WO2017130846A1 - Heat management device for vehicle - Google Patents

Abstract

This invention provides a heat management device for a vehicle provided with a heating heat exchanger for heating air blown into the vehicle interior, wherein temperature fluctuation of air blown out into the vehicle interior is minimized when a heat transfer medium flowing into the heating heat exchanger is switched. The heat management device for a vehicle is provided with a first heat transfer medium channel (12a) and a second heat transfer medium channel (11a) through which a heat transfer medium flows, a waste heat supply device (21) for supplying waste heat to the heat transfer medium flowing through the second heat transfer medium channel (11a), a heater core (22) for exchanging heat between air flown into the vehicle interior and the heat transfer medium to heat the air, a switching valve (40) for switching between a state in which the heat transfer medium circulates between the heater core (22) and the first heat transfer medium channel (12a) and a state in which the heat transfer medium circulates between the heater core (22) and the second heat transfer medium channel (11a), an adjustment unit (31) for adjusting the temperature of the heat transfer medium of the first heat transfer medium channel (12a), and a control device (60) for controlling the operation of the adjustment unit (31) so that the temperature of the heat transfer medium in the first heat transfer medium channel (12a) is equal to or greater than a prescribed temperature when the switching valve (40) causes the heat transfer medium to circulate between the heater core (22) and the second heat transfer medium channel (11a).

Description

Vehicle thermal management device Cross-reference of related applications

This application includes Japanese Patent Application No. 2016-015614 filed on January 29, 2016, and Japanese Patent Application No. 2016 filed on December 5, 2016, the disclosures of which are incorporated herein by reference. Based on -236055.

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

Conventionally, Patent Document 1 describes a vehicle temperature management device capable of heating a vehicle interior using waste heat of an engine and waste heat of an electric device. In this prior art, the flow of cooling water can be selectively switched by a valve unit for an engine, an electric device, and a heat exchanger for air conditioning.

¡By passing cooling water through the engine and the air conditioner heat exchanger, the vehicle interior can be heated using the waste heat of the engine. By passing cooling water through the electric equipment and the heat exchanger for air conditioning, the vehicle interior can be heated using waste heat of the electric equipment.

International Publication No. 2011/015426

The upper limit temperature of the cooling water flowing through the electrical equipment is generally about 70 ° C. because of the heat resistance of the electronic components, but the temperature of the cooling water that has cooled the engine is typically 90 ° C. or higher. The cooling water that has cooled the air cannot be passed through the electrical equipment.

According to the study of the inventors of the present application, in the above-described conventional technology, it is necessary to selectively switch between one of engine waste heat and electrical equipment waste heat as a heating heat source. As a result, in the above prior art, the temperature of the cooling water flowing into the heat exchanger for air conditioning fluctuates when the heating heat source is switched, so the temperature of the air blown into the passenger compartment also fluctuates, causing the passengers to feel uncomfortable. Easy to feel.

Also, since both the waste heat of the engine and the waste heat of the electrical equipment cannot be used simultaneously as a heating heat source, the waste heat may not be effectively used.

In view of the above points, the present disclosure is directed to a vehicle heat management apparatus including a heating heat exchanger that heats air blown into a vehicle interior. When the heat medium flowing into the heating heat exchanger is switched, It aims at suppressing that the temperature of the air which blows off indoors fluctuates.

In view of the above points, the present disclosure has another object to effectively use a plurality of waste heat for heating.

A vehicle thermal management device according to one feature example of the present disclosure is provided.
A first heat medium path section and a second heat medium path section through which the heat medium flows;
A waste heat supply device for supplying waste heat to the heat medium flowing through the second heat medium path;
A heat exchanger for heating that heats the air by exchanging heat between the air blown into the passenger compartment and the heat medium;
Switching that switches between a state in which the heat medium circulates between the heat exchanger for heating and the first heat medium path part and a state in which the heat medium circulates between the heat exchanger for heating and the second heat medium path part And
An adjusting unit for adjusting the temperature of the heat medium in the first heat medium path unit;
When the switching unit circulates the heat medium between the heating heat exchanger and the second heat medium path unit, the adjustment unit is configured so that the temperature of the heat medium in the first heat medium path unit is equal to or higher than a predetermined temperature. A control unit for controlling the operation.

According to this, the state where the heat medium circulates between the heat exchanger for heating and the first heat medium path part from the state where the heat medium circulates between the heat exchanger for heating and the second heat medium path part. Since the heat medium whose temperature has been adjusted by the adjusting unit flows into the heating heat exchanger when switching to, the temperature variation of the heat medium flowing into the heating heat exchanger can be suppressed, and consequently the air blown into the passenger compartment Temperature fluctuation can be suppressed.

A vehicle thermal management device according to another feature example of the present disclosure includes:
A first waste heat supply device for supplying waste heat to the heat medium;
A second waste heat supply device that supplies waste heat to the heat medium and has an allowable temperature higher than that of the first waste heat supply device;
A heat exchanger for heating that heats the air by exchanging heat between the air blown into the passenger compartment and the heat medium;
A first heat medium path portion in which the heat medium flows and the first waste heat supply device is disposed;
A second heat medium path portion in which the heat medium flows and the second waste heat supply device is disposed;
An outside air radiator that radiates heat of the heat medium in the first heat medium path portion to the outside air by exchanging heat between the heat medium in the first heat medium path portion and the outside air;
Switching between a state in which the heat medium circulates between the heat exchanger for heating and the first heat medium path part and a state in which the heat medium circulates between the heat exchanger for heating and the second heat medium path part A switching unit that switches between a state in which the heat medium in the first heat medium path portion flows to the outside air radiator and a state in which the flow of the heat medium in the first heat medium path portion to the outside air radiator is blocked,
When the heat medium circulates between the heat exchanger for heating and the second heat medium path, the switching unit is configured to block the flow of the heat medium in the first heat medium path to the outside air radiator. A control unit for controlling the operation.

According to this, when heating is performed using the waste heat of the second waste heat supply device, the waste heat of the first waste heat supply device can be prevented from being radiated to the outside air by the outside air radiator. Waste heat of the waste heat supply device can be stored in the heat medium of the first heat medium path.

Therefore, when the heat medium circulates between the heat exchanger for heating and the first heat medium path part, the waste of the first waste heat supply device stored in the heat medium of the first heat medium path part. Since it can heat using heat, both the waste heat of the 1st waste heat supply equipment and the waste heat of the 2nd waste heat supply equipment can be used effectively for heating.

It is a whole lineblock diagram of the thermal management device for vehicles in one embodiment. It is a whole lineblock diagram showing the 1st operation mode of the thermal management device for vehicles in one embodiment. It is a whole block diagram which shows the 2nd operation mode of the thermal management apparatus for vehicles in one Embodiment. It is a whole block diagram which shows the 3rd operation mode of the thermal management apparatus for vehicles in one Embodiment. It is a block diagram which shows the electric control part of the thermal management apparatus for vehicles in one Embodiment.

Hereinafter, embodiments will be described with reference to the drawings. The vehicle thermal management apparatus 10 shown in FIG. 1 is used to adjust various devices and vehicle interiors included in a vehicle to an appropriate temperature.

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

The hybrid vehicle of the present embodiment is configured as a plug-in hybrid vehicle that can charge power supplied from an external power source to a battery mounted on the vehicle when the vehicle is stopped. As the battery, for example, a lithium ion battery can be used.

The driving force output from the engine is used not only for driving the vehicle but also for operating the generator. And the electric power generated with the generator and the electric power supplied from the external power supply can be stored in the battery. The electric power stored in the battery is supplied not only to the electric motor for traveling but also to various in-vehicle devices including the electric components constituting the vehicle thermal management device 10.

The vehicle thermal management device 10 includes an engine cooling circuit 11 and a capacitor circuit 12. The engine cooling circuit 11 and the capacitor circuit 12 are cooling water circuits through which cooling water circulates.

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

The engine cooling circuit 11 is a cooling water circuit for cooling the engine 21 with cooling water. In the engine cooling circuit 11, an engine pump 20, an engine 21, a heater core 22, a coolant circulation device 23, and a first radiator 24 are arranged.

The engine 21 is a waste heat supply device that supplies waste heat generated with the operation of the vehicle to the cooling water of the engine cooling circuit 11. The allowable temperature of the engine 21 is about 90 ° C. The engine pump 20 is a pump that sucks and discharges cooling water. The engine pump 20 is an electric pump.

The engine pump 20 may be a belt driven pump. The belt-driven pump is a pump that is driven when the driving force of the engine 21 is transmitted through the belt.

The heater core 22 is a heating heat exchanger that heats the air blown into the vehicle interior by exchanging heat between the air blown into the vehicle cabin and the cooling water. The heater core 22 is a heat exchanger used for heating the passenger compartment. Air is blown into the passenger compartment by an indoor blower (not shown).

The engine pump 20, the engine 21, and the heater core 22 are arranged in series with the engine cooling circuit 11 so that the cooling water circulates in this order.

The cooling water distribution device 23 is a device through which cooling water flows. The cooling water circulation device 23 is arranged in parallel with the heater core 22 in the flow of the cooling water.

The cooling water circulation device 23 is, for example, an EGR cooler or an exhaust heat recovery device. The EGR cooler is a heat exchanger that cools the exhaust gas by exchanging heat between the exhaust gas returned to the intake side of the engine 21 and the cooling water. The exhaust heat recovery unit 24 is a heat exchanger that recovers heat of the exhaust gas by exchanging heat between the exhaust gas of the engine 21 and the cooling water. The cooling water distribution device 23 is a heat generating device that generates heat when activated.

The first radiator 24 is a cooling water outdoor air heat exchanger that exchanges heat between cooling water and air outside the passenger compartment (hereinafter referred to as outside air) to dissipate the heat of the cooling water to the outside air. The first radiator 24 is arranged in parallel with the heater core 22 and the coolant circulation device 23 in the coolant flow.

The engine cooling circuit 11 includes an engine path portion 11a, a heater core path portion 11b, a device path portion 11c, and a first radiator path portion 11d. The engine path portion 11a, the heater core path portion 11b, the device path portion 11c, and the first radiator path portion 11d each form a cooling water flow path through which cooling water flows.

In the engine path portion 11a, an engine pump 20, an engine 21, and a shutoff valve 25 are arranged in series. The engine path portion 11a is a heat medium path portion through which the heat medium flows.

The shutoff valve 25 is an electromagnetic valve that opens and closes the cooling water flow path of the engine passage portion 11a. The shutoff valve 25 is disposed on the downstream side of the coolant flow of the engine pump 20 and the engine 21 in the engine path portion 11a.

A heater core 22 is disposed in the heater core path portion 11b. A cooling water circulation device 23 is disposed in the device path portion 11c. The heater core path portion 11b and the device path portion 11c are connected in parallel to the engine path portion 11a.

The first radiator 24 is disposed in the first radiator path portion 11d. One end of the first radiator path portion 11d is connected to a portion of the engine path portion 11a upstream of the coolant flow of the engine pump 20 and the engine 21. The other end of the first radiator path portion 11d is connected to a portion of the engine path portion 11a on the downstream side of the cooling water flow of the engine pump 20 and the engine 21 and the upstream side of the cooling water flow of the shutoff valve 25.

A thermostat 27 is disposed at a connection portion between the first radiator path portion 11d and the engine path portion 11a. The thermostat 27 is a cooling water temperature responsive valve. The cooling water temperature responsive valve is a valve provided with a mechanical mechanism that opens and closes a cooling water flow path by displacing a valve body with a thermo wax that changes in volume depending on temperature.

The capacitor circuit 12 is provided with a capacitor pump 30 and a capacitor 31. The condenser pump 30 is a pump that sucks and discharges cooling water. The capacitor pump 30 is an electric pump. The condenser pump 30 may be a belt driven pump.

The capacitor 31 is an adjustment unit that adjusts the temperature of the cooling water by heating the cooling water. The condenser 31 is a high-pressure side heat exchanger that heats the cooling water by exchanging heat between the high-pressure side refrigerant of the refrigeration cycle 50 and the cooling water.

The capacitor circuit 12 has a capacitor path portion 12a. The capacitor | condenser path | route part 12a forms the cooling water circulation flow path through which cooling water flows. The capacitor path portion 12a is a heat medium path portion through which the heat medium flows. The condenser path portion 12a is a first heat medium path portion, and the engine path portion 11a of the engine cooling circuit 11 is a second heat medium path portion.

In the capacitor path portion 12a, a capacitor pump 30, a capacitor 31, and an electric device 32 are arranged in series. The electric device 32 is a heat-generating device that generates waste heat by generating heat when operated. The electrical device 32 is a waste heat supply device that supplies waste heat to the cooling water flowing through the capacitor circuit 12. The allowable temperature of the electrical device 32 is about 70 ° C.

The electrical device 32 is a first waste heat supply device, and the engine 21 is a second waste heat supply device. The engine 21 has a higher allowable temperature than the electric device 32.

The refrigeration cycle 50 is a vapor compression refrigerator that includes a compressor 51, a condenser 31, an expansion valve 52, and an evaporator 53. The refrigerant of the refrigeration cycle 50 is a fluorocarbon refrigerant. The refrigeration cycle 50 is a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant.

The compressor 51 is an electric compressor that is driven by electric power supplied from a battery, and sucks, compresses and discharges the refrigerant of the refrigeration cycle 50. The compressor 51 may be a variable capacity compressor that is driven by an engine belt by the driving force of the engine 21.

The condenser 31 is a condenser that condenses the high-pressure refrigerant by exchanging heat between the high-pressure refrigerant discharged from the compressor 51 and the cooling water.

The expansion valve 52 is a decompression unit that decompresses and expands the liquid-phase refrigerant that has flowed out of the capacitor 31. The expansion valve 52 has a temperature sensing part. The temperature sensing unit detects the degree of superheat of the evaporator 53 outlet-side refrigerant based on the temperature and pressure of the evaporator 53 outlet-side refrigerant. The expansion valve 52 is a temperature type expansion valve that adjusts the throttle passage area by a mechanical mechanism so that the degree of superheat of the refrigerant on the outlet side of the evaporator 53 falls within a predetermined range. The expansion valve 52 may be an electric expansion valve that adjusts the throttle passage area by an electric mechanism.

The evaporator 53 is a low-pressure side heat exchanger that evaporates the low-pressure refrigerant by exchanging heat between the low-pressure refrigerant decompressed and expanded by the expansion valve 52 and the air blown into the vehicle interior. The gas-phase refrigerant evaporated in the evaporator 53 is sucked into the compressor 51 and compressed.

The evaporator 53 may be a heat medium cooler that cools the cooling water by exchanging heat between the refrigerant and the cooling water. In this case, by separately providing a heat medium air heat exchanger that exchanges heat between the cooling water cooled by the heat medium cooler and the air, it is possible to cool the air blown into the vehicle interior.

The engine cooling circuit 11 and the capacitor circuit 12 are connected to the switching valve 40. The switching valve 40 switches the flow of cooling water between the engine cooling circuit 11 and the capacitor circuit 12.

That is, the switching valve 40 switches between a state where the cooling water circulates between the engine cooling circuit 11 and the condenser circuit 12 and a state where the cooling water does not circulate between the engine cooling circuit 11 and the condenser circuit 12. In other words, the switching valve 40 switches between a state in which the engine cooling circuit 11 and the capacitor circuit 12 communicate with each other and a state in which the engine cooling circuit 11 and the capacitor circuit 12 do not communicate with each other.

The second radiator path 12b is connected to the switching valve 40. A second radiator 33 is disposed in the second radiator path 12b. The second radiator 33 is an outside air radiator that radiates heat of the cooling water to the outside air by exchanging heat between the cooling water and the outside air. The second radiator 33 is an adjustment unit that adjusts the temperature of the cooling water by dissipating the heat of the cooling water.

The switching valve 40 is a five-way valve having five ports. The first port 40a of the switching valve 40 is connected to a coolant outlet side portion of the heater core 22 in the heater core path portion 11b. The second port 40b of the switching valve 40 is connected to a merging portion 41 of the engine path portion 11a between the cooling water suction side end of the engine pump 20 and the device path portion 11c.

The third port 40c of the switching valve 40 is connected to the coolant inlet side portion of the electrical device 32 in the capacitor path portion 12a. The fourth port 40d of the switching valve 40 is connected to the coolant outlet side portion of the capacitor 31 in the capacitor path portion 12a.

The fifth port 40e of the switching valve 40 is connected to one end of the second radiator path 12b. The other end of the second radiator path 12b is connected to a portion between the third port 40c of the switching valve 40 and the electric device 32 in the capacitor path portion 12a.

The shutoff valve 25 and the switching valve 40 are a switching unit that switches between a state in which the cooling water circulates between the heater core 22 and the condenser path portion 12a and a state in which the cooling water circulates between the heater core 22 and the engine path portion 11a. It is.

In other words, the shutoff valve 25 and the switching valve 40 switch between a state where the heater core 22 communicates with the capacitor path portion 12a and a state where the heater core 22 communicates with the engine path portion 11a.

The switching valve 40 switches between a state in which the cooling water of the capacitor circuit 12 flows to the second radiator 33 and a state in which the flow of the cooling water of the capacitor circuit 12 to the second radiator 33 is blocked. In other words, the switching valve 40 switches between a state in which the second radiator 33 communicates with the capacitor circuit 12 and a state in which the second radiator 33 communicates with the capacitor circuit 12.

The shutoff valve 25 and the switching valve 40 switch the operation mode of the vehicle thermal management device 10 to the first operation mode shown in FIG. 2, the second operation mode shown in FIG. 3, and the third operation mode shown in FIG.

In the first operation mode shown in FIG. 2, the switching valve 40 interrupts the cooling water circulation between the engine cooling circuit 11 and the condenser circuit 12, and the cooling water between the second radiator 33 and the condenser circuit 12. Block circulation.

Specifically, the switching valve 40 connects the first port 40a and the second port 40b, connects the third port 40c and the fourth port 40d, and closes the fifth port 40e. In the first operation mode, the shutoff valve 25 opens the cooling water flow path of the engine path portion 11a.

Thereby, in the engine cooling circuit 11, the cooling water flowing out from the engine 21 flows in parallel through the heater core 22 and the cooling water circulation device 23 and flows into the engine 21. In other words, the cooling water that has flowed out of the engine path portion 11a flows in parallel through the heater core path portion 11b and the device path portion 11c and flows into the engine path portion 11a. In the capacitor circuit 12, the cooling water does not circulate through the second radiator 33.

In the second operation mode shown in FIG. 3, the switching valve 40 interrupts the cooling water circulation between the engine cooling circuit 11 and the condenser circuit 12, and allows the cooling water to flow between the second radiator 33 and the condenser circuit 12. Circulate.

Specifically, the switching valve 40 connects the first port 40a and the second port 40b, and connects the third port 40c, the fourth port 40d, and the fifth port 40e. In the second operation mode, the shutoff valve 25 opens the cooling water flow path of the engine path portion 11a.

Thereby, in the engine cooling circuit 11, the cooling water flowing out from the engine 21 flows in parallel through the heater core 22 and the cooling water circulation device 23 and flows into the engine 21 as in the first operation mode. In other words, the cooling water that has flowed out of the engine path portion 11a flows in parallel through the heater core path portion 11b and the device path portion 11c and flows into the engine path portion 11a. In the capacitor circuit 12, the cooling water circulates through the second radiator 33.

In the third operation mode shown in FIG. 4, the switching valve 40 circulates the cooling water between the engine cooling circuit 11 and the condenser circuit 12 and circulates the cooling water between the second radiator 33 and the condenser circuit 12. Cut off.

Specifically, the switching valve 40 connects the first port 40a and the third port 40c, connects the second port 40b and the fourth port 40d, and closes the fifth port 40e. In the third operation mode, the shutoff valve 25 closes the cooling water flow path of the engine path portion 11a.

Thereby, in the capacitor circuit 12, the cooling water flowing out from the capacitor 31 flows in series in the order of the cooling water circulation device 23, the heater core 22, and the electric device 32 and flows into the capacitor 31. In other words, the cooling water in the capacitor path portion 12a flows in series in the order of the device path portion 11c and the heater core path portion 11b and flows into the capacitor path portion 12a. In the engine cooling circuit 11, cooling water circulates through the engine 21 and the first radiator 24.

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

The control target devices controlled by the control device 60 are the engine pump 20, the condenser pump 30, the shutoff valve 25, the switching valve 40, the compressor 51, and the like.

The detection signal of the sensor group is input to the input side of the control device 60. The sensor group includes an engine water temperature sensor 61, a condenser water temperature sensor 62, an inside air temperature sensor 63, an outside air temperature sensor 64, a solar radiation amount sensor 65, and the like.

The engine water temperature sensor 61 is a heat medium temperature detection unit that detects the coolant temperature of the engine cooling circuit 11. Specifically, the engine water temperature sensor 61 detects the cooling water temperature of the engine path portion 11a.

The condenser water temperature sensor 62 is a heat medium temperature detection unit that detects the cooling water temperature of the condenser circuit 12. Specifically, the condenser water temperature sensor 62 detects the cooling water temperature of the condenser path portion 12a.

The inside air temperature sensor 63 is an inside air temperature detector that detects the temperature of the inside air. The outside temperature sensor 64 is an outside temperature detector that detects the temperature of the outside air. The solar radiation amount sensor 65 is a solar radiation amount detector that detects the amount of solar radiation in the passenger compartment.

Operation signals from various air conditioning operation switches provided on the operation panel 68 disposed in the vicinity of the instrument panel in the front of the passenger compartment are input to the input side of the control device 60. As various air conditioning operation switches provided on the operation panel 68, an air conditioner switch, an auto switch, an air blower setting switch for an indoor fan, a vehicle interior temperature setting switch, and the like are provided.

The air conditioner switch is a switch for switching on / off (in other words, on / off) of air conditioning (that is, cooling or heating). The auto switch is a switch for setting or canceling automatic control of air conditioning. The vehicle interior temperature setting switch is an example of a target temperature setting unit that sets the vehicle interior target temperature by the operation of the passenger.

Next, the operation in the above configuration will be described. The control device 60 calculates a target blowing temperature TAO of the air blown into the vehicle interior, and switches between the heating mode and the non-heating mode based on the target blowing temperature TAO. The heating mode is an air conditioning mode for heating the passenger compartment. The non-heating mode is an air conditioning mode in which the vehicle interior is not heated. The non-heating mode is a cooling mode for cooling the passenger compartment, a blowing mode for blowing air into the passenger compartment, or the like.

The target blowing temperature TAO of the air blown into the passenger compartment is calculated using the following formula, for example. TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × As + C
Note that Tset is the vehicle interior set temperature set by the vehicle interior temperature setting switch, Tr is the internal air temperature detected by the internal air temperature sensor 63, Tam is the external air temperature detected by the external air temperature sensor 64, and As is the solar radiation amount sensor 65. Is the amount of solar radiation detected by. Kset, Kr, Kam, Ks are control gains, and C is a correction constant.

The target outlet temperature TAO corresponds to the amount of heat that the vehicle thermal management device 10 needs to generate in order to keep the interior of the vehicle interior at a desired temperature, and is regarded as an air conditioning load required for the vehicle thermal management device 10. Can do. In the heating mode, the target outlet temperature TAO can be regarded as a heating load required for the vehicle thermal management device 10.

The control device 60 executes the heating mode when the target blowing temperature TAO is higher than the inside air temperature Tr. The control device 60 executes the cooling mode when the target blowing temperature TAO is lower than the inside air temperature Tr.

The control device 60 switches the operation mode shown in FIGS. 2 to 4 by controlling the operation of the switching valve 40.

In the first operation mode shown in FIG. 2, the capacitor circuit 12 is a circulation circuit in which cooling water circulates between the electric device 32 and the capacitor 31. The capacitor circuit 12 is a circulation circuit in which cooling water circulates independently from the engine cooling circuit 11.

In the first operation mode, since the cooling water of the engine cooling circuit 11 circulates in the heater core 22, heating is performed using the waste heat of the engine 21.

In the first operation mode, the water temperature of the capacitor circuit 12 is maintained by the waste heat of the electrical device 32. When the waste heat of the electrical device 32 is small, the water temperature of the capacitor circuit 12 is maintained higher than a predetermined lower limit temperature by the heat supplied from the capacitor 31.

By keeping the waste heat of the electric device 32 in the condenser circuit 12, the waste heat of the electric device 32 is heated when the heat quantity of the engine cooling circuit 11 is insufficient and the cooling water temperature of the engine cooling circuit 11 is lowered. Etc.

That is, when the amount of heat of the engine cooling circuit 11 is insufficient and the cooling water temperature of the engine cooling circuit 11 is lowered, the cooling water of the capacitor circuit 12 is circulated through the heater core 22 by switching to the third operation mode. The waste heat of 32 is utilized for heating the air in the heater core 22. When the waste heat of the electrical device 32 is insufficient with respect to the heat necessary for heating or the like, the heating or the like is also performed using the heat supplied from the condenser 31.

The second operation mode shown in FIG. 3 is executed when the amount of waste heat of the electrical device 32 is large. In the second operation mode, the cooling water is allowed to flow through the second radiator 33 to radiate heat from the cooling water to the outside air. In that case, the second radiator path 12b is throttled by the fifth port 40e of the switching valve 40 so that the flow rate of the coolant flowing through the second radiator 33 is reduced. Further, the third port 40c of the switching valve 40 is throttled by a predetermined amount so that the cooling water also flows to the second radiator 33 side, and the pressure loss of the flow path bypassing the second radiator 33 is increased.

4 is executed when the coolant temperature of the engine cooling circuit 11 is low. In the third operation mode, the heat supplied from the capacitor 31 or the waste heat of the electric device 32 is used as a heat source such as heating. That is, heating or the like is performed without operating the engine 21 for the purpose of heating. Moreover, since heating etc. are performed using the waste heat of the electric equipment 32 stored in the capacitor circuit 12, the waste heat of the electric equipment 32 that cannot be used in the first operation mode and the second operation mode can be used.

In the first operation mode and the second operation mode, the shutoff valve 25 and the switching valve 40 circulate cooling water between the heater core 22 and the engine path portion 11a. In the third operation mode, the shutoff valve 25 and the switching valve 40 circulate cooling water between the heater core 22 and the condenser path portion 12a.

When the coolant temperature of the engine path portion 11a is higher than the predetermined switching temperature, the control device 60 executes the first operation mode. The switching temperature is, for example, 60 ° C. Thereby, since a cooling water circulates between the heater core 22 and the engine path part 11a, heating etc. can be performed using the waste heat of the engine 21. FIG. Since the capacitor circuit 12 becomes a cooling water circuit independent of the engine cooling circuit 11, the waste heat of the electric device 32 is stored in the cooling water of the capacitor circuit 12.

In the first operation mode and the second operation mode, when the cooling water temperature of the engine cooling circuit 11 decreases and falls below a predetermined switching temperature, the control device 60 executes the third operation mode. Thereby, cooling water circulates between the heater core 22 and the capacitor | condenser path | route part 12a. Thereby, heating etc. can be performed using the waste heat of the electric equipment 32 stored in the cooling water of the capacitor circuit 12.

That is, when the air is heated by the heater core 22 using the waste heat of the engine 21, the waste heat of the electric device 32 is stored, and if the waste heat of the engine 21 is insufficient as a heat source for heating or the like, the stored electricity is stored. Since the waste heat of the device 32 is used for heating or the like, the waste heat of the electric device 32 can be effectively used for heating or the like.

The capacitor circuit 12 can communicate with the second radiator 33. When the cooling water temperature of the condenser circuit 12 becomes equal to or higher than a predetermined allowable temperature due to waste heat of the electrical device 32, the control device 60 opens the fifth port 40e of the switching valve 40 to a predetermined intermediate opening (in other words, a throttle valve). And the cooling water is allowed to flow through the second radiator 33 at an intermediate flow rate (in other words, a reduced flow rate). The allowable temperature is set in consideration of the heat resistant temperature of the electric device 32. The allowable temperature is a temperature higher than the switching temperature, and is 70 ° C., for example.

Thereby, the heat of the cooling water of the capacitor circuit 12 is dissipated to the outside air, and the cooling water of the capacitor circuit 12 is maintained below the allowable temperature to protect the electric device 32. At this time, if the cooling water is passed through the second radiator 33 at a large flow rate, the cooling water temperature rapidly drops when the outside air temperature is low. Therefore, the flow rate of the second radiator 33 is limited.

The heating capacity of the condenser 31 can be adjusted by controlling the rotational speed of the compressor 51. When the heater core 22 is connected to the engine path portion 11a, the control device 60 controls the operation of the compressor 51 so that the cooling water of the capacitor circuit 12 maintains a predetermined heat retaining temperature. The heat retention temperature is a temperature slightly lower than the switching temperature. The insulation temperature is 40 ° C., for example.

Thereby, since the cooling water temperature of the capacitor circuit 12 can be maintained at a temperature close to the switching temperature, the temperature of the cooling water flowing into the heater core 22 when the connection destination of the heater core 22 is switched from the engine path portion 11a to the capacitor path portion 12a. The fluctuation can be suppressed, and consequently the temperature fluctuation of the air blown into the passenger compartment can be suppressed.

When the timing for switching the heater core 22 from the engine path portion 11a side to the capacitor path portion 12a side approaches, the control device 60 keeps the cooling water temperature of the capacitor circuit 12 by heating the cooling water of the capacitor circuit 12 with the capacitor 31. Increase above temperature.

Specifically, when the temperature of the cooling water in the engine cooling circuit 11 falls below the switching preparation temperature, the temperature of the cooling water in the capacitor circuit 12 is raised above the heat retention temperature. The switching preparation temperature is a temperature slightly higher than the switching temperature. The switching preparation temperature is 70 ° C., for example.

When the difference between the cooling water temperature of the condenser circuit 12 and the cooling water temperature of the engine cooling circuit 11 falls within the allowable range, the heater core 22 is switched from the engine path portion 11a side to the capacitor path portion 12a side. The allowable range is a temperature range in which the temperature fluctuation of the cooling water flowing into the heater core 22 can be allowed, and is 3 ° C., for example. That is, when the cooling water temperature of the capacitor circuit 12 and the cooling water temperature of the engine cooling circuit 11 become approximately the same, the heater core 22 is switched from the engine path portion 11a side to the capacitor path portion 12a side.

In other words, the control device 60 does not heat the cooling water of the capacitor circuit 12 with the capacitor 31 as much as possible when the timing for switching the heater core 22 from the engine path portion 11a side to the capacitor path portion 12a is not approaching.

Thereby, when the heater core 22 is connected to the engine path portion 11a, the cooling water temperature of the capacitor circuit 12 does not need to be increased more than necessary. Therefore, the compressor 51 is used to maintain the cooling water temperature of the capacitor circuit 12. Can reduce the power consumed.

When the temperature of the cooling water in the engine cooling circuit 11 falls below the required cooling water temperature, the control device 60 raises the cooling water temperature in the capacitor circuit 12 above the heat retention temperature. The required cooling water temperature is a lower limit value of the cooling water temperature necessary for maintaining normal operation of the engine 21 (specifically, combustion and sliding). The required cooling water temperature is 40 ° C., for example.

Thereby, when the temperature of the cooling water of the engine cooling circuit 11 falls below the required cooling water temperature, the cooling of the engine path 11a is supplied by supplying the heat of the cooling water of the condenser path 12a to the cooling water of the engine path 11a. It becomes possible to maintain the temperature of water above the required cooling water temperature.

The switch preparation temperature or required cooling water temperature is the temperature rise start temperature. When the temperature of the cooling water in the engine cooling circuit 11 falls below the temperature rise start temperature, the control device 60 starts heating the cooling water by the capacitor 31 so as to raise the temperature of the cooling water in the capacitor circuit 12 above the heat retention temperature.

As described above, before the heater core 22 is connected from the engine path portion 11a side to the capacitor path portion 12a side, the cooling water of the capacitor circuit 12 is heated by the capacitor 31 so that the cooling water temperature of the capacitor circuit 12 is higher than the heat retention temperature. Raise.

At this time, the lower the outside air temperature, the lower the performance of the refrigeration cycle 50 and the longer the time necessary for raising the cooling water temperature of the condenser circuit 12, and it takes time to switch the connection of the heater core 22.

In view of this point, the control device 60 sets the temperature of the cooling water for the condenser circuit 12 to be higher as the heating load is higher. As a result, when the outside air temperature is low, the required cooling water temperature rise is suppressed and the time required for switching is shortened.

In order to reduce the power consumed by the compressor 51 as much as possible when the control device 60 raises the cooling water temperature above the heat retention temperature (hereinafter referred to as the cooling water temperature rise) before switching the connection of the heater core 22. The following control is performed.

First, the time (hereinafter, referred to as the descent time) to decrease from the rate of decrease in the temperature of the cooling water in the engine cooling circuit 11 to the blowout variation allowable amount is calculated. The blowout variation allowable amount is, for example, about 3 ° C.

Next, based on the heat pump performance map of the refrigeration cycle 50 and the like, the compressor 51 is configured so that the temperature of the cooling water in the condenser circuit 12 becomes equal to the temperature of the cooling water in the engine cooling circuit 11 when the falling time has elapsed. Determine the speed and operating time. Thereby, since the power consumption of the compressor 51 is optimized to the minimum necessary, it is possible to save power.

The control device 60 changes the rotation speed of the compressor 51 when the cooling water temperature rises according to the temperature of the cooling water in the engine cooling circuit 11 or the temperature of the cooling water in the capacitor circuit 12.

For example, the control device 60 increases the rotational speed of the compressor 51 when the cooling water temperature rises as the cooling water temperature descending speed of the engine cooling circuit 11 increases. For example, the control device 60 increases the rotational speed of the compressor 51 when the cooling water temperature rises as the cooling water temperature in the capacitor circuit 12 decreases. For example, the control device 60 shortens the time from the start of the compressor 51 to the switching of the connection destination of the heater core 22 as the rotational speed of the compressor 51 is higher.

In the present embodiment, when the shutoff valve 25 and the switching valve 40 circulate cooling water between the heater core 22 and the engine path portion 11a, the control device 60 sets the temperature of the cooling water in the capacitor path portion 12a to the heat retaining temperature. The operation of the capacitor 31 and the second radiator 33 (for example, the temperature adjustment capability of the capacitor 31 and the second radiator 33) is controlled so as to be equal to or higher than (a predetermined temperature in other words).

According to this, when switching from the state in which the cooling water circulates between the heater core 22 and the engine path portion 11a to the state in which the cooling water circulates between the heater core 22 and the capacitor path portion 12a, the refrigerant flows into the heater core 22. Since the temperature fluctuation of the cooling water can be suppressed, the temperature fluctuation of the air blown into the passenger compartment can be suppressed, and consequently, the passenger can be prevented from feeling uncomfortable.

When the air conditioning mode is the non-heating mode, even if the temperature of the air blown into the passenger compartment fluctuates, it is difficult for passengers to feel uncomfortable. In other words, when the air conditioning mode is the heating mode, the occupant tends to feel uncomfortable when the temperature of the air blown into the passenger compartment fluctuates. In view of this point, the control device 60 increases the heat retention temperature in the heating mode compared to the non-heating mode.

Thereby, in the heating mode, the temperature of the cooling water in the condenser passage portion 12a can be increased, so that the temperature of the air blown into the passenger compartment can be further prevented from feeling uncomfortable. Moreover, since it is possible to lower the temperature of the cooling water in the condenser path portion 12a in the non-heating mode, the cooling efficiency of the electric device 32 can be increased.

As the heating load is higher, the temperature of the cooling water flowing into the heater core 22 needs to be increased. In view of this point, the control device 60 increases the heat insulation temperature as the heating load increases. Specifically, the control device 60 increases the heat retention temperature as the target blowing temperature TAO is higher. Thereby, the temperature fluctuation of the cooling water flowing into the heater core 22 can be suppressed even when the heating load is high.

In the present embodiment, when the cooling water circulates between the heater core 22 and the engine path portion 11a, the control device 60 causes the heater core 22 and the capacitor path to pass when the temperature of the cooling water in the engine path portion 11a falls below the switching temperature. The operation of the shutoff valve 25 and the switching valve 40 is controlled so that the cooling water circulates between the parts 12a. And the control apparatus 60 sets heat retention temperature to below switching temperature.

According to this, compared with the case where the heat retention temperature is set to a temperature higher than the switching temperature, the power consumed for heating the cooling water by the capacitor 31 can be suppressed.

In the present embodiment, when the cooling water circulates between the heater core 22 and the engine path portion 11a, the control device 60 causes the temperature of the cooling water in the engine path portion 11a to be equal to or lower than the switching temperature and the engine path portion 11a. Control of the shutoff valve 25 and the switching valve 40 so that the cooling water circulates between the heater core 22 and the condenser path 12a when the temperature difference between the cooling water of the condenser and the cooling water of the condenser path 12a falls within an allowable range. To do.

As a result, when the cooling water is circulated between the heater core 22 and the engine path portion 11a and the cooling water is circulated between the heater core 22 and the capacitor path portion 12a, the cooling that flows into the heater core 22 is switched. Water temperature fluctuation can be further suppressed.

In the present embodiment, when the cooling water circulates between the heater core 22 and the engine path portion 11a, the control device 60 causes the condenser path portion when the temperature of the cooling water in the engine path portion 11a falls below the temperature rise start temperature. The operation of the condenser 31 is controlled so that the temperature of the cooling water 12a is higher than the heat retention temperature. The temperature increase start temperature is a switching preparation temperature or a required cooling water temperature.

According to this, when the temperature rise start temperature is the switching preparation temperature, the cooling water circulates between the heater core 22 and the condenser path portion 12a from the state where the cooling water circulates between the heater core 22 and the engine path portion 11a. When the timing for switching to the state approaches, the cooling water temperature of the capacitor path portion 12a is raised above the heat retention temperature to approach the cooling water temperature of the engine path portion 11a, so that the heat retention temperature can be set low. Therefore, since the condenser 31 adjusts the temperature of the cooling water, the power consumed by the compressor 51 can be reduced.

When the temperature rise start temperature is the required cooling water temperature, the temperature of the cooling water in the engine path portion 11a is set to the required cooling water temperature by supplying the heat of the cooling water in the capacitor path portion 12a to the cooling water in the engine path portion 11a. It becomes possible to maintain.

The power consumed by the compressor 51 can be reduced as the heat retention temperature is set lower. However, when the heat retention temperature is set lower, the temperature of the cooling water in the condenser path portion 12a approaches when the timing for switching the connection destination of the heater core 22 approaches. Therefore, it is necessary to quickly increase the temperature of the cooling water in the capacitor path portion 12a.

If the rotation speed of the compressor 51 is increased, the temperature of the cooling water in the condenser path portion 12a can be quickly increased. However, if the rotation speed of the compressor 51 is increased, the occupant makes the operation sound of the compressor 51 abnormal. It becomes easier to feel. Since the wind noise increases as the vehicle speed increases, the operating noise of the compressor 51 is drowned out by the wind noise even when the rotation speed of the compressor 51 is increased, and the passenger feels the operating noise of the compressor 51. It becomes difficult.

In view of this point, the control device 60 sets the heat insulation temperature lower as the traveling speed of the vehicle is higher. Thereby, the power consumed in order to maintain the cooling water temperature of the capacitor | condenser path | route part 12a at heat retention temperature can be reduced. The traveling speed of the vehicle can be detected by a vehicle speed sensor (not shown).

In this embodiment, when the cooling water circulates between the heater core 22 and the engine path portion 11a, the control device 60 reduces the cooling water temperature of the engine path portion 11a, the switching temperature, and the capacitor path portion 12a. The rotation speed of the compressor 51 is determined based on the temperature of the cooling water.

As a result, when the timing for switching the connection destination of the heater core 22 approaches, the temperature of the cooling water in the condenser path portion 12a is raised above the heat retaining temperature and consumed by the compressor 51 to approach the cooling water temperature of the engine path portion 11a. Can be suppressed.

The second radiator 33 exchanges heat between the cooling water of the condenser path portion 12a and the outside air to dissipate the heat of the cooling water of the condenser path portion 12a to the outside air. Thereby, it can suppress that the temperature of the cooling water of the capacitor | condenser path | route part 12a exceeds allowable temperature with the waste heat of the electric equipment 32. FIG.

The refrigeration cycle 50 may be able to reverse the refrigerant flow. When the refrigerant flow of the refrigeration cycle 50 is reversed, the low-pressure refrigerant decompressed and expanded by the expansion valve 52 flows to the condenser 31, so that the condenser 31 functions as a heat absorber that absorbs the heat of the cooling water.

That is, when the refrigerant flow of the refrigeration cycle 50 is reversed, the condenser 31 exchanges heat between the low-pressure side refrigerant of the refrigeration cycle 50 and the cooling water of the condenser path portion 12a to refrigerate the heat of the cooling water of the condenser path portion 12a. Heat is released to the low-pressure side refrigerant of the cycle 50.

Thereby, it is possible to suppress the temperature of the cooling water in the capacitor path portion 12a from exceeding the allowable temperature due to the waste heat of the electric device 32.

In the present embodiment, when the cooling water circulates between the heater core 22 and the engine path portion 11a, the control device 60 blocks the flow of the cooling water in the condenser path portion 12a to the second radiator 33. The operation of the switching valve 40 is controlled.

According to this, when the waste heat of the engine 21 is used for heating, it is possible to suppress the waste heat of the electric device 32 from being radiated to the outside air by the second radiator 33. It can be stored in the cooling water of the circuit 12.

Therefore, when the cooling water circulates between the heater core 22 and the condenser path portion 12a, the waste heat of the electric device 32 stored in the cooling water of the condenser path portion 12a can be used for heating. Effective use of heat.

For example, when the temperature of the cooling water in the condenser path portion 12a exceeds the switching temperature, the control device 60 sets the shutoff valve 25 and the switching valve 40 so that the cooling water circulates between the heater core 22 and the condenser path portion 12a. Control the operation.

Thereby, the waste heat of the electric equipment 32 stored in the cooling water of the condenser path portion 12a can be effectively used for heating.

In the present embodiment, when the coolant is circulating between the heater core 22 and the engine path portion 11a, the control device 60 performs the second operation when the temperature of the coolant water in the capacitor path portion 12a exceeds the allowable temperature. The operation of the switching valve 40 is controlled so that the cooling water flows through the radiator 33 at a flow rate that is reduced.

Thereby, it is possible to suppress the temperature of the cooling water in the capacitor path portion 12a from exceeding the heat resistance temperature of the electric device 32.

In the present embodiment, the control device 60 is configured such that the cooling water is circulated between the heater core 22 and the engine path portion 11a, the cooling water is circulated between the heater core 22 and the condenser path portion 12a, and In comparison, the operation of the condenser pump 30 is controlled such that the discharge flow rate of the cooling water is reduced.

Thereby, when the waste heat of the electric device 32 is stored in the cooling water of the condenser path portion 12a, the power consumption of the condenser pump 30 can be reduced.

For example, when the coolant is circulating between the heater core 22 and the engine path portion 11a and the temperature of the coolant in the capacitor path portion 12a exceeds the allowable temperature, the control device 60 determines that the capacitor path portion 12a The operation of the condenser pump 30 is controlled so that the cooling water discharge flow rate increases compared to the case where the temperature of the cooling water is equal to or lower than the allowable temperature. Thereby, it can suppress that cooling of the electric equipment 32 becomes inadequate.

For example, the control device 60 compares the cooling water flow of the condenser path portion 12a to the second radiator 33 when the cooling water of the condenser path portion 12a flows to the second radiator 33. The operation of the condenser pump 30 is controlled so that the discharge flow rate of the cooling water increases. Thereby, it can suppress that cooling of the electric equipment 32 becomes inadequate.

(Other embodiments)
The above embodiment can be variously modified as follows, for example.

(1) In the above embodiment, the cooling water temperature of the capacitor circuit 12 is adjusted by the capacitor 31 and the second radiator 33, but the cooling water temperature of the capacitor circuit 12 may be adjusted by an electric heater or a combustion heater.

The cooling water temperature of the condenser circuit 12 may be adjusted by a heat exchanger that can adjust the heat receiving ability of waste heat from other heat sources. The heat exchanger that can adjust the heat receiving capability of the waste heat of other heat sources is, for example, a heat exchanger that exchanges heat between the cooling water of the condenser circuit 12 and the cooling water of the other cooling water circuit.

(2) In the above embodiment, the switching valve 40 is a five-way valve, but a plurality of two-way valves or three-way valves may be used instead of the five-way valve.

(3) In the above embodiment, the cooling water is used as the heat medium flowing through the engine cooling circuit 11 and the capacitor circuit 12, but various media such as oil may be used as the heat medium.

Nanofluid may be used as the heat medium. A nanofluid is a fluid in which nanoparticles having a particle size of the order of nanometers are mixed. In addition to the effect of lowering the freezing point as in the case of cooling water using ethylene glycol (so-called antifreeze liquid), the following effects can be obtained by mixing the nanoparticles with the heat medium.

That is, the effect of improving the thermal conductivity in a specific temperature range, the effect of increasing the heat capacity of the heat medium, the effect of preventing the corrosion of metal pipes and the deterioration of rubber pipes, and the heat medium at an extremely low temperature The effect which improves the fluidity | liquidity of can be acquired.

Such an effect varies depending on the particle configuration, particle shape, blending ratio, and additional substance of the nanoparticles.

According to this, since the thermal conductivity can be improved, it is possible to obtain the same cooling efficiency even with a small amount of heat medium as compared with the cooling water using ethylene glycol.

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

Even if the compressor 51 is not operated by increasing the amount of cold storage heat, it is possible to control the temperature and cooling of the equipment using the cold storage heat for a certain amount of time. Motorization becomes possible.

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

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

(4) In the refrigeration cycle 50 of the above embodiment, a chlorofluorocarbon refrigerant is used as the refrigerant. However, the type of the refrigerant is not limited to this, and natural refrigerant such as carbon dioxide, hydrocarbon refrigerant, or the like is used. May be.

(5) The refrigeration cycle 50 of the above embodiment constitutes a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant, but the supercritical refrigeration cycle in which the high-pressure side refrigerant pressure exceeds the critical pressure of the refrigerant. May be configured.

Claims (16)

1. A first heat medium path portion (12a) and a second heat medium path portion (11a) through which the heat medium flows;
   A waste heat supply device (21) for supplying waste heat to the heat medium flowing through the second heat medium path (11a);
   A heating heat exchanger (22) for exchanging heat between the air blown into the passenger compartment and the heat medium to heat the air;
   A state in which the heat medium circulates between the heat exchanger for heating (22) and the first heat medium path part (12a), and the heat exchanger for heating (22) and the second heat medium path part. (11a) and a switching unit (25, 40) for switching the state in which the heat medium circulates;
   Adjusting units (31, 33) for adjusting the temperature of the heat medium in the first heat medium path (12a);
   When the switching unit (25, 40) circulates the heat medium between the heating heat exchanger (22) and the second heat medium path part (11a), the first heat medium path part A vehicle heat management apparatus comprising: a control unit (60) that controls the operation of the adjusting units (31, 33) so that the temperature of the heat medium in (12a) is equal to or higher than a predetermined temperature.
2. The said control part (60) is for vehicles of Claim 1 which makes the said predetermined temperature high compared with the case where it is the non-heating mode which does not heat the said vehicle interior, when it is the heating mode which heats the said vehicle interior. Thermal management device.
3. The vehicle thermal management device according to claim 1 or 2, wherein the control unit (60) increases the predetermined temperature as the heating load increases.
4. When the heat medium is circulated between the heating heat exchanger (22) and the second heat medium path part (11a), the control unit (60) When the temperature of the heat medium of 11a) is equal to or lower than the switching temperature, the switching unit (22) and the switching unit (22a) are circulated between the heating heat exchanger (22) and the first heat medium path unit (12a). 25, 40) is controlled,
   The vehicle thermal management device according to any one of claims 1 to 3, wherein the predetermined temperature is set to a temperature equal to or lower than the switching temperature.
5. When the heat medium is circulated between the heating heat exchanger (22) and the second heat medium path part (11a), the control unit (60) The temperature of the heat medium in 11a) is equal to or lower than the switching temperature, and the temperature difference between the heat medium in the second heat medium path section (11a) and the heat medium in the first heat medium path section (12a) is allowable. The operation of the switching unit (25, 40) is controlled so that the heat medium circulates between the heat exchanger (22) for heating and the first heat medium path part (12a) when it is within the range. Item 4. The vehicle thermal management device according to any one of Items 1 to 3.
6. When the heat medium is circulated between the heating heat exchanger (22) and the second heat medium path part (11a), the control unit (60) When the temperature of the heat medium of 11a) falls below the temperature rise start temperature, the adjustment unit (31) operates so that the temperature of the heat medium of the first heat medium path section (12a) becomes higher than the predetermined temperature. The vehicle thermal management device according to claim 5, wherein the vehicle thermal management device is controlled.
7. A compressor (51) for sucking the low-pressure refrigerant of the refrigeration cycle (50) and discharging the high-pressure refrigerant;
   The adjustment unit includes a heat exchanger (31) that heats the heat medium by exchanging heat between the high-pressure refrigerant and the heat medium,
   The vehicle thermal management device according to claim 6, wherein the control unit (60) sets the predetermined temperature to be lower as the traveling speed of the vehicle is higher.
8. A compressor (51) for sucking the low-pressure refrigerant of the refrigeration cycle (50) and discharging the high-pressure refrigerant;
   The adjustment unit includes a heat exchanger (31) that heats the heat medium by exchanging heat between the high-pressure refrigerant and the heat medium,
   When the heat medium is circulated between the heating heat exchanger (22) and the second heat medium path part (11a), the control unit (60) The rotational speed of the compressor (51) is determined based on the temperature decrease rate of the heat medium in 11a), the switching temperature, and the temperature of the heat medium in the first heat medium path section (12a). The thermal management apparatus for vehicles as described in 6.
9. The waste heat supply device (21) is a second waste heat supply device,
   And a first waste heat supply device (32) for supplying waste heat to the heat medium flowing through the first heat medium path (12a),
   The adjustment unit is configured to exchange heat between the heat medium of the first heat medium path part (12a) and the outside air, and to dissipate heat of the heat medium of the first heat medium path part (12a) to the outside air. The vehicle thermal management device according to any one of claims 1 to 8, further comprising a radiator (33).
10. The waste heat supply device (21) is a second waste heat supply device,
    And a first waste heat supply device (32) for supplying waste heat to the heat medium flowing through the first heat medium path (12a),
    The said adjustment | control part has a heat exchanger (31) which heat-exchanges the low pressure refrigerant | coolant of a refrigerating cycle (50), and the said heat medium, and makes the heat of the said heat medium radiate | emit to the said low pressure refrigerant | coolant. The thermal management apparatus for vehicles as described in any one of 6.
11. A first waste heat supply device (32) for supplying waste heat to the heat medium;
    A second waste heat supply device (21) for supplying waste heat to the heat medium and having an allowable temperature higher than that of the first waste heat supply device (32);
    A heating heat exchanger (22) for exchanging heat between the air blown into the passenger compartment and the heat medium to heat the air;
    A first heat medium path section (12a) in which the heat medium flows and the first waste heat supply device (32) is disposed;
    A second heat medium path section (11a) in which the heat medium flows and the second waste heat supply device (21) is disposed;
    An external air radiator that dissipates heat from the heat medium in the first heat medium path portion (12a) to the outside air by exchanging heat between the heat medium in the first heat medium path portion (12a) and the outside air. 33)
    A state in which the heat medium circulates between the heat exchanger for heating (22) and the first heat medium path part (12a), and the heat exchanger for heating (22) and the second heat medium path part. (11a) and the state where the heat medium circulates, and the outside air radiator (33), the state where the heat medium flows in the first heat medium path (12a), and the outside air radiator. A switching unit (25, 40) for switching between a state in which the flow of the heat medium in the first heat medium path part (12a) to (33) is blocked;
    When the heat medium circulates between the heat exchanger for heating (22) and the second heat medium path part (11a), the first heat medium path part to the outside air radiator (33) A vehicle heat management apparatus comprising: a control unit (60) that controls the operation of the switching unit (40) so that the flow of the heat medium in (12a) is blocked.
12. When the temperature of the heat medium in the first heat medium path part (12a) exceeds a switching temperature, the control unit (60) is configured to change the heating heat exchanger (22) and the first heat medium path part ( 12. The vehicle thermal management device according to claim 11, wherein the operation of the switching unit (25, 40) is controlled so that the heat medium circulates between the vehicle and the heat medium.
13. In the case where the heat medium is circulated between the heat exchanger for heating (22) and the second heat medium path part (11a), the control unit (60) is configured such that the first heat medium path part is When the temperature of the heat medium of (12a) exceeds an allowable temperature, the operation of the switching unit (40) is controlled so that the heat medium flows in the outside air radiator (33) at a flow rate that is throttled. The vehicle thermal management device according to 11 or 12.
14. A pump (30) for sucking and discharging the heat medium in the first heat medium path (12a);
    When the heating medium is circulated between the heating heat exchanger (22) and the second heat medium path section (11a), the control unit (60) is configured to heat the heating heat exchanger (22). ) And the first heat medium path portion (12a), the operation of the pump (30) is controlled so that the discharge flow rate of the heat medium is reduced compared to the case where the heat medium is circulating. The vehicle thermal management device according to claim 11 or 12.
15. A pump (30) for sucking and discharging the heat medium in the first heat medium path (12a);
    In the case where the heat medium is circulated between the heat exchanger for heating (22) and the second heat medium path part (11a), the control unit (60) is configured such that the first heat medium path part is When the temperature of the heat medium in (12a) exceeds the allowable temperature, the heat medium is compared with the case where the temperature of the heat medium in the first heat medium path section (12a) is equal to or lower than the allowable temperature. The vehicle thermal management device according to claim 14, wherein the operation of the pump (30) is controlled so that a discharge flow rate of the vehicle increases.
16. A pump (30) for sucking and discharging the heat medium in the first heat medium path (12a);
    When the heat medium of the first heat medium path portion (12a) flows through the outside air radiator (33), the control unit (60) is configured to supply the first heat medium to the outside air radiator (33). The vehicle according to claim 14, wherein the operation of the pump (30) is controlled such that the discharge flow rate of the heat medium is increased as compared with a case where the flow of the heat medium in the path portion (12a) is interrupted. Thermal management device.

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