JP5786615B2 - Automotive temperature control system - Google Patents

Description

  The present invention relates to a temperature control system for automobiles such as hybrid cars and electric cars.

  2. Description of the Related Art Conventionally, in a hybrid vehicle or an electric vehicle, an automotive temperature control system that cools electrical components such as a motor, an inverter, or a converter using an air conditioning refrigeration cycle has been proposed.

  For example, a heating element cooling device disclosed in Patent Document 1 (Japanese Patent Laid-Open No. 11-337193) mainly separates a compressor, a condenser, and a refrigerant flowing out of the condenser into a gas-liquid two-phase. An air conditioner is provided that includes a receiver, an expansion valve that decompresses the liquid refrigerant that has flowed out of the receiver, and an evaporator that evaporates the liquid refrigerant decompressed by the expansion valve. In addition, the refrigeration cycle is provided with a bypass passage that guides the liquid refrigerant flowing out from the receiver to the refrigerant inflow side of the condenser by bypassing the expansion valve, the evaporator, and the compressor. The bypass passage is provided with a cooler for cooling electrical components such as a motor and an inverter. In this refrigeration cycle, the liquid refrigerant before flowing out of the condenser and flowing into the expansion valve is flowed to the cooler to cool the electrical components, and the refrigerant flowing out of the cooler is led to the inflow side of the condenser. The increase in compressor power by cooling the product is reduced.

  By the way, when heating the inside of the vehicle, a heating capacity higher than that during normal vehicle heating may be required, such as when the outside air temperature is extremely low or when heating in the vehicle is started. In order to cope with such a case, it is desired to improve the heating capacity in the temperature control system for automobiles.

  Then, the subject of this invention is providing the temperature control system for motor vehicles which can improve a heating capability with simple structure.

An automotive temperature control system according to a first aspect of the present invention includes a main refrigerant circuit and an electrical component cooling flow path. The main refrigerant circuit includes a compressor, a four-way switching valve, an outside air heat exchanger, an inside air heat exchanger, an expansion mechanism, and a control device . The four-way switching valve is connected to the discharge part of the compressor by a discharge side refrigerant pipe. The four-way switching valve can switch the circulation direction of the refrigerant. The heat exchanger for outside air exchanges heat with outside air. The inside air heat exchanger is for air conditioning the inside of the vehicle. The expansion mechanism is disposed between the outside air heat exchanger and the inside air heat exchanger. The electrical component cooling flow path connects the liquid refrigerant pipe through which the liquid refrigerant flows and the discharge side refrigerant pipe in the main refrigerant circuit. Moreover, the electrical component cooling flow path includes a cooler, a heating unit, and a pump. The cooler cools electrical components. The heating means can heat the refrigerant. The pump is for flowing the refrigerant flowing through the cooler to the discharge-side refrigerant pipe. The control device has an execution unit. The execution unit can execute a normal heating mode and a high heating mode having a higher heating capacity than the normal heating mode. The heating means is disposed between the connection point between the electrical component cooling flow path and the discharge-side refrigerant pipe and the cooler. The execution unit controls the four-way switching valve in the normal heating mode so that the refrigerant flowing through the discharge-side refrigerant pipe flows into the inside air heat exchanger. Furthermore, the execution unit controls the heating means so that the refrigerant flowing out of the cooler is not heated in the normal heating mode. On the other hand, the execution unit controls the four-way switching valve so that the refrigerant flowing through the discharge-side refrigerant pipe flows into the inside-air heat exchanger in the high heating mode. The execution unit controls the heating means so that the refrigerant flowing out of the cooler is heated in the high heating mode.

  In the temperature control system for automobiles according to the first aspect of the present invention, heating means is provided between the cooler and the discharge-side refrigerant pipe. For this reason, after the liquid refrigerant which has exchanged heat in the cooler is heated by the heating means and evaporated, it can be flowed to the discharge-side refrigerant pipe. Therefore, when the vehicle is heated in a vehicle where the four-way switching valve is switched so that the refrigerant discharged from the compressor and flowing through the discharge-side refrigerant pipe flows toward the inside air heat exchanger, the refrigerant that has received the heat exhausted from the electrical components Can be heated by a heating means and allowed to flow through a heat exchanger for inside air. As a result, compared with the case where the heating means is not provided, the heating capacity can be improved.

  Thereby, a heating capability can be improved with a simple configuration.

  Further, in this temperature control system for automobiles, in the normal heating mode, the refrigerant flowing out from the cooler is not heated by the heating means, but in the high heating mode, the refrigerant flowing out from the cooler is heated by the heating means. For this reason, in the high heating mode, compared with the case where the normal heating mode in which the refrigerant is not heated by the heating means is executed, the heating capacity can be improved. Therefore, when the heating capability is insufficient even when the normal heating mode is executed, the lack of the heating capability can be compensated by executing the high heating mode.

The automotive temperature control system according to the second aspect of the present invention is the automotive temperature control system according to the first aspect , wherein the execution unit can execute a defrost mode for defrosting the outdoor air heat exchanger. The execution unit controls the four-way switching valve in the defrost mode so that the refrigerant flowing through the discharge-side refrigerant pipe flows into the outside air heat exchanger. Further, the execution unit controls the heating means so that the refrigerant flowing out of the cooler is heated in the defrost mode. In this automotive temperature control system, when the defrost mode is executed, the refrigerant that receives heat from the electrical components in the cooler and is heated by the heating means flows to the outside air heat exchanger, so that the outside air heat exchanger is defrosted. As the heat source, exhaust heat and heating means of the electrical equipment can be used.

The automotive temperature control system according to a third aspect of the present invention is the automotive temperature control system according to the second aspect , wherein the execution unit is configured to stop the drive of the compressor and the pump in the defrost mode. In addition, the driving of the pump and the compressor is controlled. In this automotive temperature control system, when the defrost mode is executed, the pump is driven to receive the exhaust heat from the electrical components, and the refrigerant heated by the heating means is supplied to the outside air via the four-way switching valve. Can flow through the exchanger. Therefore, when the defrost mode is executed, the compressor is not driven, and therefore, defrosting of the heat exchanger for outside air is performed without operation that impairs the reliability of the compressor such as a liquid back. Can do.

The automotive temperature control system according to a fourth aspect of the present invention is the automotive temperature control system according to the second aspect or the third aspect, wherein the execution unit is changed from the outside heat exchanger to the inside air heat exchanger in the defrost mode. The expansion mechanism is controlled so that the refrigerant does not flow toward it. For this reason, when the defrost mode is executed, the refrigerant does not flow from the outside air heat exchanger toward the inside air heat exchanger, so the inside air heat exchanger does not function as an evaporator, and as a result, the inside of the vehicle is cooled. There will be no. Therefore, even if the outside heat exchanger is defrosted, the temperature drop in the vehicle can be mitigated.

The automotive temperature control system according to a fifth aspect of the present invention is the automotive temperature control system according to any one of the first to fourth aspects, wherein the liquid refrigerant pipe is a first refrigerant pipe, a second refrigerant pipe, including. The first refrigerant pipe connects the outside air heat exchanger and the expansion mechanism. The second refrigerant pipe connects the expansion mechanism and the internal air heat exchanger. The electrical component cooling channel includes a first electrical component cooling channel and a second electrical component cooling channel. The first electrical component cooling channel is branched from the first refrigerant pipe. The second electrical component cooling channel is branched from the second refrigerant pipe. The first electrical component cooling flow path has a first check valve that blocks the flow of the refrigerant from the cooler side to the first refrigerant pipe side. Furthermore, the second electrical component cooling flow path has a second check valve that blocks the flow of the refrigerant from the cooler side to the second refrigerant pipe side.

In the automotive temperature control system according to the fifth aspect of the present invention, since the electrical component cooling flow path has the first check valve and the second check valve, heat exchange is performed in the cooler. This can reduce the risk that the refrigerant flows into the liquid refrigerant pipe. Therefore, the high-pressure liquid refrigerant can be allowed to flow through the cooler regardless of whether the vehicle is cooling or heating.

  In the automotive temperature control system according to the first aspect of the present invention, the heating capacity can be improved with a simple configuration.

In the automotive temperature control system according to the second aspect of the present invention, the exhaust heat and heating means of the electrical equipment can be used as a heat source for defrosting the heat exchanger for outside air.

In the automotive temperature control system according to the third aspect of the present invention, the outside air heat exchanger can be defrosted without an operation that impairs the reliability of the compressor such as a liquid bag.

In the automotive temperature control system according to the fourth aspect of the present invention, even if the outside heat exchanger is defrosted, the temperature drop in the vehicle can be mitigated.

In the automotive temperature control system according to the fifth aspect of the present invention, the high-pressure liquid refrigerant can be allowed to flow through the cooler regardless of whether the vehicle is cooling or heating.

1 is a schematic diagram of an automotive temperature control system according to an embodiment of the present invention. The control block diagram of the control apparatus with which the temperature control system for motor vehicles is provided. Refrigerant circuit diagram according to modification A The refrigerant circuit figure concerning the modification B.

  Hereinafter, an automotive temperature control system 10 according to an embodiment of the present invention will be described with reference to the drawings. The following embodiments are specific examples of the present invention and do not limit the technical scope of the present invention.

(1) Overall Configuration The automotive temperature control system 10 is a temperature control system used in a vehicle in which a battery such as a hybrid vehicle or an electric vehicle is an electric power source for traveling, and includes a temperature control device 11, a control device 60, It has. The temperature control device 11 includes a single refrigerant circuit 12 that can perform air conditioning in the vehicle and cooling of the electrical component 41 other than the battery using a single refrigerant. The control device 60 is a device for controlling various devices included in the temperature adjustment device 11. In the automotive temperature control system 10, the control device 60 controls various devices included in the temperature control device 11, so that air conditioning (cooling, heating, etc.) in the vehicle and electrical components 41 other than the battery are cooled. .

(2) Detailed Configuration (2-1) Configuration of Temperature Control Device The refrigerant circuit 12 included in the temperature control device 11 is a vapor compression refrigerant circuit, and mainly includes a compressor 80, as shown in FIG. A four-way switching valve 81, an outside air heat exchanger 82, an air conditioning heat exchanger 87 and a cooler 42 are included. The refrigerant circuit 12 includes a main refrigerant circuit 13 and an electrical component cooling flow path 15. An air conditioning heat exchanger 87 included in the air conditioning unit is connected to the main refrigerant circuit 13. The electrical component cooling flow path 15 branches from the main refrigerant circuit 13 and is connected to a cooler 42 included in the cooling unit 40.

(2-1-1) Configuration of Main Refrigerant Circuit As shown in FIG. 1, the main refrigerant circuit 13 includes a compressor 80, an outside air heat exchanger 82 that exchanges heat with outside air, and an air conditioning control valve 83. And the heat exchanger 87 for an air conditioning for air-conditioning the inside of a vehicle is connected in order.

  The compressor 80 is an inverter type compressor having a variable rotation speed, and compresses the sucked gas refrigerant.

  The air conditioning control valve 83 is an electric expansion valve for adjusting the refrigerant pressure and the refrigerant flow rate between the outside air heat exchanger 82 and the air conditioning heat exchanger 87, and is an air conditioning heat exchanger. The amount of heat exchange at 87 can be controlled.

  The outside air heat exchanger 82 is for exchanging heat with the refrigerant using outside air as a heat source, and the outside fan 84 generates an air flow that contacts the outside air heat exchanger 82, so that outside air and heat for outside air are generated. Heat exchange with the refrigerant flowing through the exchanger 82 can be performed.

  The air conditioner heat exchanger 87 is for exchanging heat with the refrigerant using air in the vehicle as a heat source, and the air in the vehicle is generated by the internal fan 88 generating an air flow that contacts the heat exchanger 87 for air conditioning. And the refrigerant flowing through the air conditioner heat exchanger 87 can exchange heat. The air conditioner heat exchanger 87 and the internal fan 88 constitute an air conditioning unit.

  Further, the four-way switching valve 81 connected to the main refrigerant circuit 13 constitutes a switching mechanism that changes the flow path of the refrigerant flowing through the main refrigerant circuit 13. The four-way switching valve 81 is connected to the discharge side of the compressor 80 and the outside air heat exchanger 82, and is connected to the air conditioning heat exchanger 87 and the suction side of the compressor 80 in a first state (FIG. 1). A second state in which the discharge side of the compressor 80 and the air conditioning heat exchanger 87 are connected, and the outside heat exchanger 82 and the suction side of the compressor 80 are connected (broken line in FIG. 1). The refrigerant circulation direction in the main refrigerant circuit 13 is configured to be reversible.

  In the following, for convenience of explanation, among the refrigerant pipes included in the main refrigerant circuit 13, a refrigerant pipe connecting the outside heat exchanger 82 and the air conditioning control valve 83 is referred to as a first refrigerant pipe 13a, which is used for air conditioning. The refrigerant pipe connecting the heat exchanger 87 and the air conditioning control valve 83 is referred to as a second refrigerant pipe 13b. The first refrigerant pipe 13a is provided with a deisaer temperature sensor 90 for detecting the temperature of the refrigerant on the inlet side of the outside air heat exchanger 82 that functions as an evaporator during vehicle interior heating.

(2-1-2) Configuration of Cooling Unit The cooling unit 40 includes a cooler 42 and a pump 43. The cooling unit 40 is connected to the main refrigerant circuit 13 by the electrical component cooling flow path 15.

  As shown in FIG. 1, the electrical component cooling flow path 15 is a heat exchanger that is discharged from the compressor 80 and functions as a condenser (here, it is a heat exchanger 82 for outside air during cooling, and air conditioning during heating. It is connected to the refrigerant pipes (first refrigerant pipe 13a and second refrigerant pipe 13b) through which the high-pressure liquid refrigerant condensed in the heat exchanger 87 is. Further, the electrical component cooling flow path 15 is connected to a discharge-side refrigerant pipe 13 c that connects the discharge portion of the compressor 80 and the four-way switching valve 81. More specifically, the electrical component cooling flow path 15 causes the first flow path 15b for flowing the refrigerant flowing through the first refrigerant pipe 13a to the cooler 42 and the refrigerant flowing through the second refrigerant pipe 13b to the cooler 42. And a second flow path 15a. The first flow path 15b has one end connected to the first refrigerant pipe 13a and the other end connected to the second flow path 15a. The second flow path 15a has one end connected to the second refrigerant pipe 13b and the other end connected to the discharge-side refrigerant pipe 13c.

  The cooler 42 is a heat exchanger for cooling the electrical component 41 (a motor, an inverter, a converter, or the like), and has a refrigerant passage through which a refrigerant flows. In the cooler 42, the electrical component 41 is cooled by heat exchange between the high-pressure liquid refrigerant flowing in the refrigerant passage and the electrical component 41. The specific configuration of the cooler 42 is designed in a form corresponding to the shape of the electrical component 41 to be cooled. In addition, it is assumed that the electrical component 41 in this embodiment does not include a battery.

  The pump 43 is an inverter type pump whose output is variable, and is configured to increase the pressure of the sucked refrigerant and discharge it. In the present embodiment, the pump 43 is a pump (refrigerant pump) configured to pressurize and discharge the sucked refrigerant, but the flow rate of the refrigerant flowing to the cooler 42 can be adjusted, and the refrigerant However, the configuration of the pump 43 is not limited to this.

  Further, as shown in FIG. 1, the pump 43 is provided in the second flow path 15 a, and by changing the output of the pump 43, the heat exchange amount in the cooler 42, that is, the cooling capacity of the electrical component 41 is increased. Can be controlled.

  Furthermore, a heater 46 is provided in the electrical component cooling flow path 15. The heater 46 is a heating means capable of heating the refrigerant. In the second flow path 15a, the heater 46 is connected between the connection point A between the electrical component cooling flow path 15 and the discharge-side refrigerant pipe 13c and the cooler 42. Is arranged. Therefore, the heater 46 can exchange heat with the electrical component 41 in the cooler 42 and heat the refrigerant that has flowed out of the cooler 42.

  The first flow path 15b and the second flow path 15a include a first check valve 45 and a second check valve 44 that allow only the flow of refrigerant from the main refrigerant circuit 13 side toward the cooler 42 side. Each is provided. By providing the first check valve 45 and the second check valve 44, the high-pressure liquid refrigerant for performing heat exchange in the cooler 42 flows back to the first refrigerant pipe 13a and the second refrigerant pipe 13b. Can be prevented. Here, as shown in FIG. 1, the second check valve 44 is disposed in the second flow path 15 a between the connection point between the second flow path 15 a and the second refrigerant pipe 13 b and the pump 43. Yes.

  In the present embodiment, the inlet side end of the first flow path 15b is connected to the first refrigerant pipe 13a, and the inlet side end of the second flow path 15a is connected to the second refrigerant pipe 13b. However, since the high-pressure liquid refrigerant only needs to flow into the cooler 42, the refrigerant inlet side of the first flow path 15b and the second flow path 15a is connected around the middle of the outside air heat exchanger 82 and the air conditioning heat exchanger 87. May be.

  Further, the electrical component cooling flow path 15 is provided with a first temperature sensor 91 and a second temperature sensor 92 for detecting the temperature of the refrigerant flowing inside. The first temperature sensor 91 is provided on the discharge side of the pump 43. More specifically, the first temperature sensor 91 is provided in the vicinity of the pipe 15aa connecting the pump 43 and the cooler 42. On the other hand, the second temperature sensor 92 is provided between the heater 46 and the connection point A between the electrical component cooling flow path 15 and the discharge side refrigerant pipe 13c, specifically, the discharge side refrigerant pipe 13c and the heater 46. Is provided in the vicinity of the pipe 15ab.

  Furthermore, in the present embodiment, the electrical component 41 that is a heating element is insulated from the outside air, for example, by being housed in a casing so that heat radiation from the electrical component 41 to the outside is suppressed. However, the configuration around the electrical component 41 is not limited to this, and the electrical component 41 may not be insulated from the outside air.

(2-2) Configuration of Control Device As shown in FIG. 2, the control device 60 is connected to various devices included in the temperature control device 11, and performs various operations such as air conditioning in the vehicle and cooling of the electrical components 41. Control the operation of the equipment. More specifically, the control device 60 performs control to adjust the rotational speed of the compressor 80, the valve opening degree of the air conditioning control valve 83, and the rotational speed of the internal fan 88, and thereby heat in the heat exchanger 87 for air conditioning. The amount of heat exchange in the cooler 42 is controlled by controlling the amount of exchange or by controlling the output of the pump 43.

  In addition, the control device 60 includes an execution unit 61 that executes various modes stored in the storage unit 62 by controlling various devices. The various modes include a cooling mode, a normal heating mode, a high heating mode, and a defrost mode. The cooling mode is a mode that is executed during the cooling of the vehicle interior, and the normal heating mode and the high heating mode are modes that are executed during the heating of the vehicle interior.

  The cooling mode is a mode that is executed when there is an in-vehicle cooling execution command from the user. In the cooling mode, various devices are controlled so as to cool the inside of the vehicle and cool the electrical component 41.

  The normal heating mode is a mode that is executed when there is an in-vehicle heating execution command from the user. In the normal heating mode, various devices are controlled so that heating in the vehicle and cooling of the electrical component 41 are performed. In the normal heating mode, the output of the pump 43 has a predetermined difference (superheat degree) between the first temperature value detected by the first temperature sensor 91 and the second temperature value detected by the second temperature sensor 92. It is controlled to be greater than or equal to the value.

  The high heating mode is a mode that is executed when there is a vehicle heating execution command from the user, and is a mode that has a higher heating capacity than the normal heating mode. In the high heating mode, various devices are controlled so that the inside of the vehicle is heated and the electrical component 41 is cooled. In the high heating mode, when it is determined that the heating capacity is insufficient in the normal heating mode, specifically, even when the compressor 80 is driven at the maximum number of revolutions when the normal heating mode is executed, It is automatically executed when the heating capacity is insufficient.

  The defrost mode is a mode that is automatically executed when the temperature value detected by the deaisa temperature sensor 90 is not more than a predetermined value, or when the outside air temperature is low, the difference from the outside air temperature is not more than a predetermined value. It is. In the defrost mode, the defrosting of the heat exchanger 82 for outside air and the cooling of the electrical component 41 are performed, and various devices are controlled so that the air conditioning (cooling, heating, etc.) in the vehicle is not performed. In the present embodiment, the defrost mode is ended when the temperature value detected by the deaisa temperature sensor 90 becomes a predetermined value (for example, 10 ° C.) or more.

(3) Control operation of various devices during execution of each mode Next, control operations of various devices during execution of the cooling mode, the normal heating mode, the high heating mode, and the defrost mode by the execution unit 61 will be described.

(3-1) Cooling Mode In the cooling mode, the four-way switching valve 81 is switched to the first state. Moreover, the rotation speed of the compressor 80 and the valve opening degree of the air conditioning control valve 83 are adjusted according to the cooling capacity in the vehicle. Further, the output of the pump 43 is controlled based on the detection results of the first temperature sensor 91 and the second temperature sensor 92. In the cooling mode, the heater 46 is controlled not to be driven.

  The high-pressure gas refrigerant discharged from the compressor 80 exchanges heat with the outside air blown by the outside fan 84 in the outside air heat exchanger 82, and is cooled and condensed. The high-pressure liquid refrigerant that has flowed out of the outside heat exchanger 82 flows through the first refrigerant pipe 13a to the air conditioning control valve 83, or flows into the first flow path 15b in the middle of the first refrigerant pipe 13a.

  The high-pressure liquid refrigerant that has reached the air conditioning control valve 83 is depressurized by the air conditioning control valve 83 and then flows into the air conditioning heat exchanger 87. In the air conditioner heat exchanger 87, the inflowing liquid refrigerant exchanges heat with the vehicle interior air blown by the internal fan 88, the liquid refrigerant evaporates, cools the air, and cools the vehicle interior. The evaporated gas refrigerant is sucked into the compressor 80 via the four-way switching valve 81.

  On the other hand, the high-pressure liquid refrigerant that has flowed into the first flow path 15 b in the middle of the first refrigerant pipe 13 a is pressurized by the pump 43 and then flows into the cooler 42. The high-pressure liquid refrigerant that has flowed into the cooler 42 absorbs heat from the electrical component 41 to cool the electrical component 41. Further, the refrigerant that has flowed out of the cooler 42 joins the refrigerant that flows through the discharge-side refrigerant pipe 13c.

  In this way, the refrigerant flows through the refrigerant circuit 12 and the air conditioner heat exchanger 87 functions as an evaporator, thereby cooling the inside of the vehicle. Moreover, the electrical component 41 can be cooled by the high-pressure liquid refrigerant flowing through the cooler 42. Furthermore, the refrigerant that has been pressurized by the pump 43 and has evaporated by sucking the exhaust heat from the electrical component 41 in the cooler 42 joins the refrigerant flowing through the discharge side refrigerant pipe 13 c of the compressor 80. In this way, the refrigerant discharged from the pump 43 flows through the cooler 42 and the heater 46, and is not compressed by the compressor 80, and passes through the four-way switching valve 81 and the outside air heat exchanger 82. Since it is sucked into the pump 43, the power of the compressor 80 does not increase, and it can be operated with high efficiency.

(3-2) Normal heating mode In the normal heating mode, the four-way switching valve 81 is switched to the second state. Moreover, the rotation speed of the compressor 80 and the valve opening degree of the air conditioning control valve 83 are adjusted according to the heating capacity in the vehicle. Further, the output of the pump 43 is controlled based on the detection results of the first temperature sensor 91 and the second temperature sensor 92. In the normal heating mode, the heater 46 is controlled not to be driven.

  The high-pressure gas refrigerant discharged from the compressor 80 exchanges heat with the air inside the vehicle blown by the internal fan 88 in the heat exchanger 87 for air conditioning, and the high-pressure gas refrigerant condenses and heats the air to heat the inside of the vehicle. Do. In addition, the high-pressure liquid refrigerant that has flowed out of the air conditioning heat exchanger 87 flows through the second refrigerant pipe 13b to the air conditioning control valve 83, or in the middle of the second refrigerant pipe 13b, It flows into the second flow path 15a.

  The high-pressure liquid refrigerant that has reached the air conditioning control valve 83 is depressurized by the air conditioning control valve 83 and then flows into the outside air heat exchanger 82. In the outside air heat exchanger 82, the flowing liquid refrigerant evaporates by exchanging heat with outside air blown by the outside fan 84. The evaporated gas refrigerant is sucked into the compressor 80 via the four-way switching valve 81.

  On the other hand, the high-pressure liquid refrigerant that has flowed into the second flow path 15 a in the middle of the second refrigerant pipe 13 b is pressurized by the pump 43 and then flows into the cooler 42. The high-pressure liquid refrigerant that has flowed into the cooler 42 absorbs heat from the electrical component 41 to cool the electrical component 41. Further, the refrigerant that has flowed out of the cooler 42 joins the refrigerant that flows through the discharge-side refrigerant pipe 13c.

  In this way, the refrigerant flows in the refrigerant circuit 12, and the air conditioning heat exchanger 87 functions as a condenser, thereby heating the inside of the vehicle. Moreover, the electrical component 41 can be cooled by the high-pressure liquid refrigerant flowing through the cooler 42. Furthermore, the refrigerant that has been pressurized by the pump 43 and has evaporated by sucking the exhaust heat from the electrical component 41 in the cooler 42 joins the refrigerant flowing through the discharge side refrigerant pipe 13 c of the compressor 80. In this way, since the refrigerant flowing out of the cooler 42 can flow to the discharge-side refrigerant pipe 13c only by the power of the pump 43 without compression by the compressor 80, without increasing the power of the compressor 80, The exhaust heat of the electrical component 41 can be used for heating the vehicle interior.

(3-3) High Heating Mode As described above, the high heating mode is a mode executed when the heating capacity in the vehicle is insufficient even when the rotation speed of the compressor 80 reaches the maximum rotation speed in the normal heating mode. is there.

  In the high heating mode, the four-way switching valve 81 is switched to the second state. Moreover, the rotation speed of the compressor 80 and the valve opening degree of the air conditioning control valve 83 are adjusted according to the heating capacity in the vehicle.

  On the other hand, in the high heating mode, in order to compensate for the heating capacity that is insufficient in the normal heating mode, the rotation speed of the pump 43 is adjusted to increase. The heater 46 is controlled so that the degree of superheat becomes a predetermined value based on the detection results of the first temperature sensor 91 and the second temperature sensor 92. If the heating capacity in the vehicle is insufficient even when the rotation speed of the pump 43 reaches the maximum rotation speed, the heater 46 is controlled so that the degree of superheat is higher than that during execution of the normal heating mode.

  The high-pressure gas refrigerant discharged from the compressor 80 exchanges heat with the air inside the vehicle blown by the internal fan 88 in the heat exchanger 87 for air conditioning, and the high-pressure gas refrigerant condenses and heats the air to heat the inside of the vehicle. Do. In addition, the high-pressure liquid refrigerant that has flowed out of the air conditioning heat exchanger 87 flows through the second refrigerant pipe 13b to the air conditioning control valve 83, or in the middle of the second refrigerant pipe 13b, It flows into the second flow path 15a.

  The high-pressure liquid refrigerant that has reached the air conditioning control valve 83 is depressurized by the air conditioning control valve 83 and then flows into the outside air heat exchanger 82. In the outside air heat exchanger 82, the flowing liquid refrigerant evaporates by exchanging heat with outside air blown by the outside fan 84. The evaporated gas refrigerant is sucked into the compressor 80 via the four-way switching valve 81.

  On the other hand, the high-pressure liquid refrigerant that has flowed into the second flow path 15 a in the middle of the second refrigerant pipe 13 b is pressurized by the pump 43 and then flows into the cooler 42. The high-pressure liquid refrigerant that has flowed into the cooler 42 absorbs heat from the electrical component 41 to cool the electrical component 41. The refrigerant that has flowed out of the cooler 42 is heated by the heater 46 and then merges with the refrigerant that flows through the discharge-side refrigerant pipe 13c.

  In this way, the refrigerant flows in the refrigerant circuit 12, and the air conditioning heat exchanger 87 functions as a condenser, thereby heating the inside of the vehicle. Moreover, the electrical component 41 can be cooled by the high-pressure liquid refrigerant flowing through the cooler 42. Further, the refrigerant is pressurized by the pump 43, sucks exhaust heat from the electrical component 41 in the cooler 42, and the refrigerant heated and evaporated by the heater 46 merges with the refrigerant flowing through the discharge side refrigerant pipe 13c. Even if the number of rotations of 80 becomes the maximum number of rotations, the shortage of the heating capacity can be compensated.

(3-4) Defrost Mode In the defrost mode, the four-way switching valve 81 is switched to the first state. Further, the opening degree of the air conditioning control valve 83 is adjusted so as to be fully closed. Further, the compressor 80 is controlled so as not to be driven. On the other hand, the output of the pump 43 is controlled so that the pressure on the discharge side of the pump 43 becomes a predetermined value (for example, a saturation pressure of 20 ° C.). The heater 46 is controlled so that the detection result of the second temperature sensor 92 becomes a predetermined value.

  The liquid refrigerant discharged from the pump 43 absorbs heat from the electrical component 41 in the cooler 42 to cool the electrical component 41 and evaporate. The refrigerant that has flowed out of the cooler 42 is heated and evaporated by the heater 46 and then flows into the outside air heat exchanger 82 via the four-way switching valve 81. The refrigerant flowing into the outside air heat exchanger 82 is condensed in the outside air heat exchanger 82 to become a liquid refrigerant, and then flows into the first flow path 15b in the middle of the first refrigerant pipe 13a to the pump 43. Inhaled.

  In this way, the cooler 42 sucks exhaust heat from the electrical component 41, and the refrigerant heated and evaporated by the heater 46 flows into the outside air heat exchanger 82, so that the outside air heat exchanger 82 is defrosted. be able to. Further, since the opening degree of the air conditioning control valve 83 is adjusted to be fully closed, the refrigerant does not flow toward the air conditioning heat exchanger 87, and therefore the air conditioning heat exchanger 87 serves as an evaporator. It will function and the inside of the car will not be cooled. For this reason, compared with the case where the inside of a vehicle is cooled in order to defrost the heat exchanger 82 for external air, the temperature fall in a vehicle can be relieve | moderated.

  In the present embodiment, in the defrost mode, the valve opening degree of the air conditioning control valve 83 is adjusted to be fully closed, and the air conditioning in the vehicle is not performed. In addition to controlling the pump 43, the heater 46, and the four-way switching valve 81, the number of rotations of the compressor 80 is controlled according to the required dehumidification amount, and the air conditioning control valve 83 You may perform control which adjusts a valve opening so that the suction superheat degree of the compressor 80 may become a predetermined value. Thereby, in addition to defrosting of the heat exchanger 82 for outside air, the inside of a vehicle can be dehumidified.

(4) Features (4-1)
2. Description of the Related Art Conventionally, an automotive temperature control system that cools electrical components using refrigerant flowing in an air conditioning refrigerant circuit has been proposed. In such a temperature control system for automobiles, in order to improve the heating capacity, it is conceivable to use exhaust heat from the electrical components. On the other hand, when heating the inside of the vehicle, a heating capacity higher than that during normal vehicle heating may be required, such as when the outside air temperature is extremely low or when heating in the vehicle is started.

  Therefore, in the present embodiment, the heater 46 is disposed in the electrical component cooling flow path 15 between the connection point A between the electrical component cooling flow path 15 and the discharge-side refrigerant pipe 13 c and the cooler 42. Yes. For this reason, after the refrigerant | coolant received from the electrical component 41 in the cooler 42 is heated with the heater 46 and evaporated, it can be made to flow through the discharge side refrigerant | coolant piping 13c. Therefore, at the time of vehicle interior heating, the refrigerant that has absorbed the exhaust heat from the electrical component 41 can be heated by the heater 46 and then flowed to the air conditioning heat exchanger 87 via the four-way switching valve 81. As a result, compared with the case where the heater is not provided, the heating capacity can be improved.

  Thereby, the heating capacity can be improved with a simple configuration.

  In the present embodiment, since the heater 46 directly heats the refrigerant flowing through the refrigerant circuit 12, for example, compared with a case where a heater is provided in an air conditioning heat exchanger to improve heating capacity. With a simple configuration, the heating capacity can be improved efficiently.

  Further, in the present embodiment, the electrical component cooling flow path 15 and the discharge side refrigerant pipe 13c are connected so that the refrigerant flowing through the electrical component cooling flow path 15 merges with the refrigerant flowing through the discharge side refrigerant pipe 13c. Therefore, for example, an increase in power of the compressor 80 can be suppressed as compared with the case where the electrical component cooling flow path is connected to the suction side refrigerant pipe of the compressor.

(4-2)
In the present embodiment, the heater 46 is not driven in the normal heating mode, but in the high heating mode, the heater 46 is driven and the refrigerant flowing out of the cooler 42 is heated. For this reason, when the high heating mode is executed, the heating capacity can be improved as compared with the case where the normal heating mode in which the refrigerant is not heated by the heater 46 is executed. Therefore, when the heating capacity is insufficient even when the normal heating mode is executed, the shortage of the heating capacity in the normal heating mode can be compensated by executing the high heating mode. As a result, by executing the high heating mode, it is possible to improve the immediate warming property when the outside air temperature is extremely low or at the start of heating.

(4-3)
In the present embodiment, when the defrost mode is executed, the exhaust heat from the electrical component 41 is absorbed, and the refrigerant heated and evaporated by the heater 46 can flow to the heat exchanger 82 for outside air. For this reason, the exhaust heat of the electrical component 41 and the heater 46 can be used as a heat source for defrosting the heat exchanger 82 for outside air.

(4-4)
In the present embodiment, when the defrost mode is executed, the pump 43 is driven so that the exhaust heat from the electrical component 41 is absorbed, and the refrigerant heated and evaporated by the heater 46 is allowed to flow to the heat exchanger 82 for outside air. it can. For this reason, even if the compressor 80 does not drive, the defrost of the heat exchanger 82 for external air can be performed. Thereby, the operation | movement which impairs the reliability of the compressor 80, such as a liquid back | bag, can be avoided.

(4-5)
As a method of defrosting the heat exchanger for outside air, a method of switching and operating the four-way switching valve so that the refrigerant discharged from the compressor flows toward the heat exchanger for outside air as in the case of cooling inside the vehicle, A method of providing a hot gas bypass has been proposed. However, when the four-way switching valve is switched so that the refrigerant discharged from the compressor flows toward the outside air heat exchanger and the outside air heat exchanger is defrosted, the heat inside the vehicle is also used. There is a problem that a cold draft occurs or the temperature inside the vehicle decreases. Further, when defrosting the heat exchanger for outside air by providing a hot gas bypass, it is necessary to defrost only by the heat input of the compressor, so a considerable amount of time is required until the defrosting is completed. Necessary.

  Therefore, in this embodiment, when the defrost mode is executed, the valve opening of the air conditioning control valve 83 is adjusted to be fully closed so that the refrigerant does not flow from the outside air heat exchanger 82 toward the air conditioning heat exchanger 87. ing. For this reason, the air conditioner heat exchanger 87 functions as an evaporator so that refrigerant in the vehicle is not performed, and a cold draft is not generated or the temperature in the vehicle is not lowered. As a result, it is possible to make it difficult for the air-conditioning subject to feel uncomfortable, and to reduce the temperature drop in the vehicle.

  Further, in the present embodiment, the refrigerant temperature can be increased according to the output of the heater 46, so that the defrosting of the heat exchanger 82 for outside air can be performed in a short time by increasing the output of the heater 46. .

(4-6)
In the present embodiment, the first check valve 45 and the second check valve that allow only the refrigerant flow from the main refrigerant circuit 13 side to the cooler 42 side are provided in the first flow path 15b and the second flow path 15a. 44 are provided. For this reason, compared with the case where the bridge circuit which has four check valves is provided so that the inflow direction of the refrigerant | coolant with respect to the cooler 42 may become the same also in any case at the time of cooling and heating, it is simple. With the configuration, the high-pressure liquid refrigerant for performing heat exchange in the cooler 42 can be prevented from flowing back to the main refrigerant circuit 13.

  Accordingly, the high-pressure liquid refrigerant can be caused to flow through the cooler 42 with a simple configuration regardless of whether the vehicle interior is heated or the vehicle is cooled.

  Moreover, in this embodiment, since the electrical component 41 is cooled by the high-pressure liquid refrigerant, the possibility that the electrical component 41 is condensed can be reduced.

(5) Modification (5-1) Modification A
In the above embodiment, only one air conditioner heat exchanger 87 is provided in the vehicle, and functions as a condenser during vehicle heating.

  Instead of this, the air-conditioning heat exchanger may have a plurality of heat exchangers so that the inside of the vehicle can be dehumidified during heating in the vehicle.

  For example, as shown in FIG. 3, the air conditioner heat exchanger 187 is connected to the first heat exchanger 185 and the first heat exchanger 185 via a control valve 187a that is an expansion mechanism. 186 will be described. In the temperature control system for an automobile according to this modification, as shown in FIG. 3, the air conditioner heat exchanger 187 connected to the main refrigerant circuit 113 is replaced with the first heat exchanger 185 as a configuration of the refrigerant circuit 112. The second heat exchanger 186 is configured such that one end of the second flow path 115a of the electrical component cooling flow path 115 is connected to a refrigerant pipe 113d that connects the first heat exchanger 185 and the control valve 187a. Except for this, the configuration is the same as that of the above embodiment. The control valve 187a is an electric expansion valve for adjusting the refrigerant pressure between the first heat exchanger 185 and the second heat exchanger 186, adjusting the refrigerant flow rate, etc. By being adjusted, the second heat exchanger 186 can function as a condenser or an evaporator. Note that the valve opening of the control valve 187a is adjusted to be fully open during the cooling of the vehicle interior, and is adjusted according to the dehumidification amount in the vehicle during the vehicle heating. In FIG. 3, devices having the same configurations as those of the above embodiment are denoted by the same reference numerals as those of the device of the above embodiment.

  The heat exchanger for air conditioning 187 includes the first heat exchanger 185 and the second heat exchanger 186 connected to the first heat exchanger 185 via the control valve 187a, so that the first heat Regardless of the function of the exchanger 185, the second heat exchanger 186 can function as a condenser or an evaporator. For this reason, the control by which the valve opening degree of the control valve 187a is adjusted during heating is performed, the first heat exchanger 185 functions as a condenser, and the second heat exchanger 186 functions as an evaporator. Heating dehumidification in the vehicle can be executed. For this reason, a possibility that a vehicle window may become cloudy can be reduced.

  Further, by adjusting the valve opening degree of the control valve 187a at the time of heating, the heating capacity can be improved or the dehumidifying capacity can be improved.

  As described above, in this automotive temperature control system, control for adjusting the valve opening degree of the control valve 187a is performed, so that not only the temperature inside the vehicle but also the humidity inside the vehicle can be adjusted. That is, in this automobile temperature control system, the temperature and humidity in the vehicle and the cooling temperature of the electrical component 41 can be set to different temperatures (temperature and humidity) using a single refrigerant.

(5-2) Modification B
In the above embodiment, only the electrical component 41 is cooled in the refrigerant circuit 12.

  In addition, in the refrigerant circuit, a battery that is a power source for traveling or the like may be cooled. For example, as shown in FIG. 4, the refrigerant circuit 212 may include a battery heat exchanger 232 for controlling the temperature of the battery 231. In the temperature control system for an automobile of the present modification, as shown in FIG. 4, the air conditioning heat exchanger 287 connected to the main refrigerant circuit 213 is configured as the refrigerant circuit 212 with the first heat exchanger 285. The second heat exchanger 286 is configured such that one end of the second flow path 215a of the electrical component cooling flow path 215 is connected to a refrigerant pipe 213d that connects the first heat exchanger 285 and the control valve 287a. The refrigerant circuit 212 has the same configuration as that of the above embodiment except that the refrigerant circuit 212 includes a battery temperature adjustment unit 230 including a battery heat exchanger 232. The control valve 287a is an electric expansion valve for adjusting the refrigerant pressure between the first heat exchanger 285 and the second heat exchanger 286, adjusting the refrigerant flow rate, and the like. By adjusting, the second heat exchanger 286 can function as a condenser or an evaporator. In FIG. 4, devices having the same configurations as those of the above embodiment are denoted by the same reference numerals as those of the device of the above embodiment.

  The battery temperature adjustment unit 230 includes a battery heat exchanger 232, a first expansion valve 233, and a second expansion valve 234. Further, the battery temperature adjustment unit 230 is connected to the main refrigerant circuit 213 by a battery temperature adjustment flow path 214.

  One end of the battery temperature adjustment channel 214 is connected to a refrigerant pipe (generally, the outlet side of the heat exchanger that functions as a condenser) through which high-pressure liquid refrigerant flows, and the other end is connected to a refrigerant pipe (generally, low-pressure liquid refrigerant flows). It is a pipe connected to the inlet side of the heat exchanger functioning as an evaporator. In the present embodiment, as shown in FIG. 4, the battery temperature adjustment flow path 214 has one end at the outside heat so as to bypass the air conditioning control valve 83, the second heat exchanger 286, and the control valve 287 a. It is connected to the first refrigerant pipe 213a that connects the exchanger 82 and the air conditioning control valve 83, and the other end is connected to the refrigerant pipe 213d via the second flow path 215a.

  The battery heat exchanger 232 is a refrigerant jacket for adjusting the temperature of the battery 231 and has a refrigerant passage through which the refrigerant flows. In the battery heat exchanger 232, the temperature of the battery 231 is adjusted by exchanging heat between the refrigerant flowing in the refrigerant passage and the battery 231. The specific configuration of the battery heat exchanger 232 is designed in a form corresponding to the shape of the battery 231 to be temperature-controlled.

  The first expansion valve 233 and the second expansion valve 234 are electric expansion valves for adjusting the refrigerant pressure flowing through the battery temperature adjustment flow path 214, adjusting the refrigerant flow rate, and the like, and mainly include a battery heat exchanger. The amount of heat exchange at 232 is controlled. Specifically, the first expansion valve 233 and the second expansion valve 234 are arranged so as to sandwich the battery heat exchanger 232 as shown in FIG. More specifically, the first expansion valve 233 and the second expansion valve 234 are control valves whose valve opening degree (that is, the throttle amount) can be continuously controlled by a motor or the like, and flow through the battery temperature adjustment flow path 214. The high-pressure liquid refrigerant is reduced to an arbitrary intermediate pressure, or the intermediate-pressure refrigerant (gas-liquid two-phase refrigerant) is further reduced to a low pressure. By adjusting the opening degree of the first expansion valve 233 or the second expansion valve 234, the high-pressure liquid refrigerant is reduced to an arbitrary intermediate pressure, and the cooling temperature of the battery 231 is set within a predetermined temperature range (the main refrigerant circuit 213). Therefore, the cooling temperature of the battery 231 can be set to a desired temperature. As a result, the temperature of the battery 231 can be maintained within a predetermined temperature range. The predetermined temperature range may be a temperature at which condensation does not occur in the battery 231 and may be a temperature range in which the battery 231 can be used, and is preferably within a temperature range suitable for discharging the battery 231.

  In the present embodiment, the battery 231 that is a heating element is insulated from the outside air, for example, by being housed in a casing so that heat radiation from the battery 231 to the outside is suppressed. However, the configuration around the battery 231 is not limited to this, and the battery 231 may not be insulated from the outside air. However, when the exhaust heat of the battery 231 is used as a heat source during heating, the battery 231 is preferably insulated from the outside air.

  In the refrigerant circuit 212, not only the cooler 42 but also the battery heat exchanger 232 is provided, so that the temperature of the battery 231 can be controlled in addition to the cooling of the electrical component 41. Moreover, the temperature of the battery 231 can be maintained within an arbitrary temperature range by adjusting the valve opening degree of the first expansion valve 233 or the second expansion valve 234. Therefore, the temperature of the battery 231 can be adjusted within the usable temperature range of the battery 231.

  Further, in the automotive temperature control system including the refrigerant circuit 212, when the battery 231 needs to be heated immediately, the execution unit may execute the immediate heating mode.

  In the immediate warming mode, the four-way switching valve 81 is switched to the second state, and the same control as during normal heating is performed, but on the other hand, the air conditioning heat exchanger 287 does not function as a condenser. The fan 88 is not driven. Further, the opening degree of the first expansion valve 233 is adjusted so that the temperature of the battery 231 falls within a predetermined temperature range. Thus, the battery 231 can be rapidly warmed by executing the immediate warm mode.

  Since the present invention can improve the heating capacity with a simple configuration, it is effective to apply to an automotive temperature control system that cools electrical components using an air conditioning refrigerant circuit.

DESCRIPTION OF SYMBOLS 10 Temperature control system for motor vehicles 13 Main refrigerant circuit 13a 1st refrigerant | coolant piping (liquid refrigerant piping)
13b Second refrigerant pipe (liquid refrigerant pipe)
13c Discharge-side refrigerant piping 15 Electrical component cooling flow path 15a Second flow path (second electrical component cooling flow path)
15b 1st flow path (1st electrical component cooling flow path)
41 Electrical component 42 Cooler 43 Pump 44 Second check valve 45 First check valve 46 Heater (heating means)
60 Control Device 61 Execution Unit 80 Compressor 81 Four-way Switching Valve 82 Heat Exchanger for Outside Air 83 Control Valve for Air Conditioning (Expansion Mechanism)
87 Heat exchanger for air conditioning (heat exchanger for indoor air)

JP 11-337193 A

Claims (5)

A compressor (80), a four-way switching valve (81) that is connected to the discharge part of the compressor by a discharge-side refrigerant pipe (13c) and can switch the circulation direction of the refrigerant, and outside air that exchanges heat with outside air Heat exchanger (82), an inside air heat exchanger (87) for air-conditioning the interior of the vehicle, and an expansion mechanism (83) disposed between the outside air heat exchanger and the inside air heat exchanger A main refrigerant circuit (13) having
In the main refrigerant circuit, a liquid refrigerant pipe (13a, 13b) through which liquid refrigerant flows and the discharge side refrigerant pipe are connected, and a cooler (42) for cooling the electrical component (41) and heating the refrigerant. An electrical component cooling flow path (15) having heating means (46) capable of cooling, and a pump (43) for flowing the refrigerant flowing through the cooler to the discharge-side refrigerant pipe,
A control device (60) having an execution unit (61) capable of executing a normal heating mode and a high heating mode having a higher heating capacity than the normal heating mode;
With
The heating means is disposed between a connection point (A) between the electrical component cooling flow path and the discharge-side refrigerant pipe and the cooler ,
The execution unit is
In the normal heating mode, the four-way switching valve is controlled so that the refrigerant flowing through the discharge-side refrigerant pipe flows into the internal air heat exchanger, and the heating is performed so that the refrigerant flowing out of the cooler is not heated. Control means,
In the high heating mode, the four-way switching valve is controlled so that the refrigerant flowing through the discharge-side refrigerant pipe flows to the inside air heat exchanger, and the refrigerant flowing out of the cooler is heated. Control the heating means,
Temperature control system for automobiles (10). The execution unit is
A defrost mode for defrosting the heat exchanger for outside air is executable,
In the defrost mode, the four-way switching valve is controlled so that the refrigerant flowing through the discharge-side refrigerant pipe flows into the outside heat exchanger, and the refrigerant flowing out of the cooler is heated. Control means,
The automotive temperature control system according to claim 1 . The execution unit controls the pump and the compressor so that the pump is driven and the compressor is stopped in the defrost mode.
The temperature control system for automobiles according to claim 2 . The execution unit controls the expansion mechanism so that the refrigerant does not flow from the outside air heat exchanger toward the inside air heat exchanger in the defrost mode.
The automotive temperature control system according to claim 2 or 3 . The liquid refrigerant pipe includes a first refrigerant pipe (13a) that connects the outside air heat exchanger and the expansion mechanism, and a second refrigerant pipe (13b) that connects the expansion mechanism and the inside air heat exchanger. And including
The electrical component cooling flow path includes a first electrical component cooling flow path (15b) branched from the first refrigerant pipe and a second electrical component cooling flow path branched from the second refrigerant pipe. (15a) and
The first electrical component cooling flow path has a first check valve (45) for blocking the flow of refrigerant from the cooler side to the first refrigerant pipe side,
The second electrical component cooling flow path has a second check valve (44) for blocking the flow of refrigerant from the cooler side to the second refrigerant pipe side,
The temperature control system for automobiles according to any one of claims 1 to 4 .

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