WO2024058116A1 - Système de régulation de température de véhicule et procédé de régulation de température - Google Patents

Système de régulation de température de véhicule et procédé de régulation de température Download PDF

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Publication number
WO2024058116A1
WO2024058116A1 PCT/JP2023/033031 JP2023033031W WO2024058116A1 WO 2024058116 A1 WO2024058116 A1 WO 2024058116A1 JP 2023033031 W JP2023033031 W JP 2023033031W WO 2024058116 A1 WO2024058116 A1 WO 2024058116A1
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WIPO (PCT)
Prior art keywords
temperature
heat medium
heat
temperature control
heat exchanger
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PCT/JP2023/033031
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English (en)
Japanese (ja)
Inventor
知康 足立
徹三 鵜飼
信也 中川
崇幸 小林
裕之 山本
英人 野山
克弘 齊藤
昌俊 森下
Original Assignee
三菱重工サーマルシステムズ株式会社
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Publication of WO2024058116A1 publication Critical patent/WO2024058116A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/655—Solid structures for heat exchange or heat conduction
    • H01M10/6556—Solid parts with flow channel passages or pipes for heat exchange
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6567—Liquids
    • H01M10/6568—Liquids characterised by flow circuits, e.g. loops, located externally to the cells or cell casings
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • H01M10/663—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine

Definitions

  • the present disclosure relates to a temperature control system installed in a vehicle and a temperature control method using the same.
  • Vehicles such as electric vehicles and so-called hybrid vehicles that obtain driving power from engines and electric motors tend to lack heat sources, but in addition to air conditioning functions required for vehicles such as heating, cooling, dehumidification, and ventilation, Thermal management and waste heat utilization of in-vehicle equipment such as batteries is required.
  • heat pump systems conventional systems include systems that include a chiller to cool the battery and a heater to warm the battery, or a system that uses a pump to transport water heated by the exhaust heat of a radiator to the temperature controlled target.
  • a number of systems have been used, such as the
  • a vehicle heat management system that can integrate air conditioning and equipment heat management consists of a primary loop in which refrigerant circulates according to the refrigeration cycle, and a heat medium (such as water) that transfers heat to and from the refrigerant in the primary loop indoors using a pump.
  • a system has been proposed that includes a secondary loop that transports the air to the heater core of an air conditioning unit (for example, Patent Document 1).
  • An object of the present disclosure is to provide a vehicle temperature control system and a vehicle temperature control method that can suppress power consumption.
  • the present disclosure is a temperature control system for a vehicle, and includes a refrigerant circuit that includes a compressor, a high-pressure side heat exchanger, a pressure reduction section, and a low-pressure side heat exchanger, and is configured to allow refrigerant to circulate according to a refrigeration cycle; A heat medium circuit configured to allow circulation of a heat medium that transfers heat to and receives heat from the refrigerant.
  • the heat medium circuit includes a high-pressure side heat exchanger that exchanges heat between the refrigerant and the heat medium, a low-pressure side heat exchanger that exchanges heat between the refrigerant and the heat medium, a pump configured to be able to pump the heat medium, and a pump configured to pump the outside air.
  • the temperature control system cools the temperature control equipment with outside air via a heat medium that circulates between the outdoor heat exchanger and the temperature control equipment, with the compressor stopped and the pump operating.
  • the compressor stop cooling mode is selected based on an outside air temperature sensor that detects the outside air temperature, and a judgment result that refers to the outside air temperature detected by the outside air temperature sensor and the target temperature of the temperature control device. and a control device configured to enable.
  • the present disclosure can also be applied to a temperature control method for vehicles.
  • the compressor stop cooling mode is used to reduce power consumption by the compressor and heat the temperature control device.
  • the control system can be operated economically.
  • FIG. 2 is a circuit diagram showing the vehicle temperature control system according to the first embodiment (compressor stop cooling mode, heat medium flow path pattern 1).
  • FIG. 2 is a circuit diagram showing a heat medium flow path pattern 2 of the system shown in FIG. 1.
  • FIG. 2 is a circuit diagram showing a heat medium flow path pattern 3 of the system shown in FIG. 1.
  • FIG. FIG. 2 is a block diagram showing the hardware configuration of a control device.
  • FIG. 2 is a diagram showing an operating state of the system shown in FIG. 1 in a cooling mode.
  • FIG. 2 is a diagram showing an operating state of the system shown in FIG. 1 in a heat pump mode.
  • FIG. 2 is a circuit diagram showing a vehicle temperature control system according to a second embodiment (compressor stop cooling mode, heat medium flow path pattern 1).
  • 8 is a circuit diagram showing a heat medium flow path pattern 2 of the system shown in FIG. 7.
  • FIG. It is a figure which shows the operating state in the heater mode of the temperature control system for vehicles based on the modification of 2nd Embodiment.
  • the temperature control system 1 for a vehicle shown in FIG. 1 is applicable, for example, to an electric vehicle that does not have an engine and obtains driving force for running the vehicle from an electric motor for running, or for an electric vehicle that does not have an engine and receives driving force for running the vehicle from an engine and an electric motor. It is equipped on a vehicle (not shown) such as a so-called hybrid vehicle.
  • the temperature control system 1 performs air conditioning such as heating and cooling, dehumidification, and ventilation for the passenger compartment 8 in which the passengers board, as well as air conditioning for the battery device 6 (power supply device), driving motor, heat-generating electronic devices, etc. installed in the vehicle.
  • thermo management' refers to air conditioning to the appropriate temperature and humidity, and controlling in-vehicle equipment to an appropriate temperature.
  • Electric power stored in an on-vehicle battery device 6 is supplied to the temperature control system 1 and electric devices and electronic devices provided in the on-vehicle device.
  • the on-vehicle battery device 6 is charged from an external power source when the vehicle is stopped.
  • the temperature control system 1 includes a refrigerant circuit 10 configured to allow circulation of a refrigerant, a heat medium circuit 20 configured to allow circulation of a heat medium that transfers heat to and from the refrigerant, and a temperature control system 1 configured to operate the temperature control system 1 in a predetermined manner. mode, and a control device 5 that controls the operating state of the temperature control system 1 according to the operating mode.
  • the temperature control system 1 also includes, for example, an outside air temperature sensor 61 that detects the outside air temperature, a temperature sensor 62 that detects the temperature of the conditioned air blown into the vehicle interior 8, and a heat medium temperature sensor 63 that detects the temperature of the heat medium. , and a sensor that detects refrigerant pressure.
  • the temperature control system 1 includes a plurality of operation modes selected by the occupant or by the control device 5. This embodiment exemplifies a compressor stop cooling mode CM (FIGS. 1 to 3), a cooling mode (FIG. 5), and a heat pump mode (FIG. 6) as operating modes of the temperature control system 1.
  • CM compressor stop cooling mode
  • FOG. 5 cooling mode
  • FOG. 6 heat pump mode
  • the refrigerant circuit 10 includes a compressor 11, a condenser 12, an expansion valve 13, and an evaporator 14, as an example of the configuration is shown in FIG.
  • Refrigerant circulates in the refrigerant circuit 10 according to a refrigeration cycle.
  • any known appropriate single refrigerant or mixed refrigerant can be used as the refrigerant sealed in the refrigerant circuit 10.
  • HFC Hydrofluoro Carbon
  • R410A and R32 HFC refrigerants
  • HFO Hydrocarbon
  • HC hydrocarbon refrigerants
  • propane and isobutane are used as the refrigerant of this embodiment.
  • R1234yf As the refrigerant of this embodiment, HFC (Hydro Fluoro Carbon) refrigerants such as R410A and R32, HFO (Hydro Fluoro Olefin) refrigerants such as R1234ze and R1234yf, or hydrocarbon (HC) refrigerants such as propane and isobutane are used.
  • R1234yf hydrocarbon refrigerants
  • a subcritical refrigeration cycle is constructed in which the refrigerant pressure on the high-pressure side does not exceed the critical pressure of the refrigerant.
  • CO 2 carbon dioxide
  • a transcritical refrigeration cycle is configured in which the refrigerant pressure on the high pressure side exceeds the critical pressure of the refrigerant.
  • the refrigerant can radiate heat by the high-pressure side heat exchanger like the condenser 12 of this embodiment, and the refrigerant can absorb heat by the low-pressure side heat exchanger like the evaporator 14 of this embodiment.
  • a refrigerant constituting a transcritical refrigeration cycle such as carbon dioxide refrigerant, can also be employed in the refrigerant circuit 10.
  • the compressor 11 corresponds to an electric compressor equipped with a motor driven by electric power supplied from the battery device 6.
  • the compressor 11 uses a compression mechanism to adiabatically compress refrigerant sucked into a housing (not shown) and then discharges the refrigerant.
  • the condenser 12 exchanges heat between the refrigerant gas discharged from the compressor 11 and a heat medium.
  • the expansion valve 13 pressure reducing section reduces the pressure of the refrigerant flowing out from the condenser 12 to adiabatically expand the refrigerant.
  • a temperature-type expansion valve can be adopted.
  • a capillary tube can be used instead of the expansion valve 13.
  • the evaporator 14 causes the refrigerant flowing out from the expansion valve 13 to exchange heat with a heat medium.
  • the refrigerant evaporated by the evaporator 14 is sucked into the compressor 11.
  • An accumulator gas-liquid separator, not shown, can be provided between the evaporator 14 and the compressor 11.
  • a relatively high refrigerant pressure (high pressure) is applied to the condenser 12, and a relatively low refrigerant pressure (low pressure) is applied to the evaporator 14.
  • the refrigerant circulates through the refrigerant circuit 10 based on the pressure difference between high pressure and low pressure.
  • FIG. 5 the flow of refrigerant on the low pressure side is shown by a thick solid line, and the flow of refrigerant on the high pressure side is shown by a thick broken line. The same applies to other figures.
  • the heat medium circuit 20 is configured such that a heat medium capable of exchanging heat with a refrigerant can be circulated through the condenser 12 and the evaporator 14 .
  • the heat medium is used for cooling or heating at least one temperature-controlled object.
  • the temperature control targets in this embodiment correspond to the air in the vehicle interior 8 and the battery device 6.
  • the heat medium sealed in the heat medium circuit 20 is a liquid such as water or brine that circulates through the heat medium circuit 20 while maintaining a liquid phase state. Examples of the brine include a mixture of water and propylene glycol, or a mixture of water and ethylene glycol.
  • the heat medium circuit 20 includes a condenser 12, an evaporator 14, a first pump 21 and a second pump 22, an outdoor heat exchanger 23, and an indoor heat exchanger 25. , a battery device 6, and a first switching valve 31, a second switching valve 32, and a third switching valve 33 as a plurality of flow path switching valves.
  • All of the first to third switching valves 31 to 33 are electrically operated valves that can be controlled to open and close based on commands from the control device 5, and are configured to be able to switch the heat medium flow path according to each operation mode.
  • the first switching valve 31 and the second switching valve 32 are four-way valves
  • the third switching valve 33 corresponds to a three-way valve.
  • the first to third switching valves 31 to 33 can be replaced with an appropriate number of electrically operated valves having an appropriate structure in order to set a path in the heat medium circuit 20 that is necessary to realize the required operation mode.
  • the heat medium circuit 20 includes a condenser bypass path 12A that detours the heat medium from the condenser 12, and an evaporator bypass path 14A that detours the heat medium from the evaporator 14.
  • the heat medium circuit 20 may include a condenser flow rate adjustment valve 12V and an evaporator flow rate adjustment valve 14V, both of which are three-way valves.
  • the entire amount of heat medium flowing from the first switching valve 31 toward the condenser 12 is condensed without flowing into the condenser 12 by adjusting the flow rate with the condenser flow rate adjustment valve 12V. Flows into the vessel bypass path 12A.
  • the entire amount of the heat medium flowing from the first switching valve 31 toward the evaporator 14 does not flow into the evaporator 14 due to the flow rate adjustment by the evaporator flow rate adjustment valve 14V. flows into the evaporator bypass path 14A.
  • the condenser flow rate adjustment valve 12V can be replaced with two on-off valves.
  • one on-off valve can be arranged in the condenser bypass path 12A, and the other on-off valve can be arranged in the piping between the condenser flow rate adjustment valve 12V and the condenser 12.
  • the evaporator flow control valve 14V can be replaced with two on-off valves.
  • Both the first pump 21 and the second pump 22 correspond to electric pumps driven by a motor (not shown).
  • the first pump 21 pumps the heat medium by sucking in and discharging the heat medium flowing out from the evaporator 14 or the evaporator bypass path 14A.
  • the second pump 22 pumps the heat medium by sucking in and discharging the heat medium flowing out from the condenser 12 or the condenser bypass path 12A.
  • the first pump 21 and the second pump 22 are preferably configured such that the rotation speed N of the mechanism for pumping the heat medium is variable by a drive circuit section that applies a drive current to the motor.
  • the respective positions of the first pump 21 and the second pump 22 are not limited to the example shown in the drawings, and in consideration of the path of the heat medium in each operation mode, the positions of the first pump 21 and the second pump 22 are not limited to the example shown in the figure. It can be determined as appropriate within the range that allows for pressure-feeding.
  • the outdoor heat exchanger 23 exchanges heat between the outside air outside the vehicle compartment 8 and the heat medium.
  • the outdoor heat exchanger 23 corresponds to, for example, a radiator placed near an air inlet of a vehicle.
  • the outside air supplied to the outdoor heat exchanger 23 due to the running of the vehicle and the operation of the outdoor blower 23A radiates or absorbs heat based on the temperature difference between the outside air and the heat medium.
  • the indoor heat exchanger 25 provides conditioned air into the vehicle interior 8 by exchanging heat between the air sent by the indoor blower 25A and a heat medium.
  • the indoor blower 25A is driven by a motor and blows air (inside air) in the vehicle interior 8, outside air, or a mixed gas of inside air and outside air toward the indoor heat exchanger 25. It is preferable that the indoor blower 25A is configured such that its rotation speed can be variably controlled.
  • the HVAC (Heating, Ventilation, and Air Conditioning) unit U includes an indoor heat exchanger 25, an indoor blower 25A, and a duct (not shown) through which air sent by the indoor blower 25A flows.
  • the heat medium circuit 20 includes an indoor bypass path 26 that detours the heat medium from the indoor heat exchanger 25.
  • the battery device 6 includes a battery main body which is a storage battery, and a battery heat exchanger and a heat radiating member provided in the battery main body as necessary.
  • a battery heat exchanger is, for example, a heat exchanger that exchanges heat between a heat medium and air, and is provided together with a blower that blows air toward the battery body.
  • the battery device 6 is preferably maintained within a predetermined temperature range in order to stabilize the output and charging efficiency of the battery body and to suppress deterioration.
  • the temperature of the battery device 6 is adjusted to an appropriate temperature.
  • the heat medium circuit 20 corresponds to heat exchange paths 414 and 415 configured to allow heat exchange between the battery device 6 and the heat medium directly or indirectly through air or the like, and heat exchange paths 414 and 415, respectively. It also includes battery switching valves 34 and 35 as four-way valves that switch between open and closed circuits.
  • the first battery switching valve 34 is arranged, for example, between the first switching valve 31 and the evaporator flow rate adjustment valve 14V.
  • the first battery switching valve 34 allows the heat medium to flow into the first heat exchange path 414 from the pipe 401 and be supplied to the battery device 6, and the state in which the heat medium does not flow into the first heat exchange path 414 to the pipe.
  • the flow path of the heat medium can be switched to a state where the heat medium flows through the heat transfer medium 401 toward the evaporator 14.
  • the second battery switching valve 35 is arranged, for example, between the first switching valve 31 and the condenser flow rate adjustment valve 12V.
  • the second battery switching valve 35 allows the heat medium to flow into the second heat exchange path 415 from the pipe 402 and be supplied to the battery device 6, and the state in which the heat medium does not flow into the second heat exchange path 415 to the pipe.
  • the flow path of the heat medium can be switched to a state where the heat medium flows through the heat transfer medium 402 toward the condenser 12.
  • the position of the battery device 6 is not limited to this embodiment, and can be set at any position on the heat medium circuit 20.
  • the second battery switching valve 35 is provided in the pipe 403 to which the indoor heat exchanger 25 is connected, and the second battery switching valve 35 is connected to the second heat exchange path 415 and the battery device 6. You can leave it there.
  • the control device 5 corresponds to a computer including a memory 501, a calculation section 502, a storage section 503, and an input/output section 504, as shown in FIG. "Computer” also includes programmable logic controllers (PLCs). The control device 5 operates according to a computer program read from the storage unit 503 and executed.
  • PLCs programmable logic controllers
  • the control device 5 controls the drive of the compressor 11 and increases or decreases the circulating flow rate of the refrigerant, thereby increasing or decreasing the cooling capacity or the heating capacity, respectively.
  • the control device 5 uses sensors 61, 62, etc. to detect physical quantities correlated with the room temperature, such as the outside temperature, the temperature of the air-conditioned air, or the temperature of the heat medium or refrigerant, and compares the detected value with a target value. For example, by performing feedback control to control the rotation speed of the compressor 11 so as to eliminate the deviation, the room temperature can be adjusted to the target temperature.
  • compressor stop cooling mode CM The compressor stop cooling mode CM will be explained with reference to FIGS. 1 to 3.
  • the compressor 11 is stopped, that is, the battery device 6 is cooled by outside air via a heat medium while the refrigerant circuit 10 is not operating.
  • the heat medium is circulated to at least the outdoor heat exchanger 23 and the battery device 6.
  • the control device 5 selects the compressor stop cooling mode CM based on a determination result that refers to the outside air temperature T OUT detected by the outside air temperature sensor 61 and the target temperature TT of the battery device 6 that is the temperature control target.
  • the target temperature TT corresponds to the temperature of the battery body that can be said to be appropriate when considering the output of the body of the battery device 6, stabilization of charging efficiency, and prevention of deterioration.
  • the target temperature TT can be stored in the storage unit 503.
  • the target temperature T T is, for example, 15 to 20°C. Cooling of the battery device 6 by outside air is possible when the outside air temperature is lower than the target temperature TT .
  • the control device 5 determines whether the outside air temperature T OUT detected by the outside air temperature sensor 61 is within a predetermined cooling possible range ⁇ TC whose upper limit is the target temperature TT of the battery device 6, and determines whether cooling is possible. If it is determined that it is within the range ⁇ TC , the compressor stop cooling mode CM can be selected.
  • the coolable range ⁇ T C refers to the temperature range of the outside air that can contribute to lowering the temperature of the battery device 6 that is generating heat.
  • the lower limit of the coolable range ⁇ TC corresponds to, for example, a temperature at which the maximum amount of heat generated by the battery device 6 and the minimum amount of heat exchanged by the outdoor heat exchanger 23 are balanced.
  • the lower limit of the coolable range ⁇ TC is preferably set to more than 0° C. so that frost does not form on the indoor heat exchanger 25.
  • the above-mentioned minimum heat exchange amount refers to the heat exchange amount by the outdoor heat exchanger 23 when the vehicle is stopped, the air volume level of the outdoor blower 23A is the minimum, and the discharge flow rate of the pumps 21 and 22 is the minimum.
  • the control device 5 stops the operation of the compressor 11 by generating a control command to the drive circuit section of the compressor 11, and also performs the operations shown in FIGS. At least one of the pumps 21 and 22 is operated according to the patterns 1 to 3 of the heat medium flow paths shown respectively, and the pump corresponding to the flow path that is not used among the pumps 21 and 22 is stopped. In the heat medium circuit 20, a path corresponding to a pattern arbitrarily selected from flow path patterns 1 to 3 is set by opening and closing the switching valves 31 to 33.
  • control device 5 causes the heat medium to flow into the bypass paths 12A and 14A in order to suppress the heat loss of the heat medium cooled by the outside air. Preferably, heat exchange is avoided. By doing so, the pressure loss of the heat medium is reduced, so that the power consumption of the pump 21 can be suppressed.
  • Flow path pattern 1 shown in FIG. 1 includes an outdoor heat exchanger 23, a battery device 6, and an evaporator bypass path 14A.
  • the first pump 21 is activated.
  • the path indicated by the broken line is not used as the heat medium is not pumped through the path.
  • the meaning of the broken line is the same in other circuit diagrams.
  • the flow of the heat medium having a relatively low temperature is shown by a solid line
  • the flow of the heat medium having a relatively high temperature is shown by a dashed line.
  • the meanings of the solid lines and dashed-dotted lines are the same in FIGS. 1 to 3 and 7 to 9.
  • the heat medium cooled by the outside air in the outdoor heat exchanger 23 flows out of the outdoor heat exchanger 23, it passes through the first switching valve 31 and the first battery switching valve 34, and enters the outgoing path 414A of the first heat exchange path 414. and is supplied to the battery device 6. While the battery device 6 is cooled by the heat medium, the heat medium absorbs heat from the battery device 6 and rises in temperature.
  • the heat medium whose temperature has increased flows through the return path 414B of the first heat exchange path 414, and flows into the evaporator bypass path 14A via the first battery switching valve 34 and the evaporator flow rate adjustment valve 14V.
  • the heat medium flowing out from the evaporator bypass path 14A returns to the outdoor heat exchanger 23 via the second switching valve 32, and is cooled by heat radiation to the outside air.
  • the control device 5 adjusts the rotational speed N of the operated pump (pump 21 in the case of flow path pattern 1) so that the temperature is below the target temperature T and is near the target temperature T. It is preferable to control the temperature of the heat medium to a temperature of .
  • the temperature T M of the heat medium detected by the heat medium temperature sensor 63 near the entrance of the battery device 6 is equal to the outside air temperature T OUT and deviates from the target temperature T T (T OUT ⁇ T T ). If so, it is a good idea to raise the temperature of the heat medium. By doing so, the temperature of the battery device 6 can be adjusted to an appropriate temperature without overcooling the battery device 6.
  • the battery device 6 is not necessarily cooled to the target temperature TT . Even in that case, the temperature of the battery device 6 decreases and approaches the target temperature TT , so the temperature of the battery device 6 can be adjusted to an appropriate temperature. Furthermore, when the outside air temperature T OUT is lower than the target temperature TT , even if the heat medium temperature TM is the same as the target temperature TT , the air volume of the outdoor blower 23A or the rotation speed of the pumps 21 and 22 may be lowered. By suppressing heat dissipation from the heat medium, the temperature of the battery device 6 that is generating heat can be controlled by outside air while maintaining the temperature TM of the heat medium at the same temperature as the target temperature TT .
  • the exhaust heat of the operated pump 21 can be used as a means to increase the temperature of the heat medium.
  • the pump 21 operates at a predetermined efficiency ⁇ , and simply put, most of the loss, which is the product of the shaft power P output from the motor to the pump 21 and (1-efficiency ⁇ ), is transferred to the heat medium as thermal energy. communicated.
  • the control device 5 By causing the control device 5 to generate a command corresponding to the rotation speed N to the drive circuit section of the pump 21, when the rotation speed N of the pump 21 increases, the amount of heat transferred from the pump 21 to the heat medium increases. Therefore, the temperature of the heat medium circulating between the outdoor heat exchanger 23 and the battery device 6 increases.
  • the control device 5 controls the rotation speed N of the pumps 21 and 22 so that the deviation between the detected temperature and the target temperature TTM is eliminated. Feedback control can be performed to provide the manipulated variable (control command) shown. If the detected heat medium temperature has reached the target temperature T T , the control device 5 may, for example, reduce the rotational speed N of the pumps 21 and 22 to reduce the circulating flow rate of the heat medium, or The operations of 21 and 22 can be temporarily stopped. After that, if the deviation between the heat medium temperature and the target temperature increases, the rotation speed N may be increased or the pumps 21 and 22 may be restarted.
  • the heat medium temperature In order to control the heat medium temperature to the target temperature TTM , it is also permissible to adjust the air volume by adjusting the rotation speed of the indoor blower 25A. However, by adjusting the rotational speed N of the pumps 21 and 22, which is not affected by the running state of the vehicle, the heat medium temperature can be controlled more easily and reliably than by adjusting the air volume.
  • Flow path pattern 2 shown in FIG. 2 includes an outdoor heat exchanger 23, a battery device 6, and a condenser bypass path 12A.
  • the second pump 22 is activated.
  • the heat medium flowing out from the outdoor heat exchanger 23 is caused to flow from the first switching valve 31 to the outgoing path 415A of the second heat exchange path 415 via the second battery switching valve 35.
  • the heat medium flowing out to the return path 415B flows through the condenser bypass path 12A from the condenser flow rate adjustment valve 12V, returns to the outdoor heat exchanger 23 via the third switching valve 33, Heat is radiated to the outside air.
  • the flow path pattern 3 shown in FIG. 3 includes an outdoor heat exchanger 23, a battery device 6, an evaporator bypass path 14A, and a condenser bypass path 12A.
  • the heat medium flows in parallel between the flow path on the evaporator 14 side and the flow path on the condenser 12 side. and the second pump 22 are operated.
  • the battery device 6 can be cooled by the outside air, so charging and discharging of the battery device 6 can be stabilized and deterioration can be suppressed.
  • the heat medium circuit 20 includes a first battery switching valve 34 and a first heat exchange path 414, and a second battery switching valve 35 and a second heat exchange path 414. Only one of the routes 415 may be provided.
  • the cooling mode shown in FIG. 5 is selected when the outside air temperature T OUT deviates from the cooling possible range ⁇ T C to the high temperature side.
  • the heat medium circuit 20 includes a low-pressure side circuit C1 including an evaporator 14, an indoor heat exchanger 25, a first heat exchange path 414, and a battery device 6, a condenser 12, and an outdoor heat exchanger 23.
  • the high voltage side circuit C2 is formed separately from each other.
  • the flow of a relatively low-temperature heat medium is shown by a solid line
  • the flow of a relatively high-temperature heat medium is shown by a constant chain line. Low-temperature heat carriers and high-temperature heat carriers do not mix.
  • the battery device 6 In the cooling mode, the battery device 6 is cooled by supplying the battery device 6 with a low-temperature heat medium that has radiated heat to the refrigerant by the evaporator 14 . Even in the case where the interior of the vehicle compartment 8 is cooled together with the cooling of the battery device 6, the battery device 6 can be cooled by the heat medium obtained by cooling the air with the outdoor heat exchanger 23.
  • the heat pump mode shown in FIG. 6 is selected when the outside air temperature T OUT deviates from the coolable range ⁇ T C to the low temperature side.
  • the example shown in FIG. 6 shows a case where only the battery device 6 is heated without heating the interior of the vehicle compartment 8.
  • the heat medium circuit 20 includes a low pressure side circuit C1 including the evaporator 14 and the outdoor heat exchanger 23, and a high pressure side circuit C1 including the condenser 12, the indoor bypass path 26, the second heat exchange path 415, and the battery device 6.
  • the side circuit C2 is formed separately from each other.
  • the battery device 6 In the heat pump mode, the battery device 6 is heated by supplying the high temperature heat medium that has absorbed heat from the refrigerant by the condenser 12 to the battery device 6 .
  • the heat medium flowing out from the condenser 12 may be allowed to flow into the indoor heat exchanger 25 from the third switching valve 33.
  • the operation of the indoor blower 25A is stopped.
  • the temperature control system 1 can be operated economically by suppressing consumption.
  • the vehicle temperature control system 1-2 shown in FIG. 7 includes a compressor stop cooling mode CM-2 in which the interior of the vehicle compartment 8 is cooled using outside air. As shown in FIG. 7, the temperature control system 1-2 does not need to include the battery device 6.
  • the compressor stop cooling mode CM-2 for example, when the temperature inside the vehicle compartment 8 is relatively high and the outside air temperature is lower than the room temperature, the compressor 11 is stopped and the outside air is directly supplied. It is suitable for cases where it is desired to indirectly lower the room temperature using outside air via a heat medium without introducing it into the room, that is, while circulating inside air. If it is determined that the outside air temperature T OUT is within the cooling range ⁇ T C2 that includes the target temperature T T2 of the temperature inside the vehicle compartment 8, the control device 5 stops the compressor 11 and stops the compressor. Cooling mode CM-2 can be selected.
  • the flow of the low-temperature heat medium and the flow of the high-temperature heat medium are not separated.
  • the heat medium changes the temperature by heat exchange with the outside air or heat exchange with the temperature control target, and passes through the outdoor heat exchanger 23, the condenser bypass path 12A, the indoor heat exchanger 25, and the evaporator bypass path 14A. It circulates in one continuous flow path including.
  • the outdoor heat exchanger 23 and the indoor heat exchanger 25 are connected in series with respect to the flow of the heat medium. Therefore, it is sufficient to operate at least one of the pumps 21 and 22.
  • the low-temperature heat medium (indicated by the solid line) cooled by the outside air is maintained at a low temperature by passing through the condenser bypass path 12A, and is cooled in the passenger compartment 8 by the indoor heat exchanger 25. Served.
  • the high-temperature heat medium (indicated by a dashed line) whose temperature has increased as the interior of the vehicle compartment 8 is cooled flows through the evaporator bypass path 14A, returns to the outdoor heat exchanger 23, and is radiated to the outside air.
  • Cooling of the interior of the vehicle compartment 8 by outside air is achieved in the same manner not only in the flow path pattern 1 shown in FIG. 7 but also in the flow path pattern 2 shown in FIG. 8.
  • the region through which the low temperature heat medium flows and the region through which the high temperature heat medium flows are partially interchanged with respect to flow path pattern 1 by switching the flow paths by the switching valves 31 to 33. That is, the low-temperature heat medium flowing out from the outdoor heat exchanger 23 flows through the evaporator bypass path 14A via the first switching valve 31, and flows into the indoor heat exchanger 25 from the second switching valve 32. Then, the high-temperature heat medium that has absorbed heat from the air flows through the condenser bypass path 12A via the first switching valve 31, returns to the outdoor heat exchanger 23 from the third switching valve 33, and is radiated to the outside air.
  • control device 5 may operate the compressor 11 to implement the cooling mode or the heat pump mode.
  • the temperature control system 1-2 may include a heater mode HT shown in FIG.
  • Heater mode HT is suitable when the outside temperature is lower than heat pump mode (FIG. 6). Even though it is difficult to operate to absorb heat from the outside air to the heat medium because the outside temperature is so low as to be significantly below 0°C, the heater mode HT is able to secure the necessary heating capacity by using the power of the compressor 11 as the heat source. can.
  • the heat medium circuit 20 includes an outdoor bypass path 24 that detours the heat medium from the outdoor heat exchanger 23 in order to avoid radiation of heat from the heat medium to the outside air during heater mode HT.
  • heat pump mode (Fig. 6) separate low-pressure side circuit C1 and high-pressure side circuit C2 are formed, whereas in heater mode HT, one continuous circuit is formed as in compressor stop cooling mode CM-2.
  • the heat medium circulates through the flow path while changing its temperature. That is, the heat medium flowing out of the condenser 12 is used for heating the interior of the vehicle compartment 8 by the indoor heat exchanger 25, and then flows into at least the evaporator 14 out of the evaporator 14 and the evaporator bypass path 14A. Further, the heat medium flowing out from the evaporator 14 flows through at least the condenser 12 and the condenser bypass path 12A, and returns to the evaporator 14 through the outdoor bypass path 24.
  • the heat medium flowing out from the indoor heat exchanger 25 radiates heat to the refrigerant by the evaporator 14, so that the low pressure of the refrigerant circuit 10 increases.
  • the density of the refrigerant sucked into the compressor 11 increases and the amount of refrigerant circulated increases, so that heating capacity can be ensured even when the outside temperature is very low.
  • the heating capacity can be variably adjusted.
  • the heat medium circuit (20) includes: the high-pressure side heat exchanger (12) for exchanging heat between the refrigerant and the heat medium; the low pressure side heat exchanger (14) for exchanging heat between the refrigerant and the heat medium; Pumps (21, 22) configured to be able to pump the heat medium; an outdoor heat exchanger (23) that exchanges heat between outside air and the heat medium;
  • a temperature control device (6, 25) corresponding to a temperature control object heated or cooled by the heat medium or used for
  • a compressor stop cooling mode is provided in which the temperature control device (6, 25) is cooled by the outside air through the compressor stop cooling mode (CM); an outside air temperature sensor (61) that detects the temperature of the outside air; Control configured to be able to select the compressor stop cooling mode (CM) based on a determination result that refers to the outside air temperature detected by the outside air temperature sensor (61) and the target temperature of the temperature control device (6, 25).
  • CM compressor stop cooling mode
  • a vehicle temperature control system (1, 1-2) comprising a device (5).
  • the outdoor heat exchanger (23), at least one of the high pressure side bypass path () 12A and the low pressure side bypass path (14A), and the temperature control device (6, 25) A flow path through which the heat medium circulates is formed.
  • [3] Includes an indoor heat exchanger (25) as the temperature control device used for air conditioning in the vehicle compartment (8) and exchanging heat between the heat medium and air;
  • CM compressor stop cooling mode
  • the outdoor heat exchanger (23) and the indoor heat exchanger (25) are connected in series with respect to the flow of the heat medium.
  • the vehicle temperature control system (1-2) according to [1] or [2].
  • the control device (5) includes: If it is determined that the outside air temperature is within a predetermined cooling range with the upper limit being the target temperature, the compressor stop cooling mode (CM) is selected; The vehicle temperature control system (1, 1-2) according to any one of [1] to [3].
  • CM compressor stop cooling mode
  • the control device (5) includes: If it is determined that the outside air temperature is outside the cooling range, the compressor (11) is operated to cool or heat the temperature control device (6, 25); [4] The vehicle temperature control system (1, 1-2) described in item [4].
  • the pump (21, 22) is configured to have a variable rotation speed
  • the control device (5) when in the compressor stop cooling mode (CM), By adjusting the rotation speed of the pump (21, 22), the temperature of the heat medium can be controlled to a temperature that is below the target temperature and in the vicinity of the target temperature.
  • the vehicle temperature control system (1, 1-2) according to any one of [1] to [5].
  • the temperature control system (1, 1-2) is A refrigerant circuit (10) including a compressor (11), a high-pressure side heat exchanger (12), a pressure reducing section (13), and a low-pressure side heat exchanger (14), and configured to allow refrigerant to circulate according to a refrigeration cycle;
  • a heat medium circuit (20) configured to allow circulation of a heat medium that transfers heat to and receives heat from the refrigerant,
  • the heat medium circuit (20) includes: the low pressure side heat exchanger (14) for exchanging heat between the refrigerant and the heat medium; Pumps (21, 22) configured to be able to pump the heat medium; an outdoor heat exchanger (23) that exchanges heat between outside air and the heat medium;
  • a temperature control device (6, 25) corresponding to a temperature control object heated or cooled by the heat medium or used for heating or cooling a temperature control object,
  • the temperature control method is Based on the determination result referring to the temperature of the outside

Abstract

Sont prévus un système de régulation de température de véhicule et un procédé de régulation de température de véhicule aptes à supprimer la consommation d'énergie.　Le système de régulation de température de véhicule comprend un circuit de fluide frigorigène et un circuit de milieu thermique. Le circuit de milieu thermique comprend un échangeur de chaleur côté haute-pression, un échangeur de chaleur côté basse-pression, une pompe, un échangeur de chaleur extérieur et un régulateur de température. Le système de régulation de température comprend, en tant que mode de fonctionnement, un mode de refroidissement à arrêt de compresseur dans lequel un compresseur est arrêté et, dans un état dans lequel la pompe fonctionne, le régulateur de température est refroidi par de l'air extérieur par l'intermédiaire d'un milieu thermique circulant à travers l'échangeur de chaleur extérieur et le régulateur de température, et comprend un dispositif de commande configuré pour pouvoir sélectionner le mode de refroidissement à arrêt de compresseur sur la base d'un résultat de détermination réalisé en référence à une température extérieure détectée par un capteur de température extérieure et une température cible du régulateur de température.
PCT/JP2023/033031 2022-09-16 2023-09-11 Système de régulation de température de véhicule et procédé de régulation de température WO2024058116A1 (fr)

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JP2022-148272 2022-09-16
JP2022148272A JP7288127B1 (ja) 2022-09-16 2022-09-16 車両用の温調システムおよび温調方法

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015168297A (ja) * 2014-03-05 2015-09-28 株式会社デンソー 車両用熱管理システム
JP2017106367A (ja) * 2015-12-09 2017-06-15 株式会社デンソー 車両用冷却システム

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015168297A (ja) * 2014-03-05 2015-09-28 株式会社デンソー 車両用熱管理システム
JP2017106367A (ja) * 2015-12-09 2017-06-15 株式会社デンソー 車両用冷却システム

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