JP7354599B2 - Vehicle thermal management system - Google Patents

Description

The present invention relates to a thermal management system for a vehicle.

Conventionally, Patent Document 1 discloses a vehicle thermal management system applied to a hybrid vehicle. In the vehicle thermal management system disclosed in Patent Document 1, heat generated by electrical equipment mounted on a vehicle is used for air conditioning and the like in the vehicle interior. Furthermore, in the vehicle thermal management system of Patent Document 1, when the heat generated by the electrical equipment is used for air conditioning inside the vehicle, the electrical equipment is operated in a heat generation mode that increases the amount of heat generated than during normal operation. I'm letting you do it.

Japanese Patent Application Publication No. 2015-13639

Incidentally, the electrical equipment disclosed in Patent Document 1 includes a running electrical equipment used to generate driving force for running, such as a motor generator, for example.

However, if an attempt is made to operate the running electrical equipment in the heat generation mode, the control mode of the running electrical equipment may become complicated or a sufficient amount of heat may not be obtained. The reason for this is that when operating the running electric equipment, outputting an appropriate driving force is prioritized over increasing the amount of heat generated. Therefore, in the vehicle thermal management system of Patent Document 1, it may not be possible to easily and effectively utilize the heat generated by the electrical equipment.

SUMMARY OF THE INVENTION In view of the above, an object of the present invention is to provide a thermal management system for a vehicle that can easily and effectively utilize heat generated by electrical equipment.

To achieve the above object, the vehicle thermal management system according to claim 1 is applied to a vehicle equipped with a battery (60) and a plurality of electrical devices (11, 70, 71, 72, 73). Batteries store electricity. A plurality of electrical devices are connected to the battery.

The plurality of electric devices include running electric devices (70, 71) and non-running electric devices (11, 72). A running electric device is an electric device used to generate driving force for running a vehicle. Non-running electrical equipment is electrical equipment that is not included in running electrical equipment.

The electrical route that supplies power from the battery to the running electrical equipment is defined as the running electrical route (61). Further, an electrical path for supplying power from the battery to a non-driving electric device is defined as a non-driving electric path (62). At this time, the driving system electrical path and the non-driving system electrical path are connected in parallel to the battery.

Then, the heat generated by the non-running electrical equipment is used as a heating source for the object to be heated.
Furthermore, it includes a refrigeration cycle device (10) and a low temperature side heat medium circuit (30) that circulates a low temperature side heat medium.
The refrigeration cycle device includes a compressor (11), a heating section (12, 23), a pressure reducing section (14a), and a low temperature side heat exchange section (15). The compressor compresses and discharges the refrigerant. The heating section heats the object to be heated using the refrigerant discharged from the compressor as a heat source. The pressure reducing section reduces the pressure of the refrigerant downstream of the heating section. The low-temperature side heat exchange section exchanges heat between the refrigerant whose pressure has been reduced in the pressure reduction section and the low-temperature side heat medium.
The low-temperature side heat medium circuit has a low-temperature side heat-absorbing heat exchange part (72a). The low-temperature endothermic heat exchange section exchanges heat between the non-running electrical equipment and the low-temperature heat medium.
Then, as the temperature of the low-temperature heat medium flowing through the low-temperature endothermic heat exchange section decreases, the amount of heat generated by the non-running electrical equipment increases.

According to this, the running system electrical path (61) and the non-running system electrical path (62) are connected in parallel to the battery (60). Therefore, even if the operating state of the non-traveling electrical equipment (11, 72) is changed, the operation of the running electrical equipment (70, 71) is unlikely to be affected. In other words, even if the non-driving electrical equipment (11, 72) is operated to increase the amount of heat generated, it is unlikely to affect the driving force for driving, and the control mode will not be complicated.

Therefore, by using the heat generated by the non-running electrical equipment (11, 72) as a heating source for the object to be heated, the heat generated by the electrical equipment can be used to easily and effectively heat the object to be heated. It can be used as a source.

Further, the vehicle thermal management system according to the second aspect is applied to a vehicle equipped with a battery (60) and a plurality of electrical devices (11, 70, 71, 72, 73). Batteries store electricity. A plurality of electrical devices are connected to the battery.

The plurality of electric devices include a driving electric motor (70) and non-driving electric devices (11, 72, 73). The electric motor for driving outputs driving force for driving the vehicle. Non-driving electrical equipment is connected outside the electrical path from the battery to the traveling electric motor.

Then, the heat generated by the non-running electrical equipment is used as a heating source for the object to be heated.
Furthermore, it includes a refrigeration cycle device (10) and a low temperature side heat medium circuit (30) that circulates a low temperature side heat medium.
The refrigeration cycle device includes a compressor (11), a heating section (12, 23), a pressure reducing section (14a), and a low temperature side heat exchange section (15). The compressor compresses and discharges the refrigerant. The heating section heats the object to be heated using the refrigerant discharged from the compressor as a heat source. The pressure reducing section reduces the pressure of the refrigerant downstream of the heating section. The low-temperature side heat exchange section exchanges heat between the refrigerant whose pressure has been reduced in the pressure reduction section and the low-temperature side heat medium.
The low-temperature side heat medium circuit has a low-temperature side heat-absorbing heat exchange part (72a). The low-temperature endothermic heat exchange section exchanges heat between the non-running electrical equipment and the low-temperature heat medium.
Then, as the temperature of the low-temperature heat medium flowing through the low-temperature endothermic heat exchange section decreases, the amount of heat generated by the non-running electrical equipment increases.

According to this, the non-driving electric devices (11, 72, 73) are connected outside the electrical path from the battery (60) to the electric driving motor (70). Therefore, even if the operating state of the non-traveling electrical equipment (11, 72, 73) is changed, the operation of the traveling electric motor (70) is unlikely to be affected. In other words, even if the non-driving electrical equipment (11, 72, 73) is operated to increase the amount of heat generated, it is unlikely to affect the driving force for driving, and the control mode will not become complicated.

Therefore, by using the heat generated by the non-running electrical equipment (11, 72, 73) as a heating source for the object to be heated, the heat generated by the electrical equipment can be easily and effectively applied to the object to be heated. It can be used as a heating source.
Further, the vehicle thermal management system according to the seventh aspect is applied to a vehicle equipped with a battery (60) and a plurality of electrical devices (11, 70, 71, 72, 73). Batteries store electricity. A plurality of electrical devices are connected to the battery.
The plurality of electric devices include a driving electric motor (70) and non-driving electric devices (11, 72, 73). The electric motor for driving outputs driving force for driving the vehicle. Non-driving electrical equipment is connected outside the electrical path from the battery to the traveling electric motor.
Then, the heat generated by the non-running electrical equipment is used as a heating source for the object to be heated.
Further, the non-driving electrical equipment includes an information processing electrical equipment (73) used to process information acquired for driving the vehicle.
According to this, the same effect as the vehicle thermal management system according to the second aspect can be obtained.

Note that the reference numerals in parentheses of each means described in this column and the claims indicate correspondence with specific means described in the embodiment described later.

FIG. 1 is a schematic overall configuration diagram of a vehicle thermal management system according to a first embodiment. FIG. 1 is a schematic cross-sectional view of the indoor air conditioning unit of the first embodiment. FIG. 2 is a block diagram showing an electrical control section of the vehicle thermal management system according to the first embodiment. FIG. 2 is an overall configuration diagram showing a refrigerant flow and a heat medium flow in an air conditioning cooling mode of the vehicle thermal management system of the first embodiment. It is a graph showing the relationship between the high temperature side heat medium temperature and the amount of heat that can be generated by the integrated substation unit in the first embodiment. FIG. 2 is an overall configuration diagram showing a refrigerant flow and a heat medium flow in a heating mode of the vehicle thermal management system of the first embodiment. FIG. 2 is an overall configuration diagram showing a refrigerant flow and a heat medium flow in a dehumidification/heating mode of the vehicle thermal management system of the first embodiment. FIG. 7 is an overall configuration diagram showing a refrigerant flow and a heat medium flow in an air conditioning cooling mode of a vehicle thermal management system according to a second embodiment. FIG. 7 is an overall configuration diagram showing a refrigerant flow and a heat medium flow in a heating mode of a vehicle thermal management system according to a second embodiment. FIG. 7 is an overall configuration diagram showing a refrigerant flow and a heat medium flow in a dehumidifying/heating mode of the vehicle thermal management system according to the second embodiment. FIG. 7 is an overall configuration diagram showing the flow of a heat medium in a battery warm-up mode of a vehicle thermal management system according to a second embodiment. FIG. 3 is a block diagram showing a modification of the electric control section of the vehicle thermal management system. It is a block diagram which shows another modification of the electric control part of a thermal management system for vehicles.

EMBODIMENT OF THE INVENTION Below, several embodiment for implementing this invention is described with reference to drawings. In each embodiment, parts corresponding to those described in the preceding embodiments may be given the same reference numerals and redundant explanations may be omitted. When only part of the configuration is described in each embodiment, the other embodiments described previously can be applied to other parts of the configuration. It is not only possible to combine parts of each embodiment that specify that the combinations are possible, but also to partially combine parts of the embodiments even if it is not explicitly stated, as long as there is no particular problem with the combination. is also possible.

(First embodiment)
A first embodiment of the present invention will be described using FIGS. 1 to 7. In this embodiment, a vehicle thermal management system 1 according to the present invention is applied to an electric vehicle. The electric vehicle is a vehicle that obtains driving force for running from a motor generator 70. The vehicle thermal management system 1 air-conditions the interior of the vehicle, which is an air-conditioned space, and adjusts the temperature of the battery 60 and electrical equipment connected to the battery 60 in an electric vehicle.

As shown in the overall configuration diagram of FIG. 1, the vehicle thermal management system 1 includes a refrigeration cycle device 10, a high temperature side heat medium circuit 20, a low temperature side heat medium circuit 30, an indoor air conditioning unit 40, and the like.

First, the refrigeration cycle device 10 will be explained. The refrigeration cycle device 10 constitutes a vapor compression type refrigeration cycle. The refrigeration cycle device 10 includes a compressor 11, a water-refrigerant heat exchanger 12, a first expansion valve 14a, a second expansion valve 14b, a chiller 15, an indoor evaporator 16, an evaporation pressure adjustment valve 17, and the like. The refrigeration cycle device 10 can switch the circuit configuration of the refrigerant circuit according to each operation mode described below.

The refrigeration cycle device 10 uses an HFO-based refrigerant (specifically, R1234yf) as the refrigerant. The refrigeration cycle device 10 constitutes a subcritical refrigeration cycle in which the refrigerant pressure on the high pressure side does not exceed the critical pressure of the refrigerant. Refrigerating machine oil (specifically, PAG oil) for lubricating the compressor 11 of the refrigeration cycle device 10 is mixed in the refrigerant. A portion of the refrigeration oil is circulated through the refrigeration cycle device 10 together with the refrigerant.

In the refrigeration cycle device 10, the compressor 11 sucks in refrigerant, compresses it, and discharges it. The compressor 11 is arranged in the drive device compartment on the front side of the vehicle compartment. The drive device room forms a space in which at least a portion of equipment (for example, motor generator 70) used to generate or adjust driving force for running the vehicle is arranged.

The compressor 11 is an electric compressor that uses an electric motor to rotationally drive a fixed capacity type compression mechanism having a fixed discharge capacity. The rotation speed (i.e., refrigerant discharge capacity) of the compressor 11 is controlled by a control signal output from a control device 50, which will be described later.

The discharge port of the compressor 11 is connected to the inlet side of the refrigerant passage 121 of the water-refrigerant heat exchanger 12. The water-refrigerant heat exchanger 12 is a high temperature side heat exchange section that exchanges heat between the high pressure refrigerant discharged from the compressor 11 and the high temperature side heat medium circulating in the high temperature side heat medium circuit 20.

The refrigeration cycle device 10 employs a so-called subcool type heat exchanger as the water-refrigerant heat exchanger 12. For this reason, the refrigerant passage 121 of the water-refrigerant heat exchanger 12 is provided with a condensing section 12a, a receiver section 12b, and a supercooling section 12c.

The condensing section 12a is a condensing heat exchange section that exchanges heat between the high-pressure refrigerant discharged from the compressor 11 and the high-pressure heat medium to condense the high-pressure refrigerant. The receiver section 12b is a liquid receiving section that separates the gas and liquid of the refrigerant flowing out from the condensing section 12a and stores the separated liquid phase refrigerant. The supercooling section 12c is a heat exchange section for supercooling that subcools the liquid phase refrigerant by exchanging heat between the liquid phase refrigerant flowing out from the receiver section 12b and the high-pressure side heat medium.

The outlet of the refrigerant passage 121 of the water-refrigerant heat exchanger 12 is connected to the inlet side of the refrigerant branch 13a. The refrigerant branch portion 13a branches the flow of refrigerant flowing out from the water-refrigerant heat exchanger 12. The refrigerant branch portion 13a is a three-way joint having three inlets and outlets that communicate with each other. In the refrigerant branch section 13a, one of the three inflow/outlets is used as an inflow port, and the remaining two are used as outflow ports.

The inlet side of the refrigerant passage 151 of the chiller 15 is connected to one outlet of the refrigerant branch 13a via the first expansion valve 14a. The other outlet of the refrigerant branch 13a is connected to the refrigerant inlet side of the indoor evaporator 16 via the second expansion valve 14b.

The first expansion valve 14a is a pressure reducing part that reduces the pressure of the refrigerant flowing out from one outlet of the refrigerant branching part 13a. The first expansion valve 14a is an electric variable throttle mechanism that includes a valve body that changes the opening degree of the throttle and an electric actuator (specifically, a stepping motor) that displaces the valve body. The operation of the first expansion valve 14a is controlled by control pulses output from the control device 50.

The second expansion valve 14b is a pressure reducing part that reduces the pressure of the refrigerant flowing out from the other outlet of the refrigerant branch 13a. The basic configuration of the second expansion valve 14b is the same as that of the first expansion valve 14a.

The first expansion valve 14a and the second expansion valve 14b have a full-open function in which they function simply as a refrigerant passage without exhibiting much of the refrigerant pressure reduction action and flow rate adjustment action by fully opening the valve opening. Furthermore, the first expansion valve 14a and the second expansion valve 14b have a fully closing function of closing the refrigerant passage by fully closing the valve opening.

The first expansion valve 14a and the second expansion valve 14b can switch the refrigerant circuit of each operation mode by a fully open function and a fully close function. Therefore, the first expansion valve 14a and the second expansion valve 14b also have a function as a refrigerant circuit switching unit that switches the circuit configuration of the refrigeration cycle device 10.

The inlet side of the refrigerant passage 151 of the chiller 15 is connected to the outlet of the first expansion valve 14a. The chiller 15 is a low-temperature heat exchange section that exchanges heat between the low-pressure refrigerant whose pressure has been reduced by the first expansion valve 14a and the low-temperature heat medium circulating through the low-temperature heat medium circuit 30. The chiller 15 cools the low-temperature heat medium by evaporating the low-pressure refrigerant and exerting an endothermic action.

The outlet of the refrigerant passage 151 of the chiller 15 is connected to one inlet side of the refrigerant merging section 13b.

The refrigerant inlet side of the indoor evaporator 16 is connected to the outlet of the second expansion valve 14b. The indoor evaporator 16 is an air cooling heat exchanger that exchanges heat between the low-pressure refrigerant whose pressure has been reduced by the second expansion valve 14b and the blown air W. The indoor evaporator 16 cools the blown air W by evaporating a low-pressure refrigerant to exert an endothermic action. The indoor evaporator 16 is arranged inside a casing 41 of an indoor air conditioning unit 40, which will be described later.

The refrigerant outlet of the indoor evaporator 16 is connected to the inlet side of the evaporation pressure regulating valve 17 . The evaporation pressure adjustment valve 17 is an evaporation pressure adjustment section that maintains the refrigerant evaporation pressure in the indoor evaporator 16 at a predetermined reference pressure or higher.

The evaporation pressure regulating valve 17 is a mechanical variable throttle mechanism that increases the valve opening degree as the refrigerant pressure on the refrigerant outlet side of the indoor evaporator 16 increases. As a result, in the evaporation pressure regulating valve 17 of the present embodiment, the refrigerant evaporation temperature in the indoor evaporator 16 is set to be higher than the frost formation suppression temperature (1° C. in this embodiment) that can suppress frost formation on the indoor evaporator 16. Maintained. The outlet of the evaporation pressure regulating valve 17 is connected to the other inlet side of the refrigerant merging section 13b.

The refrigerant merging section 13b merges the flow of refrigerant flowing out from the refrigerant passage 151 of the chiller 15 and the flow of refrigerant flowing out from the evaporation pressure regulating valve 17. The refrigerant confluence section 13b is a three-way joint similar to the refrigerant branch section 13a. In the refrigerant confluence section 13b, two of the three inflow ports are used as inlets, and the remaining one is used as an outlet port. The suction side of the compressor 11 is connected to the outlet of the refrigerant confluence section 13b.

Next, the high temperature side heat medium circuit 20 will be explained. The high temperature side heat medium circuit 20 is a heat medium circuit that circulates a high temperature side heat medium. The high temperature side heat medium circuit 20 employs an ethylene glycol aqueous solution as the high temperature side heat medium.

The high temperature side heat medium circuit 20 includes a high temperature side pump 21, a heat medium passage 122 of the water-refrigerant heat exchanger 12, a high temperature side radiator 22, a heater core 23, a first high temperature side flow rate adjustment valve 24a, and a second high temperature side flow rate adjustment valve. A valve 24b, a cooling water passage 72a of the integrated substation unit 72, etc. are arranged.

The discharge port of the high temperature side pump 21 is connected to the inlet side of the heat medium passage 122 of the water-refrigerant heat exchanger 12. The high temperature side pump 21 pumps the high temperature side heat medium to the heat medium passage 122 of the water-refrigerant heat exchanger 12. In the water-refrigerant heat exchanger 12, the flow of the high-pressure refrigerant flowing through the refrigerant passage 121 and the flow of the high-temperature side heat medium flowing through the heat medium passage 122 are opposite flows. The high temperature side pump 21 is an electric pump whose rotation speed (that is, pumping capacity) is controlled by a control voltage output from the control device 50.

An electric heater 25 is arranged on the exit side of the heat medium passage 122 of the water-refrigerant heat exchanger 12. The electric heater 25 is an auxiliary heating device that heats the high temperature side heat medium flowing out from the heat medium passage 122 of the water-refrigerant heat exchanger 12. In the high temperature side heat medium circuit 20, a PTC heater having a PTC element (ie, a positive temperature coefficient thermistor) is employed as the electric heater 25. The amount of heat generated by the electric heater 25 is controlled by a control voltage output from the control device 50.

The downstream side of the electric heater 25 is connected to the inlet side of the high temperature side branch portion 26a. The high temperature side branch part 26a branches the flow of the high temperature side heat medium downstream of the electric heater 25. The high temperature side branch part 26a is a three-way joint similar to the refrigerant branch part 13a and the like.

The heat medium inlet side of the high temperature side radiator 22 is connected to one outlet of the high temperature side branch part 26a via the first high temperature side flow rate adjustment valve 24a. The heat medium inlet side of the heater core 23 is connected to the other outlet of the high temperature side branch portion 26a via a second high temperature side flow rate adjustment valve 24b.

The first high temperature side flow rate adjustment valve 24a is a flow rate adjustment section that adjusts the flow rate of the heat medium flowing into the high temperature side radiator 22. The first high temperature side flow rate adjustment valve 24a is an electric flow rate adjustment valve that has a valve body that changes the passage cross-sectional area of the heat medium passage and an electric actuator (specifically, a stepping motor) that displaces the valve body. . The operation of the first high temperature side flow regulating valve 24a is controlled by a control pulse output from the control device 50.

The second high temperature side flow rate adjustment valve 24b is a flow rate adjustment unit that adjusts the flow rate of the heat medium flowing into the heater core 23. The basic configuration of the second high temperature side flow rate regulating valve 24b is the same as that of the first high temperature side flow rate regulating valve 24a. The first high temperature side flow rate adjustment valve 24a and the second high temperature side flow rate adjustment valve 24b adjust the high temperature side flow rate ratio of the heat medium flow rate flowing into the heater core 23 to the heat medium flow rate flowing into the high temperature side radiator 22. This is the adjustment section.

Furthermore, the first high temperature side flow rate adjustment valve 24a and the second high temperature side flow rate adjustment valve 24b have the same full opening mechanism and full closing function as the first expansion valve 14a and the second expansion valve 14b. Therefore, the first high temperature side flow rate adjustment valve 24a and the second high temperature side flow rate adjustment valve 24b also have a function as a high temperature side heat medium circuit switching unit that switches the circuit configuration of the high temperature side heat medium circuit 20.

The high temperature side radiator 22 is a high temperature side outside air heat exchange unit that exchanges heat between the high temperature side heat medium heated by the water-refrigerant heat exchanger 12 and the outside air OA blown from an outside air fan (not shown). The high temperature side radiator 22 is arranged on the front side within the drive device chamber. One inlet side of the high temperature side merging section 26b is connected to the heat medium outlet of the high temperature side radiator 22.

Furthermore, a shutter device 22a is arranged on the upstream side of the air flow of the high temperature side radiator 22 in the drive device chamber. The shutter device 22a adjusts the flow rate of outside air OA flowing into the high temperature side radiator 22. Thereby, the shutter device 22a can adjust the amount of heat exchange between the high temperature side heat medium in the high temperature side radiator 22 and the outside air OA. The operation of the shutter device 22a is controlled by a control signal output from the control device 50.

The heater core 23 is a heating heat exchange unit that heats the blown air W by exchanging heat between the high temperature side heat medium heated by the water-refrigerant heat exchanger 12 or the like and the blown air W. Therefore, in this embodiment, the water-refrigerant heat exchanger 12 and the heater core 23 constitute a heating section that heats the blown air W using the high-pressure refrigerant discharged from the compressor 11 as a heat source. The heater core 23 is arranged inside the casing 41 of the indoor air conditioning unit 40.

The heating medium outlet of the heater core 23 is connected to the inlet side of the cooling water passage 72a of the integrated substation unit 72.

Integrated substation unit 72 is one of a plurality of electrical devices connected to battery 60. The integrated power substation unit 72 is a unit that integrates a charger, a DC/DC converter, and the like. The integrated power substation unit 72 is a charging electrical device used to charge the battery 60 from an external power source (specifically, a commercial power source). The operation of the integrated substation unit 72 is controlled by a control signal output from the control device 50.

The integrated substation unit 72 generates heat during operation. When the integrated substation unit 72 reaches a high temperature, the electric circuit is likely to be damaged or deteriorated. Therefore, the temperature of the integrated substation unit 72 needs to be maintained at a temperature lower than the standard heat-resistant temperature that can protect the electric circuit.

Therefore, in this embodiment, a cooling water passage 72a through which a high temperature side heat medium flows is formed in a housing portion forming an outer shell of the integrated substation unit 72. The cooling water passage 72a of the integrated substation unit 72 is a heat exchange section for high temperature side heat absorption that exchanges heat between the high temperature side heat medium and the integrated substation unit 72.

The other inlet side of the high temperature side merging section 26b is connected to the outlet of the cooling water passage 72a of the integrated substation unit 72. The high temperature side merging section 26b merges the flow of refrigerant flowing out from the high temperature side radiator 22 and the flow of refrigerant flowing out from the heater core 23. The high temperature side merging portion 26b is a three-way joint similar to the refrigerant merging portion 13b and the like.

The inlet side of the high temperature side reserve tank 27 is connected to the outlet of the high temperature side confluence section 26b. Further, the outlet of the high temperature side reserve tank 27 is connected to the suction port side of the high temperature side pump 21 .

The high temperature side reserve tank 27 is a high temperature side heat medium storage section that stores surplus high temperature side heat medium in the high temperature side heat medium circuit 20 . In the high temperature side heat medium circuit 20, by arranging the high temperature side reserve tank 27, a decrease in the liquid amount of the high temperature side heat medium circulating in the high temperature side heat medium circuit 20 is suppressed. The high temperature side reserve tank 27 has a heat medium supply port for replenishing the high temperature side heat medium when the amount of high temperature side heat medium in the high temperature side heat medium circuit 20 becomes insufficient.

Next, the low temperature side heat medium circuit 30 will be explained. The low temperature side heat medium circuit 30 is a heat medium circuit that circulates a low temperature side heat medium. In the low temperature side heat medium circuit 30, the same type of heat medium as the high temperature side heat medium is used as the low temperature side heat medium.

The low temperature side heat medium circuit 30 includes a low temperature side pump 31, a heat medium passage 152 of the chiller 15, a low temperature side radiator 32, a cooling water passage 60a of the battery 60, a cooling water passage 70a of the motor generator 70, and a cooling water passage of the inverter 71. 71a etc. are arranged.

The discharge port of the low-temperature side pump 31 is connected to the inlet side of the heat medium passage 152 of the chiller 15 . The low temperature side pump 31 pumps the low temperature side heat medium to the heat medium passage 152 of the chiller 15 . In the chiller 15, the flow of the low-pressure refrigerant flowing through the refrigerant passage 151 and the flow of the low-temperature side heat medium flowing through the heat medium passage 152 are opposite flows. The basic configuration of the low temperature side pump 31 is the same as that of the high temperature side pump 21.

The outlet of the heat medium passage 152 of the chiller 15 is connected to the inlet side of the battery-side three-way valve 33a. The battery side three-way valve 33a controls the flow rate of the heat medium flowing out from the heat medium passage 152 of the chiller 15 to the low temperature side radiator 32 side and the flow rate of the heat medium flowing out to the cooling water passage 60a side of the battery 60. This is a three-way flow rate adjustment valve that can continuously adjust the flow rate ratio between

The battery side three-way valve 33a can also cause the low temperature side heat medium that has flowed into the inside to flow out only to either the low temperature side radiator 32 side or the cooling water passage 60a side of the battery 60. The operation of the battery-side three-way valve 33a is controlled by a control signal output from the control device 50.

The low temperature side radiator 32 is a low temperature side outside air heat exchange section that exchanges heat between the low temperature side heat medium flowing out from the battery side three-way valve 33a and the outside air OA blown from the outside air fan. The low-temperature side radiator 32 is disposed on the front side of the drive device chamber and downstream of the high-temperature side radiator 22 in the flow of outside air.

Therefore, the low-temperature side radiator 32 exchanges heat between the outside air OA after passing through the high-temperature side radiator 22 and the low-temperature side heat medium. The low temperature side radiator 32 may be formed integrally with the high temperature side radiator 22. One inlet side of the low temperature side merging section 36b is connected to the heat medium outlet of the low temperature side radiator 32 via the low temperature side reserve tank 37.

The low temperature side reserve tank 37 is a low temperature side heat medium storage section that stores surplus low temperature side heat medium in the low temperature side heat medium circuit 30 . The basic configuration of the low temperature side reserve tank 37 is the same as that of the high temperature side reserve tank 27.

The battery 60 stores power to be supplied to a plurality of electrical devices. The battery 60 is an assembled battery formed by electrically connecting a plurality of battery cells in series or in parallel. The battery cell is a rechargeable secondary battery (in this embodiment, a lithium ion battery). The battery 60 has a plurality of battery cells stacked in a substantially rectangular parallelepiped shape and housed in a dedicated case.

This type of secondary battery generates heat during operation (ie, during charging and discharging). Secondary batteries tend to deteriorate when exposed to high temperatures. Furthermore, when the temperature of a secondary battery becomes low, chemical reactions are difficult to proceed and output tends to decrease. Therefore, the temperature of the secondary battery is maintained within an appropriate temperature range (in this embodiment, 15°C or higher and 55°C or lower) in which the charging and discharging capacity of the secondary battery can be fully utilized. It is desirable to be present.

Therefore, in this embodiment, a cooling water passage 60a is formed inside a special case for the battery 60 to allow the low temperature side heat medium to flow therethrough. The cooling water passage 60a has a passage configuration in which a plurality of passages are connected in parallel inside a dedicated case. Thereby, the cooling water passage 60a is formed so as to be able to uniformly adjust the temperature of all the battery cells.

Therefore, the battery 60 of this embodiment is a target for temperature adjustment on the low temperature side. Moreover, the cooling water passage 60a of this embodiment is a heat exchange part for temperature adjustment that exchanges heat between the low-temperature side heat medium and the low-temperature side temperature-adjusted object.

The outlet of the cooling water passage 60a of the battery 60 is connected to the other inlet side of the low temperature side merging section 36b. The low temperature side merging portion 36b is a three-way joint similar to the high temperature side merging portion 26b and the like. The inlet side of the low temperature side pump 31 is connected to the outflow port of the low temperature side confluence section 36b.

Further, an electric equipment passage 38 is connected to the low temperature side heat medium circuit 30 of this embodiment. The electrical equipment passage 38 is a heat medium passage that returns the low temperature heat medium on the downstream side of the low temperature side reserve tank 37 and upstream of the low temperature side confluence section 36b to the inlet side of the low temperature side radiator 32 again. be.

In the electrical equipment passage 38, an equipment pump 38a, a cooling water passage 71a for the inverter 71, a cooling water passage 70a for the motor generator 70, and the like are arranged. The equipment pump 38a pumps at least a portion of the low-temperature side heat medium flowing out from the low-temperature side reserve tank 37 to the cooling water passage 71a of the inverter 71. The basic configuration of the equipment pump 38a is the same as that of the low temperature side pump 31.

Inverter 71 is one of a plurality of electrical devices connected to battery 60. Inverter 71 is a power conversion device that converts DC power output from battery 60 into AC power and supplies it to motor generator 70 . Furthermore, inverter 71 can also convert AC power generated by motor generator 70 into DC power and output it to battery 60 side. The operation of the inverter 71 is controlled by a control signal output from the control device 50.

The inverter 71 generates heat during operation. When the inverter 71 reaches a high temperature, the electric circuit tends to deteriorate. Therefore, like the integrated substation unit 72, the temperature of the inverter 71 needs to be maintained at a temperature lower than the standard heat-resistant temperature (in this embodiment, 130° C. or lower) that can protect the electric circuit.

Therefore, in this embodiment, a cooling water passage 71a through which a low-temperature side heat medium flows is formed in a housing portion that forms the outer shell of the inverter 71. The cooling water passage 71a of the inverter 71 is a heat exchange part that exchanges heat between the low temperature side heat medium and the inverter 71.

The outlet of the cooling water passage 71a of the inverter 71 is connected to the inlet side of the cooling water passage 70a of the motor generator 70.

Motor generator 70 is one of a plurality of electrical devices indirectly connected to battery 60. Motor generator 70 is a traveling electric motor that outputs driving force for traveling using electric power supplied from inverter 71 . Furthermore, the motor generator 70 is a power generation device that generates regenerative power when the vehicle is decelerating or traveling downhill.

Motor generator 70 generates heat during operation. When the motor generator 70 reaches a high temperature, the electric circuit tends to deteriorate. Furthermore, when the temperature becomes low, the sliding resistance of the motor generator 70 increases, making it difficult to output smooth rotational driving force. Therefore, the temperature of the motor generator 70 is maintained within an appropriate temperature range (in this embodiment, 80° C. or higher and 130° C. or lower) that can protect the electric circuit and output smooth rotational driving force. Must have been.

Therefore, in this embodiment, a cooling water passage 70a through which a low-temperature side heat medium flows is formed in a housing portion that forms the outer shell of the motor generator 70. Cooling water passage 70a of motor generator 70 is a heat exchange section that exchanges heat between the low temperature side heat medium and motor generator 70.

The outlet of the cooling water passage 70a of the motor generator 70 is connected to the inlet side of the device-side three-way valve 33b. The equipment side three-way valve 33b controls the flow rate of the heat medium flowing out from the cooling water passage 70a of the motor generator 70 to the low temperature side radiator 32 side and the heat medium flow rate flowing out to the bypass passage 38b side. This is a three-way flow regulating valve that can continuously adjust the ratio.

The basic configuration of the device-side three-way valve 33b is the same as that of the battery-side three-way valve 33a. Therefore, the battery-side three-way valve 33a and the device-side three-way valve 33b have a function as a low-temperature-side heat medium circuit switching unit that switches the circuit configuration of the low-temperature-side heat medium circuit 30. Bypass passage 38b is a heat medium passage that causes the low temperature side heat medium flowing out of cooling water passage 70a of motor generator 70 to bypass low temperature side radiator 32 and returns to the suction side of equipment pump 38a.

Next, the indoor air conditioning unit 40 will be explained using FIG. 2. The indoor air conditioning unit 40 is a unit in the vehicle thermal management system 1 that blows air W whose temperature has been appropriately adjusted to an appropriate location in the vehicle interior. The indoor air conditioning unit 40 is arranged inside an instrument panel (ie, an instrument panel) at the forefront of the vehicle interior.

The indoor air conditioning unit 40 has a casing 41 that forms an air passage for the blown air W. In the air passage formed in the casing 41, an indoor blower 42, an indoor evaporator 16, a heater core 23, etc. are arranged. The casing 41 is made of a resin (for example, polypropylene) that has a certain degree of elasticity and excellent strength.

An inside/outside air switching device 43 is disposed at the most upstream side of the casing 41 in the direction of air flow. The inside/outside air switching device 43 is configured to selectively introduce inside air (vehicle interior air) and outside air (vehicle exterior air) into the casing 41 . The operation of the electric actuator for driving the inside/outside air switching device 43 is controlled by a control signal output from the control device 50.

An indoor blower 42 is arranged downstream of the inside/outside air switching device 43 in the flow of air. The indoor blower 42 blows air sucked in via the inside/outside air switching device 43 into the vehicle interior. The indoor blower 42 is an electric blower that drives a centrifugal multi-blade fan using an electric motor. The rotation speed (that is, the blowing capacity) of the indoor blower 42 is controlled by a control voltage output from the control device 50.

On the downstream side of the blown air flow of the indoor blower 42, the indoor evaporator 16 and the heater core 23 are arranged in this order with respect to the blown air flow. In other words, the indoor evaporator 16 is placed upstream of the heater core 23 in the flow of the blown air. A cold air bypass passage 45 is formed in the casing 41 so that the air W that has passed through the indoor evaporator 16 bypasses the heater core 23 and flows downstream.

An air mix door 44 is arranged downstream of the indoor evaporator 16 in the flow of blown air and upstream of the heater core 23 in the flow of blown air. The air mix door 44 adjusts the ratio of the air volume that passes through the heater core 23 and the air volume that passes through the cold air bypass passage 45 in the blown air W that has passed through the indoor evaporator 16 . The operation of the electric actuator for driving the air mix door is controlled by a control signal output from the control device 50.

A mixing space 46 is provided downstream of the heater core 23 in the flow of air to mix the air W heated by the heater core 23 with the air W that has passed through the cold air bypass passage 45 and has not been heated by the heater core 23. It is being Furthermore, an opening hole (not shown) is arranged at the most downstream part of the casing 41 in which the air flows, and which blows out the conditioned air mixed in the mixing space 46 into the vehicle interior.

Therefore, by adjusting the air volume ratio between the air volume that the air mix door 44 allows to pass through the heater core 23 and the air volume that passes through the cold air bypass passage 45, the temperature of the conditioned air mixed in the mixing space 46 can be adjusted. . The temperature of the blown air W blown into the vehicle interior from each opening hole can be adjusted.

The opening holes include a face opening hole, a foot opening hole, and a defroster opening hole (all not shown). The face opening hole is an opening hole through which conditioned air is blown out toward the upper body of the occupant inside the vehicle. The foot opening hole is an opening hole through which conditioned air is blown out toward the feet of the occupant. The defroster opening hole is an opening hole through which conditioned air is blown out toward the inner surface of the vehicle's front window glass.

A blowout mode switching door (not shown) is arranged upstream of these opening holes. The blowout mode switching door switches the openings from which the conditioned air is blown out by opening and closing each opening. The operation of the electric actuator for driving the blowout mode switching door is controlled by a control signal output from the control device 50.

Next, an overview of the electric control section of the vehicle thermal management system 1 will be explained using FIG. 3. Note that FIG. 3 schematically shows how the control device 50, the battery 60, and some electrical devices are connected.

The control device 50 is composed of a well-known microcomputer including a CPU, ROM, RAM, etc., and its peripheral circuits. The control device 50 performs various calculations and processes based on a control program stored in the ROM, and controls the operation of various controlled devices connected to the output side.

As shown in FIG. 3, a control sensor group 51 is connected to the input side of the control device 50. The control sensor group 51 includes an inside temperature detection section that detects the vehicle interior temperature (interior temperature) Tr, an outside temperature detection section that detects the outside temperature Tam, a battery temperature detection section that detects the temperature Tb of the battery 60, etc. included.

Further, an operation panel 52 is connected to the input side of the control device 50. The operation panel 52 is provided with, for example, a temperature setting section for setting the vehicle interior temperature. Detection signals from the sensor group 51 and operation signals from the operation panel 52 are input to the control device 50 .

The control device 50 has an integrally formed control section that controls various controlled devices connected to its output side. In other words, the configuration (hardware and software) that controls the operation of each device to be controlled becomes a control unit that controls the operation of each device to be controlled. For example, in the present embodiment, a component of the control device 50 that controls the operation of the integrated substation unit 72 is the integrated substation unit control section 50a.

Electric power is supplied to the control device 50 from a battery 60 via a DC/DC converter (not shown) or the like.

As described above, a plurality of electrical devices are connected to the battery 60. The plurality of electrical devices include electrical devices directly connected to the battery 60, such as the integrated substation unit 72 and the inverter 71. Further, the plurality of electrical devices include electrical devices indirectly connected to battery 60 via inverter 71, such as motor generator 70.

The plurality of electrical devices are broadly classified into running electrical equipment and non-running electrical equipment. A running electric device is an electric device used to generate driving force for running a vehicle. In this embodiment, specifically, the motor generator 70 and the inverter 71 correspond to the traveling electric equipment.

As shown in FIG. 3, motor generator 70 and inverter 71 are connected in series to battery 60. In other words, the electrical path for supplying power from battery 60 to motor generator 70 via inverter 71 is formed as one electrical path.

Therefore, the electrical route for supplying power from the battery 60 to the running electrical equipment is defined as the running electrical route 61. Furthermore, among the running electrical equipment, an electrical equipment (in this embodiment, the inverter 71) connected within the running electrical path 61 from the battery 60 to the motor generator 70 is defined as a quasi-running electrical equipment.

The non-running electrical equipment is an electrical equipment that is not included in the running electrical equipment among the electrical equipment connected to the battery 60. In this embodiment, specifically, the integrated power substation unit 72, the control device 73 for an advanced driving support system (so-called ADAS), the compressor 11 of the refrigeration cycle device 10, etc. correspond to non-driving electric equipment.

An advanced driving support system is a system that acquires various information for safe driving of a vehicle and implements automatic headlight control, automatic cruise control, automatic brake control, etc. based on the acquired information. The control device 73 for the advanced driving support system is an information processing electric device used to process information acquired for safe driving. The compressor 11 of the refrigeration cycle device 10 is an air conditioning electric device used to air condition the inside of the vehicle.

An electrical path for supplying power from the battery 60 to non-driving electrical equipment is defined as a non-driving electrical path 62. A plurality of non-traveling electric paths 62 are provided depending on the number of non-traveling electric devices. The running system electrical path 61 and the non-running system electrical path 62 are connected in parallel to the battery 60. Therefore, the non-driving electrical equipment is an electrical equipment connected outside the running electrical path 61.

Next, the operation of the vehicle thermal management system 1 of this embodiment with the above configuration will be explained. The vehicle thermal management system 1 of this embodiment air-conditions the vehicle interior and adjusts the temperature of the battery 60 and the like. For this reason, the vehicle thermal management system 1 can switch between various driving modes. Specifically, the vehicle thermal management system 1 can switch between an air conditioning cooling mode, a heating mode, and a dehumidifying heating mode. Each operation mode will be explained below.

(a) Air Conditioning Cooling Mode The air conditioning cooling mode is an operation mode in which the interior of the vehicle is cooled and the battery 60 is also cooled. In the cooling mode, the control device 50 operates the compressor 11 of the refrigeration cycle device 10. Further, the control device 50 puts the first expansion valve 14a and the second expansion valve 14b into a throttle state that exerts a refrigerant pressure reducing effect.

Further, the control device 50 operates the high temperature side pump 21 of the high temperature side heat medium circuit 20. Further, the control device 50 fully opens the first high temperature side flow rate regulating valve 24a and fully closes the second high temperature side flow rate regulating valve 24b.

Further, the control device 50 operates the low temperature side pump 31 of the low temperature side heat medium circuit 30. Further, the control device 50 controls the operation of the battery side three-way valve 33a so that the low temperature side heat medium flowing out from the heat medium passage 152 of the chiller 15 flows into the cooling water passage 60a of the battery 60.

Further, the control device 50 operates the indoor blower 42 of the indoor air conditioning unit 40. Furthermore, the control device 50 controls the operation of the electric actuator for driving the air mix door so that the entire volume of the blown air that has passed through the indoor evaporator 16 passes through the cold air bypass passage 45 .

Therefore, in the refrigeration cycle device 10 in the cooling mode, the high-pressure refrigerant discharged from the compressor 11 flows into the refrigerant passage 121 of the water-refrigerant heat exchanger 12, as shown by the thick line in FIG. The high-pressure refrigerant that has flowed into the refrigerant passage 121 of the water-refrigerant heat exchanger 12 radiates heat to the high temperature side heat medium flowing through the heat medium passage 122 and becomes a supercooled liquid phase refrigerant. As a result, the high temperature side heat medium flowing through the heat medium passage 122 is heated.

The flow of the supercooled liquid phase refrigerant flowing out from the refrigerant passage 121 of the water-refrigerant heat exchanger 12 is branched at the refrigerant branching portion 13a.

One of the refrigerants branched off at the refrigerant branch section 13a is depressurized at the first expansion valve 14a. The low-pressure refrigerant whose pressure has been reduced by the first expansion valve 14a flows into the refrigerant passage 151 of the chiller 15. The low-pressure refrigerant that has flowed into the refrigerant passage 151 of the chiller 15 absorbs heat from the low-temperature side heat medium flowing through the heat medium passage 152 and evaporates. Thereby, the low temperature side heat medium flowing through the heat medium passage 152 is cooled.

The refrigerant flowing out from the refrigerant passage 151 of the chiller 15 flows into one inlet of the refrigerant merging section 13b.

The other refrigerant branched at the refrigerant branch portion 13a is depressurized at the second expansion valve 14b. The low-pressure refrigerant whose pressure is reduced by the second expansion valve 14b flows into the indoor evaporator 16. The low-pressure refrigerant that has flowed into the indoor evaporator 16 absorbs heat from the air W blown from the indoor blower 42 and evaporates. Thereby, the blown air W is cooled.

The refrigerant flowing out of the indoor evaporator 16 flows into the other inlet of the refrigerant merging section 13b via the evaporation pressure regulating valve 17. The refrigerant flowing out from the refrigerant confluence section 13b is sucked into the compressor 11 and compressed again.

Furthermore, in the high temperature side heat medium circuit 20 in the cooling mode, the high temperature side heat medium pumped from the high temperature side pump 21 flows into the heat medium passage 122 of the water-refrigerant heat exchanger 12 and is heated. The high temperature side heat medium flowing out from the heat medium passage 122 of the water-refrigerant heat exchanger 12 flows into the high temperature side radiator 22 via the electric heater 25, the high temperature side branch part 26a, and the first high temperature side flow rate adjustment valve 24a. .

The high temperature side heat medium that has flowed into the high temperature side radiator 22 radiates heat to the outside air OA that has flowed into the high temperature side radiator 22 via the shutter device 22a. Thereby, the high temperature side heat medium is cooled. The high temperature side heat medium flowing out from the high temperature side radiator 22 is sucked into the high temperature side pump 21 via the high temperature side confluence section 26b and the high temperature side reserve tank 27, and is pumped again.

Furthermore, in the low temperature side heat medium circuit 30 in the air conditioning cooling mode, the low temperature side heat medium pumped from the low temperature side pump 31 flows into the heat medium passage 152 of the chiller 15 and is cooled. The low temperature side heat medium flowing out of the heat medium passage 152 of the chiller 15 flows into the cooling water passage 60a of the battery 60 via the battery side three-way valve 33a.

The low-temperature side heat medium that has flowed into the cooling water passage 60a of the battery 60 absorbs heat from the battery cells of the battery 60 and rises in temperature. This cools the battery 60. The low-temperature heat medium flowing out of the cooling water passage 60a of the battery 60 is sucked into the low-temperature pump 31 via the low-temperature confluence section 36b and is pumped again.

Furthermore, in the indoor air conditioning unit 40 in the cooling mode, the air W that has been cooled after passing through the indoor evaporator 16 is blown into the vehicle interior. This achieves cooling of the vehicle interior.

In the air-conditioning cooling mode, as described above, cooling of the vehicle interior and cooling of the battery 60 are realized. Furthermore, under operating conditions in which cooling of the battery 60 is not required in the air-conditioning cooling mode, the control device 50 may fully close the first expansion valve 14a to execute the independent cooling mode. Further, in the air-conditioning cooling mode, under operating conditions where cooling the vehicle interior is not necessary, the control device 50 may fully close the second expansion valve 14b to execute the independent cooling mode.

(b) Heating mode The heating mode is an operation mode for heating the interior of the vehicle. In the heating mode, the control device 50 operates the compressor 11 of the refrigeration cycle device 10. Furthermore, the control device 50 brings the first expansion valve 14a into a throttled state and brings the second expansion valve 14b into a fully closed state.

Further, the control device 50 operates the high temperature side pump 21 of the high temperature side heat medium circuit 20. Further, the control device 50 fully closes the first high temperature side flow rate regulating valve 24a and fully opens the second high temperature side flow rate regulating valve 24b.

Further, the control device 50 adjusts the heating capacity of the electric heater 25 so that the temperature of the high temperature side heat medium flowing out from the heater core 23 becomes equal to or higher than a predetermined reference heater core exit side temperature. The reference heater core outlet side temperature is determined so that the temperature of the blown air W becomes a temperature that can realize sufficient heating of the vehicle interior. Therefore, if the temperature of the high temperature side heat medium flowing out from the heater core 23 exceeds the reference heater core exit side temperature, the control device 50 does not supply power to the electric heater 25.

Further, the control device 50 operates the low temperature side pump 31 of the low temperature side heat medium circuit 30. Furthermore, the control device 50 controls the operation of the battery-side three-way valve 33a so that the low-temperature side heat medium flowing out from the heat medium passage 152 of the chiller 15 flows into the low-temperature side radiator 32.

Further, the control device 50 operates the indoor blower 42 of the indoor air conditioning unit 40. Furthermore, the control device 50 controls the operation of the electric actuator for driving the air mix door so that the entire volume of the blown air that has passed through the indoor evaporator 16 passes through the heater core 23 .

Controller 50 also operates integrated substation unit 72 in a heat generation mode. The heat generation mode is a control in which the control device 50 increases the amount of heat generated by the controlled device by increasing the power supplied to the controlled device (in this embodiment, the integrated substation unit 72) compared to during normal operation. mode.

For example, since the integrated power substation unit 72 is an electric charging device, it does not need to be operated when the battery 60 is not being charged from an external power source. In other words, when the battery 60 is not being charged, the control device 50 can stop supplying power to the integrated substation unit 72 and reduce the amount of heat generated by the integrated substation unit 72 to 0 kW.

On the other hand, in the heat generation mode, even when the battery 60 is not being charged, the control device 50 supplies power to the integrated substation unit 72 to cause the integrated substation unit 72 to generate heat.

Furthermore, as shown in the control characteristic diagram in FIG. lower. Thereby, the control device 50 adjusts the amount of heat generated by the integrated substation unit 72 so that the temperature of the electric circuit of the integrated substation unit 72 becomes lower than the reference heat-resistant temperature.

Further, the maximum heating capacity of the high temperature side heat medium of the integrated substation unit 72 in the heat generation mode is smaller than the maximum heating capacity of the high temperature side heat medium of the refrigeration cycle device 10. Furthermore, it has been found that the integrated substation unit 72 of this embodiment can generate heat more efficiently than the electric heater 25 if the amount of heat generated is relatively small when operated in the heat generation mode.

Therefore, in the refrigeration cycle device 10 in the heating mode, the high-pressure refrigerant discharged from the compressor 11 flows into the refrigerant passage 121 of the water-refrigerant heat exchanger 12, as shown by the thick line in FIG. The high-pressure refrigerant that has flowed into the refrigerant passage 121 of the water-refrigerant heat exchanger 12 radiates heat to the high temperature side heat medium flowing through the heat medium passage 122 and becomes a supercooled liquid phase refrigerant. As a result, the high-temperature side heat medium flowing through the heat medium passage 122 is heated similarly to the cooling mode.

The supercooled liquid phase refrigerant flowing out from the refrigerant passage 121 of the water-refrigerant heat exchanger 12 flows into the first expansion valve 14a via the refrigerant branch 13a and is depressurized. The low-pressure refrigerant whose pressure has been reduced by the first expansion valve 14a flows into the refrigerant passage 151 of the chiller 15. The low-pressure refrigerant that has flowed into the refrigerant passage 151 of the chiller 15 absorbs heat from the low-temperature side heat medium flowing through the heat medium passage 152 and evaporates. Thereby, the low temperature side heat medium flowing through the heat medium passage 152 is cooled.

The refrigerant flowing out from the refrigerant passage 151 of the chiller 15 is sucked into the compressor 11 via the refrigerant merging section 13b and is compressed again.

In addition, in the high temperature side heat medium circuit 20 in heating mode, the high temperature side heat medium pumped from the high temperature side pump 21 flows into the heat medium passage 122 of the water-refrigerant heat exchanger 12 and is heated. The high temperature side heat medium flowing out from the heat medium passage 122 of the water-refrigerant heat exchanger 12 flows into the heater core 23 via the electric heater 25, the high temperature side branch portion 26a, and the second high temperature side flow rate adjustment valve 24b.

The high temperature side heat medium that has flowed into the heater core 23 radiates heat to the blown air W blown from the indoor blower 42 . Thereby, the blown air W is heated. The high temperature side heat medium flowing out from the heater core 23 flows into the cooling water passage 72a of the integrated substation unit 72.

The high temperature side heat medium that has flowed into the cooling water passage 72a of the integrated substation unit 72 absorbs heat generated by the integrated substation unit 72 operating in the heat generation mode. Thereby, the high temperature side heat medium is heated. The high-temperature side heat medium flowing out of the cooling water passage 72a of the integrated substation unit 72 is sucked into the high-temperature side pump 21 via the high-temperature side confluence section 26b and the high-temperature side reserve tank 27, and is pumped again.

Further, in the low temperature side heat medium circuit 30 in the heating mode, the low temperature side heat medium pumped from the low temperature side pump 31 flows into the heat medium passage 152 of the chiller 15 and is cooled. The low temperature side heat medium flowing out from the heat medium passage 152 of the chiller 15 flows into the low temperature side radiator 32 via the battery side three-way valve 33a.

The low temperature heat medium that has flowed into the low temperature radiator 32 absorbs heat from the outside air OA that has passed through the high temperature radiator 22 and rises in temperature. The low-temperature heat medium flowing out of the low-temperature radiator 32 is sucked into the low-temperature pump 31 via the low-temperature reserve tank 37 and the low-temperature confluence section 36b, and is pumped again.

Furthermore, in the indoor air conditioning unit 40 in the heating mode, the heated air W passing through the heater core 23 is blown into the vehicle interior. This achieves heating of the vehicle interior.

That is, in the heating mode, in addition to the heat generated by the refrigeration cycle device 10, the heat generated by the integrated substation unit 72 is used as a heating source for the high temperature side heat medium. Then, the heater core 23 heats the blown air W using the high temperature side heat medium as a heat source.

Therefore, in the heating mode, the heat generated by the integrated substation unit 72 is indirectly used as a heating source for the blown air W, which is the object to be heated.

(c) Dehumidification and heating mode The dehumidification and heating mode is an operation mode for dehumidifying and heating the vehicle interior. In the dehumidifying heating mode, the control device 50 operates the compressor 11 of the refrigeration cycle device 10. Furthermore, the control device 50 brings the first expansion valve 14a into a fully closed state and brings the second expansion valve 14b into a throttled state.

Further, the control device 50 operates the high temperature side pump 21 of the high temperature side heat medium circuit 20. Furthermore, the control device 50 puts both the first high temperature side flow rate adjustment valve 24a and the second high temperature side flow rate adjustment valve 24b into the flow rate adjustment state. Furthermore, the control device 50 adjusts the heating capacity of the electric heater 25 similarly to the heating mode.

Further, the control device 50 stops the low temperature side pump 31 of the low temperature side heat medium circuit 30.

Further, the control device 50 operates the indoor blower 42 of the indoor air conditioning unit 40. Furthermore, the control device 50 controls the operation of the electric actuator for driving the air mix door so that the temperature of the blown air W blown into the vehicle interior approaches the target blowout temperature TAO. The target blowout temperature TAO is calculated using the detection signal of the sensor group 51 and the operation signal of the operation panel 52.

Further, the control device 50 operates the integrated substation unit 72 in the heat generation mode, similar to the heating mode.

Therefore, in the refrigeration cycle device 10 in the dehumidifying heating mode, the high-pressure refrigerant discharged from the compressor 11 flows into the refrigerant passage 121 of the water-refrigerant heat exchanger 12, as shown by the thick line in FIG. The high-pressure refrigerant that has flowed into the refrigerant passage 121 of the water-refrigerant heat exchanger 12 radiates heat to the high temperature side heat medium flowing through the heat medium passage 122 and becomes a supercooled liquid phase refrigerant. As a result, the high-temperature side heat medium flowing through the heat medium passage 122 is heated similarly to the cooling mode.

The supercooled liquid phase refrigerant flowing out from the refrigerant passage 121 of the water-refrigerant heat exchanger 12 flows into the second expansion valve 14b via the refrigerant branch 13a and is depressurized. The low-pressure refrigerant whose pressure is reduced by the second expansion valve 14b flows into the indoor evaporator 16. The low-pressure refrigerant that has flowed into the indoor evaporator 16 absorbs heat from the air W blown from the indoor blower 42 and evaporates. As a result, the blown air W flowing into the indoor evaporator 16 is cooled and dehumidified.

The refrigerant flowing out of the indoor evaporator 16 is sucked into the compressor 11 via the evaporation pressure regulating valve 17 and the refrigerant confluence section 13b, and is compressed again.

Further, in the high temperature side heat medium circuit 20 in the dehumidifying heating mode, the high temperature side heat medium pumped from the high temperature side pump 21 flows into the heat medium passage 122 of the water-refrigerant heat exchanger 12 and is heated. The flow of the high temperature side heat medium flowing out from the heat medium passage 122 of the water-refrigerant heat exchanger 12 flows into the high temperature side branch portion 26a via the electric heater 25 and is branched.

One high-temperature side heat medium branched at the high-temperature side branching portion 26a flows into the high-temperature side radiator 22 via the first high-temperature side flow rate regulating valve 24a. The high temperature side heat medium that has flowed into the high temperature side radiator 22 radiates heat to the outside air OA that has flowed into the high temperature side radiator 22 via the shutter device 22a. Thereby, the high temperature side heat medium is cooled. The high temperature side heat medium flowing out from the high temperature side radiator 22 flows into one inlet of the high temperature side merging section 26b.

The other high temperature side heat medium branched at the high temperature side branch portion 26a flows into the heater core 23 via the second high temperature side flow rate adjustment valve 24b. The high temperature side heat medium that has flowed into the heater core 23 radiates heat to at least a portion of the blown air W cooled by the indoor evaporator 16 . Thereby, at least a portion of the blown air W is reheated.

The high temperature side heat medium flowing out from the heater core 23 flows into the cooling water passage 72a of the integrated substation unit 72. The high temperature side heat medium that has flowed into the cooling water passage 72a of the integrated substation unit 72 absorbs heat generated by the integrated substation unit 72 operating in the heat generation mode, similar to the heating mode. Thereby, the high temperature side heat medium is heated.

The high temperature side heat medium flowing out from the cooling water passage 72a of the integrated substation unit 72 flows into the other inlet of the high temperature side merging section 26b. The high temperature side heat medium flowing out from the high temperature side branch portion 26a is sucked into the high temperature side pump 21 via the high temperature side reserve tank 27 and is pumped again.

Furthermore, in the indoor air conditioning unit 40 in the dehumidifying and heating mode, at least a portion of the blown air W that has been cooled and dehumidified by the indoor evaporator 16 is reheated by the heater core 23 . Then, by adjusting the opening degree of the air mix door 44, the blown air W whose temperature is adjusted so as to approach the target blowing temperature TAO is blown into the vehicle interior. This achieves dehumidification and heating of the vehicle interior.

That is, in the dehumidifying heating mode, in addition to the heat generated by the refrigeration cycle device 10, the heat generated by the integrated substation unit 72 is used as a heating source for the high temperature side heat medium. Then, the heater core 23 heats the blown air W using the high temperature side heat medium as a heat source. Therefore, in the dehumidifying heating mode, the heat generated by the integrated substation unit 72 is indirectly used as a heating source for the blown air W, which is the object to be heated.

Furthermore, the vehicle thermal management system 1 of the present embodiment is a device that adjusts the temperature of traveling system electrical equipment (specifically, the motor generator 70 and the inverter 71) in parallel with the operation in each of the above-mentioned driving modes. Temperature control operation is in progress. The equipment temperature control operation is an operation for maintaining the temperature of the traveling electric equipment within an appropriate temperature range.

In the device temperature control operation, the control device 50 operates the device pump 38a of the low temperature side heat medium circuit 30. Further, the control device 50 controls the operation of the equipment-side three-way valve 33b so that the temperature of the traveling electric equipment is maintained within an appropriate temperature range.

Specifically, when the temperature of the running electrical equipment increases, the control device 50 controls the operation of the equipment-side three-way valve 33b so as to increase the flow rate of the heat medium flowing out to the low-temperature side radiator 32 side. . This increases the proportion of the low-temperature heat medium cooled by the low-temperature radiator 32 among the low-temperature heat medium pumped from the device pump 38a to the running electrical equipment, thereby cooling the running electrical equipment. .

On the other hand, when the temperature of the running electrical equipment decreases, the control device 50 controls the operation of the equipment-side three-way valve 33b so as to increase the flow rate of the heat medium flowing out to the bypass passage 38b side. This increases the proportion of the low-temperature heat medium that is heated by the self-heating of the drive-system electrical equipment among the low-temperature heat medium that is pumped from the device pump 38a to the drive-system electrical equipment. Heat.

As described above, according to the vehicle thermal management system 1 of the present embodiment, comfortable air conditioning in the vehicle interior can be realized by switching between each driving mode and the like. Furthermore, according to the vehicle thermal management system 1 of this embodiment, appropriate temperature adjustment of the battery 60 and the electrical equipment connected to the battery 60 can be realized.

Furthermore, in the vehicle thermal management system 1 of this embodiment, the heat generated by the electrical equipment mounted on the vehicle can be easily and effectively utilized.

More specifically, in the vehicle thermal management system 1 of this embodiment, the driving system electrical path 61 and the non-driving system electrical path 62 are connected to the battery 60 in parallel. In other words, integrated power conversion unit 72, which is a non-driving electrical device, is connected outside the electrical path from battery 60 to motor generator 70.

Therefore, even if the integrated substation unit 72, which is a non-driving electric device, is operated in the heat generation mode, it is unlikely to affect the operation of the motor generator 70, which is a traveling electric device, and the inverter 71, which is a semi-driving electric device. . In other words, even if the integrated substation unit 72, which is a non-driving electric device, is operated to increase the amount of heat generated, it is unlikely to affect the driving force for driving, and the control mode will not become complicated.

Therefore, by using the heat generated by the integrated substation unit 72, which is a non-driving electric device, as a heating source for the object to be heated, the heat generated by the electric devices mounted on the vehicle can be easily and It can be effectively used as a heating source for objects to be heated.

The vehicle thermal management system 1 of this embodiment includes a refrigeration cycle device 10 that heats a high-temperature heat medium for heating or dehumidifying and heating the vehicle interior. Furthermore, the heat generated by the integrated substation unit 72 is used as a heating source for the high temperature side heat medium. In other words, the heat generated by the integrated substation unit 72 can be easily and effectively used specifically for heating or dehumidifying and heating the vehicle interior.

In other words, in this embodiment, the heat generated by the integrated substation unit 72 can be effectively used to reduce the energy consumption of the refrigeration cycle device 10. Similarly, it can be effectively used to reduce the energy consumption of the electric heater 25 provided as an auxiliary heating device. Furthermore, it can be effectively used to reduce the size of the electric heater 25.

In the vehicle thermal management system 1 of the present embodiment, the high temperature side heat medium circuit 20 includes the heater core 23 as a heating heat exchange section and the cooling water passage 72a of the integrated substation unit 72 as a high temperature side heat absorption heat exchange section. are connected. In the heat generation mode, the amount of heat generated by the integrated substation unit 72 is increased as the temperature of the high temperature side heat medium flowing through the cooling water passage 72a decreases.

According to this, the amount of heat generated by the integrated substation unit 72 can be appropriately changed depending on the high temperature side heat medium. That is, the temperature of the high-temperature side heat medium can be quickly raised while suppressing the temperature of the electric circuit of the integrated substation unit 72 from exceeding the reference heat-resistant temperature. Then, the heat generated by the integrated substation unit 72 can be effectively used for immediate heating.

(Second embodiment)
In the vehicle thermal management system 1 of this embodiment, the connection mode of the cooling water passage 72a of the integrated substation unit 72 is changed from that of the first embodiment, as shown in the overall configuration diagrams of FIGS. 8 to 11. Explain. The cooling water passage 72a of the integrated substation unit 72 of this embodiment is connected to the low temperature side heat medium circuit 30.

More specifically, the cooling water passage 72a of the integrated substation unit 72 of this embodiment is arranged to connect the outlet side of the cooling water passage 60a of the battery 60 and the suction side of the low temperature side pump 31. Furthermore, it is arranged so as to connect the outlet side of the low temperature side radiator 32 and the suction side of the low temperature side pump 31.

For this reason, the cooling water passage 72a of the integrated substation unit 72 of this embodiment allows the low temperature side heat medium to exchange heat with the integrated substation unit 72, and allows the low temperature side heat medium to absorb heat of the integrated substation unit 72. It becomes a heat exchange section for side heat absorption. The low temperature side confluence section 36b of this embodiment is provided in the cooling water passage 72a of the integrated substation unit 72. The rest of the configuration of the vehicle thermal management system 1 is the same as that of the first embodiment.

Next, the operation of the vehicle thermal management system 1 of this embodiment with the above configuration will be explained. In the vehicle thermal management system 1 of this embodiment, in addition to the air-conditioning cooling mode, heating mode, and dehumidification/heating mode described in the first embodiment, a battery warm-up mode can be switched. Each operation mode will be explained below. In addition, also in this embodiment, the equipment temperature control operation is performed in parallel with the operation in each operation mode.

(a) Air-conditioning cooling mode In the air-conditioning cooling mode, the control device 50 normally operates the integrated substation unit 72. Therefore, when the battery 60 is not being charged from the external power source, such as when the vehicle is running, the control device 50 supplies almost no power to the integrated substation unit 72. Other operations are similar to those in the first embodiment.

Therefore, in the refrigeration cycle device 10 in the cooling mode, the refrigerant flows as shown by the bold line in FIG. Then, as in the first embodiment, the low-pressure refrigerant that has flowed into the chiller 15 evaporates, thereby cooling the low-temperature side heat medium. Furthermore, the blown air W is cooled by evaporating the low-pressure refrigerant that has flowed into the indoor evaporator 16.

In addition, in the high temperature side heat medium circuit 20 in the cooling mode, the high temperature side radiator 22 exchanges heat between the high temperature side heat medium and the outside air, so that the heat of the high temperature side heat medium is radiated to the outside air.

In addition, in the low temperature side heat medium circuit 30 in the cooling mode, the battery 60 is cooled by circulating the low temperature side heat medium through the cooling water passage 60a of the battery 60 and exchanging heat between the low temperature side heat medium and the battery 60. be done.

Furthermore, in the indoor air conditioning unit 40 in the cooling mode, the air W cooled by the indoor evaporator 16 is blown indoors. This achieves cooling of the vehicle interior. Therefore, in the air-conditioning cooling mode, cooling of the vehicle interior and cooling of the battery 60 are realized in exactly the same way as in the first embodiment.

(b) Heating Mode In the heating mode, the control device 50 controls the operation of each device to be controlled, similarly to the first embodiment. Therefore, the controller 50 operates the integrated substation unit 72 in a heat generation mode.

Therefore, in the refrigeration cycle device 10 in the heating mode, the refrigerant flows as shown by the thick line in FIG. Then, as in the first embodiment, the low-pressure refrigerant absorbs heat from the low-temperature heat medium and evaporates in the chiller 15, thereby cooling the low-temperature heat medium.

In addition, in the high temperature side heat medium circuit 20 in the heating mode, the blast air W is heated by exchanging heat between the high temperature side heat medium and the blast air W in the heater core 23 . Note that in this embodiment, the cooling water passage 72a of the integrated substation unit 72 is arranged in the low temperature side heat medium circuit 30. Therefore, the high-temperature side heat medium flowing out from the heater core 23 flows into the other inlet of the high-temperature side merging portion 26b.

In addition, in the low temperature side heat medium circuit 30 in the heating mode, the low temperature side heat medium cooled by the chiller 15 flows into the low temperature side radiator 32 . The low temperature heat medium that has flowed into the low temperature radiator 32 absorbs heat from the outside air OA that has passed through the high temperature radiator 22 and rises in temperature. Furthermore, the low temperature side heat medium flowing out from the low temperature side radiator 32 flows into the cooling water passage 72a of the integrated substation unit 72.

The low-temperature side heat medium that has flowed into the cooling water passage 72a of the integrated substation unit 72 absorbs heat from the integrated substation unit 72 operating in the heat generation mode, and its temperature further rises. The low temperature side heat medium flowing out from the cooling water passage 72a of the integrated substation unit 72 is sucked into the low temperature side pump 31 and is pumped to the heat medium passage 152 of the chiller 15. The low-temperature side heat medium that has flowed into the heat medium passage 152 of the chiller 15 is cooled by heat absorption by the low-pressure refrigerant flowing through the refrigerant passage 151.

Furthermore, in the indoor air conditioning unit 40 in the heating mode, the blown air W heated by the heater core 23 is blown into the room. This achieves heating of the vehicle interior.

Here, in the chiller 15 in the heating mode, the low-pressure refrigerant absorbs heat of the low-temperature side heat medium heated by the integrated substation unit 72. In the water-refrigerant heat exchanger 12, the heat absorbed by the low-pressure refrigerant is radiated to the high-temperature side heat medium. Furthermore, in the heater core 23, the heat of the high-temperature side heat medium is radiated to the blown air W, thereby heating the blown air W.

That is, in the heating mode, the heat generated by the integrated substation unit 72 is used as a heating source for the low temperature side heat medium. Further, in the refrigeration cycle device 10, the heat absorbed by the refrigerant from the low-temperature heat medium in the chiller 15 is radiated to the high-temperature heat medium in the water-refrigerant heat exchanger 12. Then, the heater core 23 heats the blown air W using the high temperature side heat medium as a heat source.

Therefore, in the heating mode, the heat generated by the integrated substation unit 72 is indirectly used as a heating source for the blown air W.

(c) Dehumidification and heating mode In the dehumidification and heating mode, the control device 50 normally operates the integrated substation unit 72 similarly to the cooling mode. Other operations are similar to those in the first embodiment.

Therefore, in the refrigeration cycle device 10 in the dehumidifying heating mode, the refrigerant flows as shown by the thick line in FIG. Then, as in the first embodiment, the low-pressure refrigerant that has flowed into the indoor evaporator 16 evaporates, thereby cooling the blown air W.

In addition, in the high temperature side heat medium circuit 20 in the dehumidifying heating mode, the heater core 23 exchanges heat between the high temperature side heat medium and at least a part of the blown air W cooled by the indoor evaporator 16. At least a portion of W is heated. The high-temperature side heat medium flowing out from the heater core 23 flows into the other inlet of the high-temperature side confluence section 26b, similarly to the heating mode.

Furthermore, in the indoor air conditioning unit 40 in the dehumidifying and heating mode, at least a portion of the blown air W that has been cooled and dehumidified by the indoor evaporator 16 is heated by the heater core 23 . Then, by adjusting the opening degree of the air mix door 44, the blown air W whose temperature is adjusted so as to approach the target blowing temperature TAO is blown into the vehicle interior. This achieves dehumidification and heating of the vehicle interior.

(d) Battery warm-up mode The battery warm-up mode is an operation mode in which the battery 60 is warmed up when the battery 60 is at a low temperature.

In the battery warm-up mode, the control device 50 stops the compressor 11 of the refrigeration cycle device 10. Further, the control device 50 stops the high temperature side pump 21 of the high temperature side heat medium circuit 20.

Further, the control device 50 operates the low temperature side pump 31 of the low temperature side heat medium circuit 30. Further, the control device 50 controls the operation of the battery side three-way valve 33a so that the low temperature side heat medium flowing out from the heat medium passage 152 of the chiller 15 flows into the cooling water passage 60a of the battery 60. Controller 50 also operates integrated substation unit 72 in a heat generation mode.

Therefore, in the low temperature side heat medium circuit 30 in the battery warm-up mode, the low temperature side heat medium pumped from the low temperature side pump 31 flows into the heat medium path 152 of the chiller 15 . In the battery warm-up mode, the compressor 11 is stopped. Therefore, the low temperature side heat medium that has flowed into the heat medium passage 152 of the chiller 15 flows out from the heat medium passage 152 without being cooled.

The low temperature side heat medium flowing out from the heat medium passage 152 of the chiller 15 flows into the cooling water passage 60a of the battery 60 via the battery side three-way valve 33a. The low temperature side heat medium that has flowed into the cooling water passage 60a of the battery 60 exchanges heat with the battery 60 and radiates heat. Thereby, the battery 60 is warmed up.

The low temperature side heat medium flowing out of the cooling water passage 60a of the battery 60 flows into the cooling water passage 72a of the integrated substation unit 72. The high temperature side heat medium that has flowed into the cooling water passage 72a of the integrated substation unit 72 absorbs heat generated by the integrated substation unit 72 operating in the heat generation mode. Thereby, the low temperature side heat medium is heated.

The low temperature side heat medium flowing out from the cooling water passage 72a of the integrated substation unit 72 is sucked into the low temperature side pump 31 and is pumped to the heat medium passage 152 of the chiller 15.

That is, in the battery warm-up mode, the heat generated by the integrated substation unit 72 is used as a heating source for the battery 60, which is the object of temperature adjustment on the low temperature side.

As described above, according to the vehicle thermal management system 1 of the present embodiment, comfortable air conditioning in the vehicle interior can be realized by switching between each driving mode and the like. Furthermore, according to the vehicle thermal management system 1 of this embodiment, appropriate temperature adjustment of the battery 60 and the electrical equipment connected to the battery 60 can be realized.

Furthermore, in the vehicle thermal management system 1 of this embodiment, as in the first embodiment, the heat generated by the electrical equipment mounted on the vehicle can be easily and effectively utilized.

More specifically, the vehicle thermal management system 1 of this embodiment includes a refrigeration cycle device 10 that heats a high-temperature heat medium for heating the vehicle interior. Furthermore, in the refrigeration cycle device 10, the low temperature side heat medium heated by the heat generated by the integrated substation unit 72 is used as a heat absorption source of the refrigeration cycle device 10 during heating. That is, the heat generated by the integrated substation unit 72 can be easily and effectively used for heating the vehicle interior.

In other words, in this embodiment, the heat generated by the integrated substation unit 72 can be effectively used to reduce the energy consumption of the refrigeration cycle device 10. Similarly, it can be effectively used to reduce the energy consumption of the electric heater 25 provided as an auxiliary heating device. Furthermore, it can be effectively used to reduce the size of the electric heater 25.

Further, in the vehicle thermal management system 1 of the present embodiment, the cooling water passage 72a of the integrated substation unit 72 serving as the low temperature side heat absorption heat exchange section is connected to the low temperature side heat medium circuit 30. In the heat generation mode, the amount of heat generated by the integrated substation unit 72 is increased as the temperature of the low temperature side heat medium flowing through the cooling water passage 72a decreases.

According to this, the amount of heat generated by the integrated substation unit 72 can be appropriately changed depending on the low temperature side heat medium. That is, the temperature of the low-temperature side heat medium can be quickly raised while suppressing the temperature of the electric circuit of the integrated substation unit 72 from exceeding the reference heat-resistant temperature.

Furthermore, a cooling water passage 60a of the battery 60 serving as a temperature adjustment heat exchange section is connected to the low temperature side heat medium circuit 30. According to this, not only can the battery 60 be cooled during the air conditioning cooling mode, but also the battery 60 can be warmed up during the battery warm-up mode. Then, the heat generated by the integrated substation unit 72 can be effectively used for immediate warm-up.

(Other embodiments)
The present invention is not limited to the above-described embodiments, and can be modified in various ways as described below without departing from the spirit of the present invention.

(1) In the first embodiment described above, an example was described in which the high-temperature side heat medium was a direct object to be heated. Furthermore, in the second embodiment, an example has been described in which the low-temperature side heat medium is a direct object to be heated. Furthermore, an example has been described in which the blown air W is used as an object to be indirectly heated. On the other hand, the object to be heated is not limited to that disclosed in the above-described embodiments. The object to be heated may be another electrical device or a heat exchanger with frost.

For example, in the second embodiment, frost may form on the low temperature side radiator 32 during the heating mode. Therefore, when frost forms on the low-temperature side radiator 32, the low-temperature side radiator 32 may be defrosted by using the heat generated by the non-driving electric equipment as a heat source for the low-temperature side radiator 32.

Specifically, in the defrosting mode in which the low temperature side radiator 32 is defrosted, the control device 50 stops the compressor 11 of the refrigeration cycle device 10. Further, the control device 50 stops the high temperature side pump 21 of the high temperature side heat medium circuit 20.

Further, the control device 50 operates the low temperature side pump 31 of the low temperature side heat medium circuit 30. Furthermore, the control device 50 controls the operation of the battery-side three-way valve 33a so that the low-temperature side heat medium flowing out from the heat medium passage 152 of the chiller 15 flows into the low-temperature side radiator 32. Then, the control device 50 may operate the integrated substation unit 72 in the heat generation mode.

(2) In the above-described embodiment, an example was described in which the heat generated by the integrated substation unit 72 is used as a heating source as a non-running electric device. On the other hand, the non-driving electrical equipment is not limited to the integrated substation unit 72.

For example, the non-driving electrical equipment may be an air conditioning electrical equipment used to air condition the interior of the vehicle, such as the compressor 11. Alternatively, it may be an information processing electrical device used to process information acquired for driving the vehicle, such as the control device 73 of an advanced driving support system.

(3) In the first embodiment described above, an example has been described in which the cooling water passage 72a of the integrated substation unit 72, which is a non-running electric device, is arranged in the high temperature side heat medium circuit 20. Further, in the second embodiment, an example has been described in which the cooling water passage 72a of the integrated substation unit 72 is arranged in the low temperature side heat medium circuit 30. On the other hand, the arrangement of the non-driving electric equipment is not limited to that disclosed in the above-described embodiments.

It may be placed anywhere as long as it is possible to effectively utilize the heat of the non-driving electrical equipment. For example, in the first embodiment, the cooling water passage 72a of the integrated substation unit 72 may be arranged in the heat medium passage leading from the outlet of the high temperature side confluence section 26b to the inlet of the high temperature side pump 21. For example, in the second embodiment, the cooling water passage 72a of the integrated substation unit 72 may be arranged in the heat medium passage leading from the outlet of the low-temperature side merging section 36b to the inlet of the low-temperature side pump 31.

(4) In the above-described embodiment, in order to connect the running system electrical path 61 and the non-running system electrical path 62 to the battery 60 in parallel, a plurality of electrical devices are connected to the battery 60 as shown in FIG. Although an example of direct connection has been described, the present invention is not limited to this. For example, a plurality of electrical devices may be connected to the battery 60 via a relay circuit (so-called conjunction box) 75.

The relay circuit 75 can distribute the power supplied from the battery 60 to a plurality of electrical devices connected to the output side.

Specifically, as shown in FIG. 12, an inverter 71 and an integrated substation unit 72 are connected to the output side of a relay circuit 75 connected to a battery 60. Furthermore, similarly to FIG. 3, a motor generator 70 is connected to the inverter 71. According to this, as shown in FIG. 12, a traveling electric path 61 and a non-traveling electric path 62 can be formed downstream of the relay circuit 75.

Further, as shown in FIG. 13, the relay circuit 75 may be integrated with some electrical equipment, and another electrical equipment may be connected to the integrated relay circuit 75. In FIG. 13, a relay circuit 75 is integrated into an integrated substation unit 72. According to this, as shown in FIG. 13, the traveling electric path 61 and the non-driving electric path 62 can be formed downstream of the relay circuit 75.

Even the traveling electric path 61 and the non-driving electric path 62 shown in FIGS. 12 and 13 are included in the electric path connected in parallel to the battery 60.

(5) The refrigeration cycle device 10, the high temperature side heat medium circuit 20, and the low temperature side heat medium circuit 30 included in the vehicle thermal management system 1 are not limited to those disclosed in the above-described embodiments.

For example, R134a, R600a, R410A, R404A, R32, R407C, etc. may be employed as the refrigerant for the refrigeration cycle device 10. Alternatively, a mixed refrigerant made by mixing a plurality of these refrigerants may be used.

For example, as the heat medium of the high temperature side heat medium circuit 20 and the low temperature side heat medium circuit 30, a solution containing dimethylpolysiloxane or nanofluid, antifreeze, an aqueous liquid refrigerant containing alcohol, etc., a liquid medium containing oil, etc. may be adopted.

For example, an example has been described in which a PTC heater is used as the electric heater 25, which is an auxiliary heating device, but the present invention is not limited to this. Nichrome wire or the like may be used as long as the heating device generates heat when supplied with electric power.

Furthermore, if the heat generated by the non-driving electric equipment can be used as a heating source for the object to be heated, the refrigeration cycle device 10, the high temperature side heat medium circuit 20, and the low temperature side heat medium circuit 30 can be used for the vehicle of the present invention. This is not an essential configuration of the thermal management system 1.

10 Refrigeration cycle device 11 Compressor (air conditioning electrical equipment)
60 Battery 61 Travel system electrical path 62 Non-travel system electrical path 70 Motor generator (travel system electrical equipment)
71 Inverter (non-running electrical equipment)
72 Integrated substation unit (charging electrical equipment)
73 Advanced driving support system control device (information processing electrical equipment)

Claims (7)

A vehicle thermal management system applied to a vehicle equipped with a battery (60) that stores electric power and a plurality of electrical devices (11, 70, 71, 72, 73) connected to the battery,
The plurality of electric devices include running electric devices (70, 71) used to generate driving force for vehicle running, and non-running electric devices (11, 72) that are not included in the running electric devices. has
An electrical route that supplies power from the battery to the running electrical equipment is defined as a running electrical route (61), and an electrical route that supplies power from the battery to the non-running electrical equipment is defined as a non-running electrical route (61). 62) when defined as
The driving system electrical path and the non-driving system electrical path are connected in parallel to the battery,
Using the heat generated by the non-running electrical equipment as a heating source for a heated object,
Furthermore, a compressor (11) that compresses and discharges a refrigerant, a heating section (12, 23) that heats the object to be heated using the refrigerant discharged from the compressor (11) as a heat source, and a downstream of the heating section A refrigeration cycle device (10) having a pressure reducing part (14a) for reducing the pressure of the refrigerant on the side, and a low temperature side heat exchange part (15) for exchanging heat between the refrigerant reduced in pressure in the pressure reducing part and a low temperature heat medium. and,
A low temperature side heat medium circuit (30) for circulating the low temperature side heat medium,
The low temperature side heat medium circuit (30) has a low temperature side heat absorption heat exchange part (72a) that exchanges heat between the non-running electrical equipment and the low temperature side heat medium,
A thermal management system for a vehicle that increases the amount of heat generated by the non-driving electric equipment as the temperature of the low-temperature heat medium flowing through the low-temperature side heat absorption heat exchange section decreases. A vehicle thermal management system applied to a vehicle equipped with a battery (60) that stores electric power and a plurality of electrical devices (11, 70, 71, 72, 73) connected to the battery,
The plurality of electrical devices include a running electric motor (70) that outputs driving force for vehicle running, and non-running electric devices (11, 72, 73),
Using the heat generated by the non-running electrical equipment as a heating source for a heated object,
Furthermore, a compressor (11) that compresses and discharges a refrigerant, a heating section (12, 23) that heats the object to be heated using the refrigerant discharged from the compressor (11) as a heat source, and a downstream of the heating section A refrigeration cycle device (10) having a pressure reducing part (14a) for reducing the pressure of the refrigerant on the side, and a low temperature side heat exchange part (15) for exchanging heat between the refrigerant reduced in pressure in the pressure reducing part and a low temperature heat medium. and,
A low temperature side heat medium circuit (30) for circulating the low temperature side heat medium,
The low temperature side heat medium circuit (30) has a low temperature side heat absorption heat exchange part (72a) that exchanges heat between the non-running electrical equipment and the low temperature side heat medium,
A thermal management system for a vehicle that increases the amount of heat generated by the non-driving electric equipment as the temperature of the low-temperature heat medium flowing through the low-temperature side heat absorption heat exchange section decreases. The vehicle according to claim 1 or 2 , wherein the low temperature side heat medium circuit (30) has a temperature adjustment heat exchange part (60a) that exchanges heat with the low temperature side heat medium and the low temperature side temperature adjustment target. thermal management system. The vehicle thermal management system according to any one of claims 1 to 3 , wherein the non-driving electrical equipment includes a charging electrical equipment (72) used to charge the battery. The thermal management system for a vehicle according to any one of claims 1 to 4 , wherein the non-driving electrical equipment includes an air conditioning electrical equipment (11) used to air condition the interior of the vehicle. The thermal management system for a vehicle according to claim 2, wherein the non-driving electrical equipment includes an information processing electrical equipment (73) used to process information acquired for running the vehicle. A vehicle thermal management system applied to a vehicle equipped with a battery (60) that stores electric power and a plurality of electrical devices (11, 70, 71, 72, 73) connected to the battery,
The plurality of electrical devices include a running electric motor (70) that outputs driving force for vehicle running, and non-running electric devices (11, 72, 73),
Using the heat generated by the non-running electrical equipment as a heating source for a heated object,
The non-driving electrical equipment is a thermal management system for a vehicle that includes an information processing electrical equipment (73) used to process information acquired for driving the vehicle.

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