JP6607144B2 - Vehicle heating system - Google Patents

Description

  The present invention relates to a vehicle heating device that heats air blown into a vehicle interior by heat of a heat medium flowing through an engine.

  As this type of vehicle heating apparatus, for example, a vehicle air conditioner described in Patent Document 1 has been conventionally known. The vehicle air conditioner described in Patent Document 1 includes two cooling water circuits. The cooling water circuit on the heater core side which is one of the two cooling water circuits is an engine cooling water between the heater core as a heat exchanger for heating the air blown into the passenger compartment and the water-refrigerant heat exchanger of the refrigeration cycle. Circulate. The heater core side cooling water circuit is provided with a pump for circulating engine cooling water.

  On the other hand, the engine-side coolant circuit that is the other of the two coolant circuits circulates engine coolant between the engine and the radiator. The engine-side cooling water circuit is provided with a pump different from the heater core-side pump to circulate the engine cooling water, although it is not clearly described in Patent Document 1. The pump provided in the engine-side cooling water circuit is generally integrated with the engine.

  The vehicle air conditioner also includes a three-way valve that separates the cooling water circuit on the heater core side from the cooling water circuit on the engine side when the cooling water flowing out from the engine is introduced to the heater core side. Switch between cases.

  As described above, the vehicle air conditioner of Patent Document 1 includes two pumps in order to distribute engine cooling water as a heat medium.

JP 2003-320838 A

  As described above, in a heating apparatus that performs heating by using both engine waste heat and a heat source other than the engine, such as the vehicle air conditioner of Patent Document 1, two pumps that circulate the heat medium are required. It was. As a result of detailed investigations by the inventors, this has been found.

  The present invention has been made in view of the above points, and an object of the present invention is to provide a vehicle heating device that can perform heating by using both engine waste heat and a heat source other than the engine even if there is only one pump. .

In order to achieve the above object, according to the first aspect of the present invention, a vehicle heating device includes:
A pump (36) having a suction port (36a) and a discharge port (36b) and discharging the heat medium sucked from the suction port from the discharge port;
A radiator (381) for radiating heat from the heat medium;
A heat medium circulating path (40) for returning the heat medium discharged from the discharge port of the pump to the suction port of the pump by flowing the engine (34) and the radiator in this order;
An inlet port (42a, 60a) and a first outlet port (42b, 60b) which are provided on the way from the pump to the engine in the heat medium circulation path and are connected to the discharge port of the pump, and a second outlet port which is connected to the engine (42c, 60c), and is configured to be able to change the ratio of the first flow rate of the heat medium flowing from the inlet port to the first outlet port and the second flow rate of the heat medium flowing from the inlet port to the second outlet port. A flow path control device (42, 60);
A first flow path (44) for connecting the first outlet port and the suction port of the pump and flowing the heat medium flowing out from the first outlet port to the suction port;
A heating device (12 ) provided in the first flow path for heating the heat medium flowing through the first flow path;
A heat exchanger (30) for heating, which is provided on the downstream side of the heat medium flow with respect to the heating device in the first flow path, and heats the air blown into the vehicle interior by the heat of the heat medium flowing in the first flow path;
A second flow path (46) that connects the heat medium outlet (34b) of the engine and the heat medium inlet (12c) of the heating device;
A channel opening and closing device (48) provided in the second channel and opening and closing the second channel;
The flow control device increases the first flow rate more than the second flow rate, and the flow path opening / closing device closes the second flow channel, and the flow control device increases the second flow rate more than the first flow rate. And a second switching state in which the flow path opening / closing device closes the second flow path, and a third switching state in which the flow path control device increases the second flow rate more than the first flow rate and the flow path opening / closing device opens the second flow path. with control unit (50) for switching the bets,
The heating device constitutes a part of the refrigeration cycle (10), heats the heat medium by exchanging heat between the refrigerant circulating in the refrigeration cycle and the heat medium,
The heat medium is a liquid,
The flow path control device causes the heating medium to flow through the heating device even when the second switching state is established .

  Thereby, for example, in the first switching state, the vehicle heating device can perform heating using the heating device as a heat source without using the waste heat of the engine. Further, in the second switching state, the vehicle heating device can dissipate engine waste heat exclusively by the radiator without being involved in the air conditioning in the passenger compartment. In addition, in the third switching state, the vehicle heating device can perform heating using both the engine and the heating device as heat sources, and further, the heating operation of the heating device is stopped to make the engine a single heat source. Heating can be performed. In this way, it is possible to perform heating by using both engine waste heat and a heating device as a heat source other than the engine, and to realize such heating even with a single pump. Can do.

  In addition, each code | symbol in the bracket | parenthesis described in a claim and this column is an example which shows a corresponding relationship with the specific content as described in embodiment mentioned later.

In 1st Embodiment, it is the figure which showed the outline of the whole structure of the vehicle air conditioner and the vehicle heating apparatus. It is the figure which showed the main distribution route of engine cooling water with the solid line, when the distribution state of the engine cooling water of the whole engine cooling water channel is the 1st change state among the heating devices for vehicles of a 1st embodiment. . It is the figure which showed the main distribution route of engine cooling water with the solid line in the case where the distribution state of engine cooling water of the whole engine cooling water channel is the 2nd change state among the heating devices for vehicles of a 1st embodiment. . It is the figure which showed the main distribution path of engine cooling water with the solid line in the case where the distribution state of the engine cooling water of the whole engine cooling water channel is the 3rd change state among the heating devices for vehicles of a 1st embodiment. . In 2nd Embodiment, it is the figure which showed the outline of the whole structure of an indoor air conditioning unit and a vehicle heating apparatus, Comprising: It is a figure corresponded in FIG. 1 of 1st Embodiment. In 3rd Embodiment, it is the figure which showed the outline of the whole structure of the vehicle air conditioner and the vehicle heating apparatus, Comprising: It is a figure equivalent to FIG. 1 of 1st Embodiment. It is the figure which showed the flow of the engine cooling water in a 1st switching state in the heating apparatus for vehicles of 3rd Embodiment, Comprising: It is a figure equivalent to FIG. 2 of 1st Embodiment. It is the figure which showed the flow of the engine cooling water in the 2nd switching state in the heating apparatus for vehicles of 3rd Embodiment, Comprising: It is a figure equivalent to FIG. 3 of 1st Embodiment. It is the figure which showed the flow of the engine cooling water in the 3rd switching state in the heating apparatus for vehicles of 3rd Embodiment, Comprising: It is a figure equivalent to FIG. 4 of 1st Embodiment.

  Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(First embodiment)
FIG. 1 is a diagram schematically showing the overall configuration of a vehicle air conditioner 1 and a vehicle engine cooling and heating device 2 in the present embodiment. The vehicle air conditioner 1 and the engine cooling and heating device 2 (hereinafter referred to as the vehicle heating device 2) are mounted on, for example, a hybrid vehicle having an engine 34 and an electric motor as a driving source for traveling.

  As shown in FIG. 1, the vehicle air conditioner 1 includes a refrigeration cycle 10, an indoor air conditioning unit 25, an air conditioning control device (not shown), and the like. The refrigeration cycle 10 plays a role in the vehicle air conditioner 1 for cooling or heating the vehicle interior air blown into the vehicle interior, which is the air-conditioning target space.

  The refrigeration cycle 10 includes a plurality of refrigerant circuits such as a refrigerant circuit in a cooling operation mode that cools the vehicle interior (that is, a refrigerant circuit for cooling) and a refrigerant circuit that heats the vehicle interior in a heating operation mode (that is, a refrigerant circuit for heating). It can be switched to. The solid line arrow FL1 in FIG. 1 indicates the refrigerant flow in the cooling operation mode in the refrigeration cycle 10, that is, the refrigerant flow in the cooling refrigerant circuit, and the broken line arrow FL2 indicates the refrigerant flow in the heating operation mode, that is, the refrigerant in the heating refrigerant circuit. The flow is shown.

  Further, in the refrigeration cycle 10 of the present embodiment, an HFC refrigerant (specifically, R134a) is adopted as the refrigerant, and the refrigeration cycle 10 is a vapor compression type in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant. This constitutes the subcritical refrigeration cycle. Of course, an HFO refrigerant (for example, R1234yf) or the like may be employed.

  As shown in FIG. 1, the refrigeration cycle 10 includes a compressor 11, a water-cooled condenser 12, a heating expansion valve 13, an outdoor heat exchanger 14, a cooling expansion valve 16, an indoor evaporator 18, an accumulator 19, and a bypass passage opening and closing. The valve 20 and the expansion valve bypass passage 22 are provided.

  Among the components of the refrigeration cycle 10, the compressor 11 sucks, compresses and discharges the refrigerant in the refrigeration cycle 10. That is, the fluid compressed by the compressor 11 is a refrigerant circulating in the refrigeration cycle 10.

  The compressor 11 has a suction port 11a and a discharge port 11b, and is disposed, for example, in an engine room. The suction port 11 a of the compressor 11 is a refrigerant inlet through which refrigerant flows into the compressor 11 from the outside of the compressor 11. On the other hand, the discharge port 11 b of the compressor 11 is a refrigerant outlet through which the refrigerant flows out of the compressor 11.

  A refrigerant inlet 12 a of a water-cooled condenser 12 is connected to the discharge port 11 b of the compressor 11. The water-cooled condenser 12 includes a refrigerant inlet 12a, a refrigerant outlet 12b, an engine cooling water inlet 12c that is a heat medium inlet, and an engine cooling water outlet 12d that is a heat medium outlet. The refrigerant inlet 12a and the refrigerant outlet 12b are provided in the refrigerant flow path of the refrigeration cycle 10, and the engine cooling water inlet 12c and the engine cooling water outlet 12d are provided in the first flow path 44 of the vehicle heating device 2. Yes.

  In the water-cooled condenser 12, the refrigerant flowing into the water-cooled condenser 12 from the refrigerant inlet 12a flows out from the refrigerant outlet 12b to the heating expansion valve 13. At the same time, the engine coolant flowing into the water-cooled condenser 12 from the engine coolant inlet 12c flows out from the engine coolant outlet 12d to the heater core 30.

  The water-cooled condenser 12 functions as a heating device that heats the engine coolant flowing through the first flow path 44 of the vehicle heating device 2. Specifically, the water-cooled condenser 12 exchanges heat between the refrigerant that circulates in the refrigeration cycle 10 and passes through the water-cooled condenser 12 and the engine cooling water, condenses the refrigerant by the heat exchange, and heats the engine cooling water. . The water-cooled condenser 12 is included in both the vehicle heating device 2 and the refrigeration cycle 10.

  The refrigerant inlet of the heating expansion valve 13 is connected to the refrigerant outlet 12 b of the water-cooled condenser 12. The heating expansion valve 13 is a decompression device that decompresses and expands the high-pressure refrigerant that has flowed out of the water-cooled condenser 12. The heating expansion valve 13 is composed of an electric variable throttle mechanism whose valve opening is electrically adjusted, and the operation of the variable throttle mechanism is controlled by a control signal output from the air conditioning control device. Further, the heating expansion valve 13 is configured not only to be in a throttled state that exerts a depressurizing action for depressurizing the refrigerant, but also to be in a fully open state that does not exhibit a depressurizing action.

  The refrigerant inlet of the outdoor heat exchanger 14 is connected to the refrigerant outlet of the heating expansion valve 13. The outdoor heat exchanger 14 is disposed together with the outdoor blower 15 outside the vehicle compartment, for example, in the engine room. The outdoor heat exchanger 14 exchanges heat between the air passing through the outdoor heat exchanger 14 and the refrigerant flowing out of the heating expansion valve 13. The air that passes through the outdoor heat exchanger 14 is air outside the vehicle that is introduced into the engine room, for example, by running the vehicle or blowing air from the outdoor blower 15.

  The refrigerant inlet of the cooling expansion valve 16 is connected to the refrigerant outlet of the outdoor heat exchanger 14. The cooling expansion valve 16 is a pressure reducing device having the same basic configuration as the heating expansion valve 13 described above. That is, the cooling expansion valve 16 is an electric variable throttle mechanism, and its operation is controlled by a control signal output from the air conditioning control device. Further, the cooling expansion valve 16 is configured not only to be in a throttle state that exerts a pressure reducing action for reducing the pressure of the refrigerant, but also to be in a fully closed state in which the refrigerant is prevented from passing through the cooling expansion valve 16. ing.

  The refrigerant inlet of the indoor evaporator 18 is connected to the refrigerant outlet of the cooling expansion valve 16. The indoor evaporator 18 is accommodated in the air conditioning case 26 of the indoor air conditioning unit 25. The indoor evaporator 18 exchanges heat between the refrigerant flowing inside the indoor evaporator 18 and the air passing through the indoor evaporator 18, evaporating the refrigerant by the heat exchange, and cooling the air passing therethrough.

  The refrigerant outlet of the accumulator 19 is connected to the refrigerant outlet of the indoor evaporator 18. The accumulator 19 is a gas-liquid separator that separates the gas-liquid of the refrigerant flowing into the accumulator 19 and stores excess refrigerant. Further, a suction port 11 a of the compressor 11 is connected to the gas phase refrigerant outlet of the accumulator 19.

  An expansion valve bypass passage 22 is connected to the refrigerant outlet of the outdoor heat exchanger 14 in parallel with the cooling expansion valve 16 and the indoor evaporator 18. The expansion valve bypass passage 22 is a refrigerant passage that bypasses the cooling expansion valve 16 and the indoor evaporator 18 and guides the refrigerant to the refrigerant inlet of the accumulator 19. Further, a bypass passage opening / closing valve 20 is arranged in the expansion valve bypass passage 22. This bypass passage opening / closing valve 20 is an electromagnetic valve that opens and closes the expansion valve bypass passage 22 and its operation is controlled by a control signal output from the air conditioning control device.

  Next, the indoor air conditioning unit 25 will be described. The indoor air conditioning unit 25 is disposed inside the instrument panel at the foremost part of the vehicle interior. As shown in FIG. 1, the indoor air conditioning unit 25 includes an air conditioning case 26, an indoor fan 27, an inside / outside air switching device 28, a ventilation path switching door 29, a heater core 30, a plurality of outlet doors (not shown), and the above-described indoors. An evaporator 18 and the like are included. The indoor evaporator 18 is included in both the refrigeration cycle 10 and the indoor air conditioning unit 25, and the heater core 30 is included in both the vehicle heating device 2 and the indoor air conditioning unit 25.

  The air conditioning case 26 of the indoor air conditioning unit 25 forms an outer shell of the indoor air conditioning unit 25 and also forms an air passage for the blown air into the vehicle interior (that is, the air blown into the vehicle interior) inside the air conditioning case 26. And in this air-conditioning case 26, the indoor air blower 27, the heater core 30, the above-mentioned indoor evaporator 18, etc. are accommodated.

  Specifically, the air conditioning case 26 forms a hot air passage 26 a and a bypass passage 26 b as part of the air passage in the air conditioning case 26. Both the warm air passage 26 a and the bypass passage 26 b are arranged on the downstream side of the air flow with respect to the indoor evaporator 18. A heater core 30 is disposed in the warm air passage 26a.

  The heater core 30 is provided on the downstream side of the engine coolant with respect to the water-cooled condenser 12 in the first flow path 44 through which the engine coolant flows. The heater core 30 functions as a heating heat exchanger that heats the air blown into the vehicle interior with the heat of the engine coolant flowing through the first flow path 44. More specifically, the heater core 30 exchanges heat by passing heat between the blown air passing through the heater core 30 in the hot air passage 26a and the engine cooling water flowing out from the engine cooling water outlet 12d of the water-cooled condenser 12. Heat the air.

  The bypass passage 26b is provided in parallel with the hot air passage 26a, and allows the air from the indoor evaporator 18 to flow around the hot air passage 26a and toward the vehicle interior.

  On the most upstream side of the air flow in the air conditioning case 26, an inside / outside air switching device 28 that switches and introduces air in the vehicle interior (ie, inside air) and air outside the vehicle compartment (ie, outside air) is disposed. The inside / outside air switching device 28 has an inside / outside air switching door, and the inside / outside air switching door has an opening area of the inside air introduction port for introducing the inside air into the air conditioning case 26 and an opening area of the outside air introduction port for introducing the outside air. Adjust continuously. As a result, the inside / outside air switching device 28 continuously changes the air volume ratio between the air volume of the inside air introduced into the air conditioning case 26 and the air volume of the outside air.

  On the downstream side of the air flow of the inside / outside air switching device 28 and the upstream side of the air flow of the indoor evaporator 18, an indoor blower 27 that blows the air sucked through the inside / outside air switching device 28 toward the vehicle interior is arranged. ing. The indoor blower 27 is an electric blower that drives a centrifugal multiblade fan (that is, a sirocco fan) with an electric motor. The rotation speed of the indoor fan 27 is controlled by a control voltage output from the air conditioning control device.

  Further, a ventilation path switching door 29 is provided in the air conditioning case 26, and the ventilation path switching door 29 is on the downstream side of the air flow of the indoor evaporator 18, and the warm air passage 26a and the bypass passage 26b. It is arranged on the upstream side of the air flow.

  For example, the ventilation path switching door 29 is a rotary door device that opens and closes the entrance of the warm air passage 26a and the entrance of the bypass passage 26b. The ventilation path switching door 29 is driven by a servo motor (not shown) whose operation is controlled by a control signal output from the air conditioning control device.

  The ventilation path switching door 29 adjusts the ratio of the amount of air flowing through the hot air passage 26a with respect to the total amount of air flowing through the hot air passage 26a and the bypass passage 26b, that is, the ratio of the hot air flow rate, according to the rotation position. The temperature of the blown air blown out from the air conditioning case 26 is adjusted by adjusting the ratio of the warm air volume.

  The ventilation path switching door 29 can be continuously rotated from the maximum cooling position to the maximum heating position in the same manner as a known door device that adjusts the temperature of the conditioned air blown from the indoor air conditioning unit 25. . The maximum cooling position is a door position where the ventilation path switching door 29 fully closes the hot air passage 26a and fully opens the bypass passage 26b. The maximum heating position is a door position where the ventilation path switching door 29 fully opens the warm air passage 26a and fully closes the bypass passage 26b.

  At the most downstream part of the air flow of the air conditioning case 26, there are arranged air outlets which are a plurality of opening holes for blowing the merged air formed by the air from the warm air passage 26a and the air from the bypass passage 26b into the vehicle interior. ing. For example, the plurality of air outlets include a defroster air outlet that blows conditioned air toward the inner surface of the vehicle front window glass, a face air outlet that blows air conditioned air toward the upper body of the passenger in the passenger compartment, and toward the feet of the passenger Examples include a foot outlet that blows out air-conditioned air. Each of the plurality of air outlets is provided with an air outlet door that opens and closes the air outlet according to a control signal output from the air conditioning control device.

  Next, the vehicle heating device 2 will be described. The vehicle heating device 2 performs one or both of cooling the water-cooled engine 34 and heating the vehicle interior by circulating engine cooling water that is a liquid heat medium.

  Specifically, as shown in FIG. 1, the vehicle heating apparatus 2 includes a water pump 36, a radiator unit 38, a heat medium circulation path 40, a flow path control device 42, a first flow path 44, a second flow path 46, The flow path opening / closing device 48, the heating device control unit 50, the cooling water temperature sensor 52, the above-described water-cooled condenser 12, and the heater core 30 are provided as main components.

  The water pump 36 is an electric pump. The water pump 36 has a suction port 36a and a discharge port 36b, and discharges engine cooling water sucked from the suction port 36a from the discharge port 36b. The discharge amount of the water pump 36 corresponds to the rotational speed of the water pump 36, and the rotational speed of the water pump 36 is controlled by the heating device controller 50. Since the discharge amount of the water pump 36 corresponds to the supply amount of the engine cooling water to the engine 34 or the water-cooled condenser 12, the supply amount of the engine cooling water can be adjusted by the water pump 36. Note that the engine 34 of this embodiment does not include a pump that circulates engine cooling water. As a pump that circulates engine cooling water, the vehicle heating device 2 includes only the water pump 36 of FIG. 1. Yes.

  The radiator unit 38 includes a radiator 381, a reserve tank 382, a radiator bypass passage 383, and a thermostat 384. The radiator 381, the reserve tank 382, the radiator bypass channel 383, and the thermostat 384 are integrally formed. The radiator unit 38 is arranged together with the outdoor heat exchanger 14 and the outdoor blower 15 outside the vehicle compartment such as in the engine room.

  The radiator 381 is a radiator that radiates heat from the engine coolant. That is, the radiator 381 exchanges heat between the engine cooling water flowing through the radiator 381 and the air passing through the radiator 381, and radiates heat from the engine cooling water by the heat exchange. The air passing through the radiator 381 is air outside the vehicle that is introduced into the engine room, for example, when the vehicle travels or the outdoor fan 15 blows air.

  The heat medium circulation path 40 is a flow path through which engine cooling water flows, and connects the water pump 36, the flow path control device 42, the engine 34, the radiator 381, and the thermostat 384 in an annular shape. That is, in the heat medium circulation path 40, the engine coolant discharged from the discharge port 36b of the water pump 36 flows in the order of the flow path control device 42, the engine 34, the radiator 381, and the thermostat 384, and the suction port 36a of the water pump 36. Return to. The heat medium circulation path 40 constitutes an engine cooling side circuit for cooling the engine 34 in the vehicle heating device 2.

  The reserve tank 382 is provided in the radiator circuit of the radiator unit 38 and is connected to the heat medium circulation path 40. The reserve tank 382 is a tank for storing engine cooling water, and the temperature of the engine cooling water flowing through the heat medium circulation path 40 and the first and second flow paths 44 and 46 connected to the heat medium circulation path 40. Absorbs volume changes in response to changes.

  The radiator bypass passage 383 is provided in parallel with the radiator 381 and the reserve tank 382 in the flow of engine cooling water. The upstream end of the radiator bypass passage 383 in the engine coolant flow is connected to the engine coolant inlet of the radiator 381, and the downstream end of the radiator bypass passage 383 is connected to the thermostat 384.

  The thermostat 384 is a three-way valve that senses the temperature of engine cooling water flowing through the thermostat 384 and switches the flow path according to the temperature. The thermostat 384 has a first inlet port 384a, a second inlet port 384b, and an outlet port 384c.

  A first inlet port 384 a and an outlet port 384 c of the thermostat 384 are provided in the heat medium circulation path 40. The first inlet port 384 a is connected to the engine coolant outlet of the radiator 381, and the outlet port 384 c is connected to the suction port 36 a of the water pump 36. The second inlet port 384 b of the thermostat 384 is connected to the downstream end of the radiator bypass channel 383.

  With such a connection relationship, when the temperature of the engine coolant flowing through the thermostat 384 is equal to or higher than a predetermined value, the thermostat 384 communicates the first inlet port 384a with the outlet port 384c and the second inlet port 384b. Occlude. As a result, the engine coolant can flow from the radiator 381 to the suction port 36a of the water pump 36 as indicated by the arrow ARa, and the engine coolant flow from the radiator bypass channel 383 to the suction port 36a of the water pump 36 is blocked. .

  On the other hand, when the temperature of the engine coolant flowing through the thermostat 384 is less than a predetermined value, the thermostat 384 connects the second inlet port 384b to the outlet port 384c and closes the first inlet port 384a. . As a result, the engine coolant can flow from the radiator bypass flow path 383 to the suction port 36a of the water pump 36 as indicated by the arrow ARb, and the engine coolant flow from the radiator 381 to the suction port 36a of the water pump 36 is blocked. .

  The predetermined value for the temperature of the engine cooling water is determined according to, for example, the spring force of a spring member that operates the valve body in the thermostat 384, and is set in advance so as not to cool the engine 34 excessively.

  The flow path control device 42 is a flow path switching mechanism having an inlet port 42a, a first outlet port 42b, and a second outlet port 42c. In short, the flow path control device 42 is a three-way valve. The operation of the flow path control device 42 is controlled by the heating device control unit 50.

  The flow path control device 42 is provided on the way from the discharge port 36 b of the water pump 36 to the engine 34 in the heat medium circulation path 40. In addition, the inlet port 42 a of the flow path control device 42 is connected to the discharge port 36 b of the water pump 36, the first outlet port 42 b is connected to the first flow path 44, and the second outlet port 42 c is the engine cooling water of the engine 34. It is connected to the inlet 34a (that is, the heat medium inlet 34a). That is, the inlet port 42 a and the second outlet port 42 c among the three ports 42 a, 42 b, 42 c of the flow path control device 42 are provided in the heat medium circulation path 40.

  The flow path control device 42 is a first flow rate that is a flow rate of engine cooling water flowing from the inlet port 42a to the first outlet port 42b, and a flow rate of engine cooling water that flows from the inlet port 42a to the second outlet port 42c. The flow rate ratio with the second flow rate can be changed. Specifically, since the flow path control device 42 is a three-way valve that communicates the inlet port 42a with one of the first outlet port 42b and the second outlet port 42c, the flow rate ratio is changed stepwise.

  That is, the flow path control device 42 allows the inlet port 42a and the first outlet port 42b to communicate with each other and causes the first communication state in which the second outlet port 42c is closed to communicate with the inlet port 42a and the second outlet port 42c. At the same time, it is alternatively switched to the second communication state in which the first outlet port 42b is substantially closed. If there is no leakage or the like in the flow path control device 42, the ratio of the first flow rate to the inflow flow rate of the engine cooling water flowing into the inlet port 42a is 100% in the first communication state of the flow path control device 42. The ratio of the second flow rate to the inflow flow rate is 0%.

  On the contrary, in the second communication state of the flow path control device 42, the ratio of the first flow rate to the inflow rate is approximately 0%, and the ratio of the second flow rate to the inflow rate is approximately 100%. The port 42b is not completely blocked. Therefore, in the second communication state, the first flow rate becomes much smaller than that in the first communication state, but does not become zero, and the engine coolant slightly flows into the first flow path 44.

  The first flow path 44 has an upstream end and a downstream end in the flow of engine cooling water. The upstream end of the first flow path 44 is connected to the first outlet port 42 b of the flow path control device 42, and the downstream end of the first flow path 44 is connected to the suction port 36 a of the water pump 36. That is, the first flow path 44 connects the first outlet port 42b of the flow path control device 42 and the suction port 36a of the water pump 36, and the engine coolant flowing out from the first outlet port 42b is sucked into the water pump 36. Pour into mouth 36a.

  In the first flow path 44, the water-cooled condenser 12 and the heater core 30 are provided in series in the order of the water-cooled condenser 12 and the heater core 30 from the upstream side of the engine coolant flow. A cooling water temperature sensor 52 is provided in the first flow path 44. The first flow path 44 constitutes an air conditioning side circuit that passes through a heating heat source other than the engine 34 (specifically, the water-cooled condenser 12).

  The cooling water temperature sensor 52 is a detector that detects the temperature of the engine cooling water flowing out from the engine cooling water outlet 12 d of the water-cooled condenser 12. The coolant temperature sensor 52 outputs a detection signal indicating the temperature of the engine coolant to the heating device controller 50.

  The second flow path 46 has an upstream end and a downstream end in the flow of engine cooling water. The upstream end of the second flow path 46 is connected to the engine cooling water outlet 34 b (that is, the heat medium outlet 34 b) of the engine 34, and the downstream end of the second flow path 46 is the engine cooling water inlet 12 c of the water-cooled condenser 12. It is connected to the. In short, the second flow path 46 connects the engine coolant outlet 34 b of the engine 34 and the engine coolant inlet 12 c of the water-cooled condenser 12.

  The channel opening / closing device 48 is an electromagnetic switching valve provided in the second channel 46. The channel opening / closing device 48 opens and closes the second channel 46 in accordance with a control signal from the heating device control unit 50. The flow path opening / closing device 48 communicates or blocks the engine cooling water outlet 34 b of the engine 34 with respect to the first flow path 44 by opening and closing the second flow path 46.

  The heating device control unit 50 is an electronic control device configured by a microcomputer including a CPU, a ROM, a RAM, and the like (not shown). The heating device control unit 50 is configured such that a signal from a sensor or the like connected to the heating device control unit 50 is A / D converted by an input circuit (not shown) and then input to the microcomputer. The heating device control unit 50 is a control unit provided in the vehicle heating device 2 and executes various controls related to the vehicle heating device 2. For example, as one of the various controls, the heating device control unit 50 executes distribution path control for switching the distribution path of engine cooling water.

  The heating device controller 50 controls the flow path control device 42 and the flow path opening / closing device 48 in detail in the flow path control. Thereby, the heating apparatus control part 50 switches alternatively between a 1st switching state, a 2nd switching state, and a 3rd switching state. In other words, the heating device control unit 50 changes the circulation state of the engine cooling water in the entire engine cooling water flow path including the heat medium circulation path 40 and the first and second flow paths 44 and 46 in the first to third switching states. One of them is set to the switching state.

  Specifically, in the first switching state, the flow path control device 42 increases the first flow rate than the second flow rate. In short, the flow path control device 42 is in the first communication state. At the same time, the channel opening / closing device 48 closes the second channel 46. Thereby, in the vehicle heating device 2, the engine cooling water circulates as shown by arrows AR1a and AR1b, with the path shown by the solid line in FIG. 2 as the main circulation path of the engine cooling water. That is, the engine coolant discharged from the water pump 36 flows in the order of “the discharge port 36b of the water pump 36 → the flow path control device 42 → the water-cooled condenser 12 → the heater core 30”, and then the suction port 36a of the water pump 36. Sucked into.

  Further, in the first switching state, the reserve tank 382 communicates with a flow path that constitutes a main flow path of engine cooling water indicated by a solid line in FIG. Therefore, the volume change according to the temperature change of the circulating engine cooling water is absorbed by the reserve tank 382.

  In the second switching state, the flow path control device 42 increases the second flow rate more than the first flow rate. In short, the flow path control device 42 is in the second communication state. At the same time, the channel opening / closing device 48 closes the second channel 46. Thereby, in the vehicle heating apparatus 2, the engine coolant is circulated as indicated by an arrow AR2a with the route indicated by the solid line in FIG. 3 as the main circulation route of the engine coolant. That is, the engine coolant discharged from the water pump 36 flows in the order of “the discharge port 36b of the water pump 36 → the flow path control device 42 → the engine 34 → the radiator 381 → the thermostat 384” and then the suction port of the water pump 36. It is sucked into 36a.

  With such a flow of engine cooling water, when the waste heat of the engine 34 is not used for air conditioning in the passenger compartment, the waste heat of the engine 34 can be dissipated to the outside air by the radiator 381 and the engine 34 can be cooled. Note that, in the second switching state, the engine cooling water flows to the reserve tank 382, so that the volume change corresponding to the temperature change of the engine cooling water is absorbed by the reserve tank 382.

  In the third switching state, the flow path control device 42 is in the second communication state. At the same time, the channel opening / closing device 48 opens the second channel 46. Accordingly, in the vehicle heating device 2, the engine coolant is circulated as indicated by arrows AR3a, AR3b, and AR3c using the route indicated by the solid line in FIG. 4 as the main circulation route of the engine coolant.

  That is, the engine coolant discharged from the water pump 36 flows in the order of “the discharge port 36b of the water pump 36 → the flow path control device 42 → the engine 34 → the flow path opening / closing device 48 → the water-cooled condenser 12 → the heater core 30”. To the suction port 36a of the water pump 36. At the same time, part of the engine cooling water flowing out from the engine 34 is sucked into the suction port 36 a of the water pump 36 via the thermostat 384.

  Therefore, when the engine waste heat becomes excessive with respect to the heat dissipation in the heater core 30, the engine cooling water is circulated to the radiator 381 by the thermostat 384 and is radiated by the radiator 381.

  In the third switching state, similarly to the first switching state, the change in volume corresponding to the temperature change in the circulating engine cooling water is absorbed by the reserve tank 382.

  Further, the flow rate of the engine cooling water flowing from the second inlet port 384b of the thermostat 384 to the outlet port 384c as indicated by the arrow AR3c in FIG. 4 is sufficient for the thermostat 384 to sense the temperature of the engine cooling water flowing out from the engine 34. That's fine.

  2 to 4, the main circulation path of the engine cooling water is indicated by a solid line, and paths other than the main circulation path are indicated by a broken line. This is the same in FIGS. 7 to 9 described later. is there.

  Returning to FIG. 1, the operation mode of the vehicle air conditioner 1 will now be described. The vehicle air conditioner 1 is operated in any one of a plurality of operation modes including, for example, a cooling operation mode and a heating operation mode. Hereinafter, although the cooling operation mode and the heating operation mode will be described, the vehicle air conditioner 1 may be operated in other operation modes. The operation mode may be manually switched by a passenger's switch operation, or may be automatically switched according to various parameters such as outside air temperature and vehicle interior temperature.

(A) Cooling operation mode In the cooling operation mode, under the control of the air conditioning control device, the heating expansion valve 13 is set to a fully open state that does not exhibit a pressure reducing action, and the cooling expansion valve 16 is set to a throttled state that exhibits a pressure reducing action. . Further, the bypass passage opening / closing valve 20 is closed. As a result, the refrigeration cycle 10 is switched to the cooling refrigerant circuit through which the refrigerant flows as indicated by the solid line arrow FL1 in FIG.

  That is, in the refrigeration cycle 10 switched to the cooling refrigerant circuit, the refrigerant discharged from the discharge port 11b of the compressor 11 is “the discharge port 11b of the compressor 11 → the water-cooled condenser 12 → the heating expansion valve 13 → The outdoor heat exchanger 14 → the cooling expansion valve 16 → the indoor evaporator 18 → the accumulator 19 → the suction port 11a of the compressor 11 ”flows in this order to circulate. The outdoor heat exchanger 14 functions as a condenser that condenses the refrigerant.

  Further, the air conditioning control device positions the ventilation path switching door 29 at the maximum cooling position in the cooling operation mode. Accordingly, the entire amount of the air blown into the vehicle interior cooled by the indoor evaporator 18 flows to the bypass passage 26b, and the air blown into the vehicle interior is blown out without being heated. Thereby, cooling of a vehicle interior is realizable.

  In the cooling operation mode, the heating device control unit 50 in the vehicle heating device 2 switches the engine coolant flow state in the entire engine coolant flow path to the second switching state. That is, the heating device control unit 50 establishes the second switching state. As a result, the vehicle heating device 2 does not participate in the cooling of the vehicle interior, and exclusively performs an operation in which the engine waste heat is dissipated by the radiator 381.

  Further, when the second switching state is established, the flow path control device 42 enters the second communication state as described above, but the first outlet port 42b of the flow path control device 42 is not completely closed. Accordingly, the flow path control device 42 circulates the engine cooling water as indicated by the arrow AR2a in FIG. 3 for engine cooling, and at the same time, the engine having a constant flow rate to the water-cooled condenser 12 as indicated by the arrows AR2b and AR2c in FIG. Circulate cooling water. This prevents boiling of the engine cooling water in the water-cooled condenser 12 during the cooling operation mode of the vehicle air conditioner 1. The opening degree of the first outlet port 42b of the flow path control device 42 at this time is, for example, that the engine coolant flowing from the flow path control device 42 to the water-cooled condenser 12 is prevented from boiling at a flow rate as low as possible. To be determined experimentally in advance.

(B) Heating operation mode In the heating operation mode, the heating expansion valve 13 is in the throttled state and the cooling expansion valve 16 is fully closed under the control of the air conditioning control device. Further, the bypass passage opening / closing valve 20 is opened. Thereby, the refrigerating cycle 10 is switched to the heating refrigerant circuit through which the refrigerant flows as shown by the broken line arrow FL2 in FIG.

  That is, in the refrigeration cycle 10 switched to this heating refrigerant circuit, the refrigerant discharged from the discharge port 11b of the compressor 11 is “the discharge port 11b of the compressor 11 → the water-cooled condenser 12 → the heating expansion valve 13 → It flows in the order of the outdoor heat exchanger 14 → the bypass passage opening / closing valve 20 → the accumulator 19 → the suction port 11a of the compressor 11. The outdoor heat exchanger 14 functions as an evaporator that evaporates the refrigerant.

  In the heating operation mode, the air conditioning control device positions the ventilation path switching door 29 at the maximum heating position. At the same time, in the vehicle heating device 2, the heating device control unit 50 changes the flow state of the engine cooling water in the entire engine cooling water flow path to the first switching state or the third switching state. Therefore, the refrigerant circulating in the heating refrigerant circuit dissipates heat to the engine cooling water by the water-cooled condenser 12 and condenses, and the engine cooling water heated by the refrigerant dissipates heat to the vehicle interior blowing air by the heater core 30.

  Further, in the indoor air conditioning unit 25, the vehicle interior blown air from the room blower 27 passes through the room evaporator 18 without being cooled by the room evaporator 18, and the entire amount of the vehicle interior blown air flows to the hot air passage 26a. . The air blown into the passenger compartment is heated by the heater core 30 and then blown out into the passenger compartment. Thereby, heating of a vehicle interior is realizable.

  Here, in this heating operation mode, in the vehicle heating device 2, the heating device control unit 50 establishes the first switching state or the third switching state as described above. For example, the heating device control unit 50 includes the engine 34 The first switching state is established when the vehicle is stopped. Thus, heating using the heat of the refrigerant flowing through the water-cooled condenser 12 without using the waste heat of the engine 34, that is, heating using the refrigeration cycle 10 alone as a heat source is performed.

  On the other hand, the heating device control unit 50 establishes the third switching state while the engine 34 is being driven. Thereby, heating using both the waste heat of the engine 34 and the heat of the refrigerant flowing through the water-cooled condenser 12 is performed. In addition, when the third switching state is established in the vehicle heating device 2, when the heating operation of the water-cooled condenser 12 with respect to the engine coolant is stopped, that is, when the compressor 11 is stopped, the engine Heating is performed using 34 as a single heat source.

  As described above, according to the present embodiment, as illustrated in FIGS. 2 to 4, the heating device control unit 50 alternatively switches between the first switching state, the second switching state, and the third switching state described above. . Thereby, the vehicle heating device 2 can perform heating using the water-cooled condenser 12 as a heat source without using waste heat of the engine 34 in the first switching state. Further, in the second switching state, the vehicle heating device 2 can exclusively dissipate the waste heat of the engine 34 with the radiator 381 without being involved in the air conditioning of the vehicle interior. In addition, in the third switching state, the vehicle heating device 2 can perform heating using both the engine 34 and the water-cooled condenser 12 as heat sources, and further stop the heating operation of the water-cooled condenser 12. Thus, heating using the engine 34 as a single heat source can also be performed.

  As described above, the waste heat of the engine 34 and the water-cooled condenser 12 as a heat source other than the engine 34 can be used in combination for heating, and one water pump 36 can perform such heating. Even so, it can be realized. In other words, the water pump 36 that discharges the engine coolant can be added with a function for heating the vehicle interior in addition to a function for cooling the engine.

  For example, the vehicle air conditioner described in Patent Document 1 requires a water pump for cooling the engine and a water pump for air conditioning in the vehicle interior. On the other hand, according to this embodiment, the water pump for cooling the engine and the water pump for air conditioning in the vehicle interior can be shared as the water pump 36 in FIG. Thereby, compared with the vehicle air conditioner of Patent Document 1, it is easy to secure the installation space for the water pump 36 and to reduce the cost by reducing the number of parts.

  Further, according to the present embodiment, the water-cooled condenser 12 constitutes a part of the refrigeration cycle 10, and heat exchange is performed between the refrigerant circulating in the refrigeration cycle 10 and the engine coolant. Therefore, it is possible to heat the engine coolant using the refrigeration cycle 10 having a function of cooling the passenger compartment.

  Further, according to the present embodiment, not only when the first or third switching state is established in the vehicle heating device 2, but also when the second switching state is established, the flow path control device 42 is The engine cooling water is circulated through the water-cooled condenser 12. Therefore, since the engine cooling water does not stay in the water-cooled condenser 12 during the operation of the refrigeration cycle 10, the boiling of the engine cooling water in the water-cooled condenser 12 can be prevented. This is particularly effective when the vehicle interior is cooled in the refrigeration cycle 10, for example.

  Further, according to the present embodiment, the flow path control device 42 is configured by a three-way valve that communicates the inlet port 42a with one of the first outlet port 42b and the second outlet port 42c. Therefore, the switching of the flow path through which the engine coolant discharged from the water pump 36 flows can be realized with a simple configuration.

  Further, according to the present embodiment, the reserve tank 382 communicates with the flow path constituting the main flow path of the engine cooling water regardless of which of the first to third switching states is established in the vehicle heating device 2. doing. Accordingly, the reserve tank 382 can absorb the volume change according to the temperature change of the circulating engine cooling water.

(Second Embodiment)
Next, a second embodiment will be described. In the present embodiment, differences from the first embodiment will be mainly described. The same or equivalent parts as those in the first embodiment will be omitted or simplified for explanation. The same applies to a third embodiment described later.

  As shown in FIG. 5, in this embodiment, the refrigeration cycle 10 (see FIG. 1) having the water-cooled condenser 12 is not provided, and the vehicle heating device 2 includes an electric heater 56 instead. .

  The electric heater 56 of the present embodiment is a heating device corresponding to the water-cooled condenser 12 of the first embodiment. In the vehicle heating apparatus 2 of the present embodiment, the electric heater 56 is replaced with the water-cooled condenser 12. . That is, in the first flow path 44, the electric heater 56 and the heater core 30 are provided in series in the order of the electric heater 56 and the heater core 30 from the upstream side of the engine coolant flow. A cooling water temperature sensor 52 is provided in the first flow path 44.

  The electric heater 56 is a PTC heater, for example, and generates heat according to the supplied electric power, and heats the engine coolant that passes through the electric heater 56. The electric power supplied to the electric heater 56 is controlled by the heating device control unit 50.

  In the present embodiment, the effects produced from the configuration common to the first embodiment described above can be obtained as in the first embodiment.

  Further, according to the present embodiment, the vehicle heating device 2 includes the electric heater 56 as a heating device that heats the engine coolant flowing through the first flow path 44. Therefore, on / off switching of heating of the electric heater 56 with respect to the engine coolant can be easily performed by switching energization of the electric heater 56.

  In the first embodiment described above, even when the second switching state is established in the vehicle heating device 2, the first outlet port 42b of the flow path control device 42 is not completely closed. On the other hand, in this embodiment, when the 2nd switching state is materialized with the heating apparatus 2 for vehicles, the 1st exit port 42b of the flow-path control apparatus 42 may be obstruct | occluded completely. This is because if the second switching state is established, the engine coolant water can be prevented from boiling by stopping energization of the electric heater 56.

  In addition, although the cooling of the vehicle interior in 1st Embodiment is performed by the refrigerating cycle 10 which shares the water-cooled condenser 12 with the vehicle heating device 2, in this embodiment, it is not illustrated independently from the vehicle heating device 2, for example. The vehicle compartment may be cooled by the refrigeration cycle.

(Third embodiment)
Next, a third embodiment will be described. In the present embodiment, differences from the first embodiment will be mainly described.

  As shown in FIG. 6, in this embodiment, the flow path control device 60 is different from the flow path control device 42 of the first embodiment. Therefore, in this embodiment, the inlet port 42a of the flow path control device 42 of the first embodiment is replaced with the inlet port 60a of the flow path control device 60. Similarly, the first outlet port 42b of the flow path control device 42 of the first embodiment is replaced with the first outlet port 60b of the flow path control device 60, and the second outlet of the flow path control device 42 of the first embodiment. The port 42 c is replaced with the second outlet port 60 c of the flow path control device 60.

  Specifically, the flow path control device 60 of the present embodiment is a water mixing valve. Accordingly, the flow path control device 60, like the flow path control device 42 of the first embodiment, has a first flow rate from the inlet port 60a to the first outlet port 60b, and from the inlet port 60a to the second outlet port 60c. The flow rate ratio with the second flow rate is changeable. However, unlike the flow path control device 42 of the first embodiment, the flow path control device 60 of the present embodiment can continuously change the flow rate ratio.

  The first communication state of the flow path control device 60 of the present embodiment is the same communication state as the first communication state of the flow path control device 42 of the first embodiment, and the first communication state of the flow path control device 60 of the present embodiment. The two communication state is the same communication state as the second communication state of the flow path control device 42 of the first embodiment. Further, as in the first embodiment, the first outlet port 60b is not completely closed even when the flow path control device 60 is in the second communication state.

  The heating device control unit 50 of the present embodiment alternatively switches between the first switching state, the second switching state, and the third switching state, as in the first embodiment.

  That is, in the first switching state, the flow path control device 60 is in the first communication state, and the flow path opening / closing device 48 closes the second flow path 46. Therefore, as in the first embodiment, as shown in FIG. 7, the engine coolant circulates along the arrows AR1a and AR1b.

  In the second switching state, the flow path control device 60 is in the second communication state, and the flow path opening / closing device 48 closes the second flow path 46. Therefore, as in the first embodiment, as shown in FIG. 8, the engine coolant circulates along the arrow AR2a.

  In the third switching state, the flow path control device 60 is in the second communication state, and the flow path opening / closing device 48 opens the second flow path 46. Therefore, as in the first embodiment, as shown in FIG. 9, the engine coolant circulates as shown by arrows AR3a, AR3b, AR3c.

  However, in this embodiment, the flow path control device 60 that is a water mixing valve can be optimally controlled by continuously changing the flow rate distribution between the first flow rate and the second flow rate. Therefore, for example, before the warm-up is completed at the cold start of the engine 34, the first flow rate of the engine cooling water that bypasses the engine 34 as shown by the arrow AR3d in FIG. It may be increased transiently compared to the case of communication.

  The relationship between the cooling operation mode and the heating operation mode of the vehicle air conditioner 1 and the first switching state, the second switching state, and the third switching state in the vehicle heating device 2 is the same as that in the first embodiment. It is the same.

  In the present embodiment, the effects produced from the configuration common to the first embodiment described above can be obtained as in the first embodiment.

  Moreover, although this embodiment is a modification based on 1st Embodiment, it is also possible to combine this embodiment with the above-mentioned 2nd Embodiment.

(Other embodiments)
(1) In the first embodiment described above, the vehicle air conditioner 1 and the vehicle heater 2 shown in FIG. 1 are mounted on, for example, a hybrid vehicle. You may mount in the engine vehicle which does not have. The same applies to the second and third embodiments.

  (2) In the first and second embodiments described above, the flow path control device 42 and the flow path opening / closing device 48 are provided as separate devices. In this regard, the flow path control device 42 and the flow path opening / closing device 48 may be replaced with one functional component that integrates the flow path control device 42 and the flow path opening / closing device 48. The same applies to the flow path control device 60 and the flow path opening / closing device 48 of the third embodiment.

  (3) In the first and second embodiments described above, the flow path control device 42 and the water pump 36 are each provided as a separate device from the engine 34. In this regard, both the flow path control device 42 and the water pump 36 may be integrated with the engine 34. The same applies to the flow path control device 60, the water pump 36, and the engine 34 of the third embodiment.

  (4) In the first and third embodiments described above, even if the second switching state is established in the vehicle heating device 2, the first outlet ports 42b and 60b of the flow path control devices 42 and 60 are provided. Is not completely occluded. However, this is an example, and the flow path control devices 42 and 60 may be configured such that the first outlet ports 42b and 60b are completely closed when the second switching state is established. In such a configuration, the heating device control unit 50 uses the timer or the detected temperature of the cooling water temperature sensor 52 and the like, and the flow path control devices 42 and 60 are connected to the first outlet ports 42b and 60b every predetermined time. The communication state of the flow path control devices 42 and 60 is switched so that the engine cooling water flows out from the engine intermittently. Thereby, boiling of the engine cooling water in the water-cooled condenser 12 is prevented.

  (5) In each of the embodiments described above, the vehicle heating device 2 is used for heating the vehicle interior. However, the vehicle heating device 2 may be used for purposes other than heating such as dehumidification in the vehicle interior.

  (6) In each above-mentioned embodiment, although the heating apparatus control part 50 which the vehicle heating apparatus 2 has is comprised as a control apparatus separate from the air conditioning control apparatus not shown of the vehicle air conditioner 1, It is an example. For example, the air conditioning control device and the heating device control unit 50 may be integrated to form one control device.

  (7) In the first embodiment described above, it is possible to perform heating by using the waste heat of the engine 34 and the water-cooled condenser 12 together even if the number of the water pumps 36 is one. A plurality of 36 may be provided. The same applies to the second embodiment and the third embodiment.

  (8) In each of the above-described embodiments, the thermostat 384 is provided at the connection point between the downstream end of the radiator bypass passage 383 and the heat medium circulation passage 40, but this is an example. For example, the thermostat 384 may be provided not at the downstream end of the radiator bypass passage 383 but at the connection portion between the upstream end of the radiator bypass passage 383 and the heat medium circulation passage 40.

  The present invention is not limited to the above-described embodiment, and includes various modifications and modifications within an equivalent range. Further, the above embodiments are not irrelevant to each other, and can be combined as appropriate unless the combination is clearly impossible.

  In each of the above-described embodiments, it is needless to say that elements constituting the embodiment are not necessarily essential unless explicitly stated as essential and clearly considered essential in principle. Yes. Further, in each of the above embodiments, when numerical values such as the number, numerical value, quantity, range, etc. of the constituent elements of the embodiment are mentioned, it is clearly limited to a specific number when clearly indicated as essential and in principle. The number is not limited to the specific number except for the case.

  In each of the above embodiments, when referring to the material, shape, positional relationship, etc. of the constituent elements, etc., unless otherwise specified, or in principle limited to a specific material, shape, positional relationship, etc. The material, shape, positional relationship, etc. are not limited.

(Summary)
According to the first aspect shown in part or all of each of the above embodiments, the flow path control device is provided on the way from the pump to the engine in the heat medium circulation path, and is connected to the discharge port of the pump. It has an inlet port, a first outlet port, and a second outlet port connected to the engine. In addition, the flow path control device is configured to be able to change the ratio between the first flow rate of the heat medium flowing from the inlet port to the first outlet port and the second flow rate of the heat medium flowing from the inlet port to the second outlet port. . The first flow path connects the first outlet port and the suction port of the pump, and causes the heat medium flowing out from the first outlet port to flow to the suction port. The heating device is provided in the first flow path and heats the heat medium flowing through the first flow path. The heating heat exchanger is provided on the downstream side of the heat medium flow with respect to the heating device in the first flow path, and heats the blown air into the vehicle interior with the heat of the heat medium flowing in the first flow path. The second flow path connects the heat medium outlet of the engine and the heat medium inlet of the heating device. The channel opening / closing device is provided in the second channel and opens and closes the second channel.

  Moreover, according to the 2nd viewpoint, a heating apparatus comprises a part of refrigerating cycle, and heat-exchanges the refrigerant | coolant and heat medium which circulate through the refrigerating cycle. Therefore, it is possible to heat the heat medium using a refrigeration cycle provided in the vehicle.

  Further, according to the third aspect, the flow path control device has a second switching state in which the flow path control device increases the second flow rate more than the first flow rate and the flow path opening / closing device closes the second flow path. Even when is established, the heating medium is circulated through the heating device. Accordingly, since the heat medium does not stay in the heating device during the operation of the refrigeration cycle, boiling of the heat medium in the heating device can be prevented. This is particularly effective when the passenger compartment is cooled in a refrigeration cycle, for example.

  According to a fourth aspect, the heating device is an electric heater. Therefore, on / off switching of heating of the heating device with respect to the heat medium can be easily performed by switching energization of the heating device.

  Moreover, according to the 5th viewpoint, the flow-path control apparatus is comprised by the three-way valve which connects an inlet port to one of a 1st outlet port and a 2nd outlet port. Therefore, it is possible to realize switching of the flow path through which the heat medium discharged from the pump flows with a simple configuration.

12 Water-cooled condenser (heating device)
30 Heater core (heat exchanger for heating)
34 Engine 36 Water pump (pump)
40 Heat medium circulation path 42, 60 Flow path control device 44 First flow path 46 Second flow path 48 Flow path opening / closing device 381 Radiator (radiator)

Claims (2)

A pump (36) having a suction port (36a) and a discharge port (36b), and discharging the heat medium sucked from the suction port from the discharge port;
A radiator (381) for radiating heat from the heat medium;
A heat medium circuit (40) for returning the heat medium discharged from the discharge port of the pump to the suction port of the pump by flowing the engine (34) and the radiator in this order;
An inlet port (42a, 60a) and a first outlet port (42b, 60b) which are provided on the heat medium circulation path from the pump to the engine and are connected to the discharge port of the pump, and are connected to the engine. A second outlet port (42c, 60c), and a first flow rate of the heat medium flowing from the inlet port to the first outlet port and a second flow rate of the heat medium flowing from the inlet port to the second outlet port. A flow path control device (42, 60) configured to be able to change the ratio of the two flow rates;
A first flow path (44) for connecting the first outlet port and the suction port of the pump, and flowing the heat medium flowing out from the first outlet port to the suction port;
A heating device (12 ) provided in the first flow path for heating a heat medium flowing through the first flow path;
A heating heat exchanger (30) provided on the downstream side of the heat medium flow with respect to the heating device in the first flow path, and for heating the air blown into the vehicle interior by the heat of the heat medium flowing in the first flow path; ,
A second flow path (46) connecting the heat medium outlet (34b) of the engine and the heat medium inlet (12c) of the heating device;
A channel opening and closing device (48) provided in the second channel and opening and closing the second channel;
A first switching state in which the flow path control device makes the first flow rate larger than the second flow rate, and the flow path opening and closing device closes the second flow path; A second switching state in which the second flow rate is increased and the flow path opening and closing device closes the second flow path, and the flow path control device increases the second flow rate than the first flow rate and the flow. A control unit (50) for switching a third switching state in which the road opening and closing device opens the second flow path ,
The heating device constitutes a part of the refrigeration cycle (10), heats the heat medium by exchanging heat between the refrigerant circulating in the refrigeration cycle and the heat medium,
The heat medium is a liquid;
The flow path control device is a vehicle heating device that causes the heating medium to flow through the heating device even when the second switching state is established . The vehicle heating device according to claim 1, wherein the flow path control device (42) includes a three-way valve that allows the inlet port to communicate with one of the first outlet port and the second outlet port.

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