. 10(a), the first heat medium repeats step a1, step a2, step a3, step a4, step a5, and step a6 in this order.
The first heat medium is compressed by the compressor 72 in step a1.
The first heat medium is cooled by the first radiator 77 in step a2.
In step a3, the pressure of the first heat medium is reduced by the first expansion valve 61. FIG.
The first heat medium absorbs heat from the heat exchanger 7 in step a4.
At step a5, the pressure of the first heat medium is reduced by the second expansion valve 62. FIG. Even if the second expansion valve 62 is opened at 100%, the pressure of the first heat medium passing through the second expansion valve 62 cannot be avoided due to its structure.
In step a6, the pressure of the first heat medium is reduced due to the pressure loss caused by the pipeline resistance between the heat exchanger 7 and the compressor 72.

In the battery cooling mode cycle of Modification 2 shown in FIG. 10B, the first heat medium repeats Step c1, Step c2, Step c3, Step c4, and Step c5 in this order.
The first heat medium is compressed by the compressor 72 in step c1.
The first heat medium is cooled by the first radiator 77 in step c2.
At step c3, the pressure of the first heat medium is reduced by the first expansion valve 61. As shown in FIG.
The first heat medium absorbs heat from the heat exchanger 7 in step c4.
In step c5, the pressure of the first heat medium is reduced due to pressure loss caused by line resistance between the heat exchanger 7 and the compressor 72 .

Compared to the cycle of the embodiment, the cycle of modification 2 does not cause pressure reduction (step a5) associated with passing through the second expansion valve 62 . Therefore, it is possible to prevent the pressure of the first heat medium sucked into the compressor 72 from becoming too low, and the first circuit C1c having high efficiency as a whole can be configured.

Although the first circuit C1c of Modification 2 has been described here, since the first circuit C1b of Modification 1 also does not have the second expansion valve 62, the same circuit as in Modification 2 is used in the battery cooling mode. The first heat medium can be circulated in an efficient cycle.

The embodiments of the present invention and their modifications have been described above, but each configuration and combination thereof in the embodiments and modifications are examples, and additions of configurations, Omissions, substitutions and other changes are possible. Moreover, the present invention is not limited by the embodiments.

DESCRIPTION OF SYMBOLS 1... Temperature control apparatus for vehicles, 6... Battery, 7... Heat exchanger, 9g... Pipe (third detour), 9o... Pipe (first detour), 9p... Pipe (second detour) , 60... control unit, 61... first expansion valve, 62... second expansion valve, 72... compressor, 77... first radiator (radiator), C1, C1b, C1c, C1M... first circuit, C2 …Second circuit

Claims (5)

1. a first circuit through which the first heat medium flows;
   a second circuit through which the second heat medium flows;
   a compressor arranged in the first circuit for compressing the first heat medium;
   a first expansion valve arranged in the first circuit and configured to expand the first heat medium;
   a battery arranged in the second circuit;
   a heat exchanger arranged in the first circuit and the second circuit for exchanging heat between the first heat medium and the second heat medium,
   the first heat medium passes through the compressor, the first expansion valve, and the heat exchanger in that order in the first circuit;
   The first circuit has a first detour that can bypass the first expansion valve,
   Vehicle temperature controller.
2. arranged downstream of the heat exchanger and upstream of the compressor in the first circuit;
   comprising a second expansion valve that expands the first heat medium,
   The vehicle temperature control device according to claim 1 .
3. A control unit that controls the first circuit,
   The control unit fully opens the opening of the second expansion valve when the first heat medium passes through the first expansion valve.
   The vehicle temperature control device according to claim 2 .
4. A control unit that controls the first circuit,
   The first circuit has a second detour that can bypass the second expansion valve,
   The control unit
   allowing the first heat medium to pass through the second detour when the first heat medium passes through the first expansion valve;
   allowing the first heat medium to pass through the second expansion valve when the first heat medium passes through the first detour;
   The vehicle temperature control device according to claim 2 .
5. a control unit that controls the first circuit;
   a radiator that releases the heat of the first heat medium to the outside,
   The first circuit has a third detour that can bypass the radiator,
   The control unit
   allowing the first heat medium to pass through the third detour when the first heat medium passes through the first detour;
   The vehicle temperature control device according to any one of claims 1 to 4.
   
   

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