U.S. patent application number 13/388707 was filed with the patent office on 2012-09-06 for heat cycle system for mobile object.
This patent application is currently assigned to Hitachi, Ltd.. Invention is credited to Yuto Imanishi, Tadashi Osaka, Itsuro Sawada, Sachio Sekiya.
Application Number | 20120222441 13/388707 |
Document ID | / |
Family ID | 44066178 |
Filed Date | 2012-09-06 |
United States Patent
Application |
20120222441 |
Kind Code |
A1 |
Sawada; Itsuro ; et
al. |
September 6, 2012 |
Heat Cycle System for Mobile Object
Abstract
A heat cycle system for a mobile object includes: a
refrigeration cycle system 10 in which a refrigerant flows; a first
heat transfer system 20 in which a heat medium that controls a
temperature of a heat-generating body 2 flows; a second heat
transfer system 30 in which a heat medium that controls a state of
air in an interior of the mobile object flows; a first intermediate
heat exchanger 40 which is provided between the refrigeration cycle
system 10 and the first heat transfer system 20 and in which the
refrigerant and the heat medium exchange heat therebetween; a
second intermediate heat exchanger 50 which is provided between the
refrigeration cycle system 10 and the second heat transfer system
30 and in which the refrigerant and the heat medium exchange heat
therebetween; a first interior heat exchanger 23 which is provided
in the first heat transfer system 20 and in which air taken into
the interior of the mobile object and the heat medium exchange heat
therebetween; a second interior heat exchanger 32 which is provided
in the second heat transfer system 30 and in which air taken into
the interior of the mobile object and the heat medium exchange heat
therebetween; and a reservoir tank 24 that controls pressures in
flow channels in which the heat media in the first and second heat
transfer systems 20 and 30, respectively, flow; wherein the
reservoir tank 24 is provided in common for the first and second
heat transfer systems 20 and 30.
Inventors: |
Sawada; Itsuro;
(Hitachinaka-shi, JP) ; Osaka; Tadashi;
(Kashiwa-shi, JP) ; Imanishi; Yuto;
(Hitachinaka-shi, JP) ; Sekiya; Sachio;
(Hitachinaka-shi, JP) |
Assignee: |
Hitachi, Ltd.
Chiyoda-ku, Tokyo
JP
|
Family ID: |
44066178 |
Appl. No.: |
13/388707 |
Filed: |
August 25, 2010 |
PCT Filed: |
August 25, 2010 |
PCT NO: |
PCT/JP2010/064390 |
371 Date: |
March 16, 2012 |
Current U.S.
Class: |
62/238.1 |
Current CPC
Class: |
B60H 2001/00935
20130101; B60H 1/32284 20190501; B60H 2001/00928 20130101; B60H
1/00907 20130101; F25B 5/02 20130101; F25B 25/005 20130101; B60H
1/00392 20130101 |
Class at
Publication: |
62/238.1 |
International
Class: |
F25B 29/00 20060101
F25B029/00 |
Foreign Application Data
Date |
Code |
Application Number |
Nov 30, 2009 |
JP |
2009-270979 |
Claims
1. A heat cycle system for a mobile object, comprising: a
refrigeration cycle system in which a refrigerant flows; a first
heat transfer system in which a heat medium that controls a
temperature of a heat-generating body flows; a second heat transfer
system in which a heat medium that controls a state of air in an
interior of the mobile object flows; a first intermediate heat
exchanger which is provided between the refrigeration cycle system
and the first heat transfer system and in which the refrigerant and
the heat medium exchange heat therebetween; a second intermediate
heat exchanger which is provided between the refrigeration cycle
system and the second heat transfer system and in which the
refrigerant and the heat medium exchange heat therebetween; a first
interior heat exchanger which is provided in the first heat
transfer system and in which air taken into the interior of the
mobile object and the heat medium exchange heat therebetween; a
second interior heat exchanger which is provided in the second heat
transfer system and in which air taken into the interior of the
mobile object and the heat medium exchange heat therebetween; and a
reservoir tank that controls pressures in flow channels in which
the heat media in the first and second heat transfer systems,
respectively, flow; wherein the reservoir tank is provided in
common for the first and second heat transfer systems.
2. A heat cycle system for a mobile object according to claim 1,
wherein the reservoir tank is connected with a heat medium flow
channel for the first heat transfer system and a heat medium flow
channel for the second heat transfer system, respectively.
3. A heat cycle system for a mobile object according to claim 1,
wherein the reservoir tank is provided in either one of the heat
medium flow channel for the first heat transfer system or the heat
medium flow channel for the second heat transfer system, and the
heat medium flow channel for the first heat transfer system and the
heat medium flow channel for the second heat transfer system
communicate through a communication path.
4. A heat cycle system for a mobile object according to claim 1,
further comprising: a drainage mechanism that discharges the heat
media from the heat medium flow channel for the first heat transfer
system and the heat medium flow channel for the second heat
transfer system, wherein the drainage mechanism is provided in
common between the first heat transfer system and the second heat
transfer system.
5. A heat cycle system for a mobile object according to claim 1,
further comprising: an exterior heat exchanger, provided in the
first heat transfer system, that exchanges heat between the heat
medium and exterior air.
6. A heat cycle system for a mobile object, comprising: a
refrigeration cycle system in which a refrigerant flows; a first
heat transfer system in which a heat medium that controls a
temperature of a heat-generating body flows; a second heat transfer
system in which a heat medium that controls a state of air in an
interior of the mobile object flows; a first intermediate heat
exchanger which is provided between the refrigeration cycle system
and the first heat transfer system and in which the refrigerant and
the heat medium exchange heat therebetween; a second intermediate
heat exchanger which is provided between the refrigeration cycle
system and the second heat transfer system and in which the
refrigerant and the heat medium exchange heat therebetween; a first
interior heat exchanger which is provided in the first heat
transfer system and in which air taken into the interior of the
mobile object and the heat medium exchange heat therebetween; a
second interior heat exchanger which is provided in the second heat
transfer system and in which air taken into the interior of the
mobile object and the heat medium exchange heat therebetween; and a
flow channel connection control unit that controls connection of a
flow channel of the first heat transfer system and a flow channel
of the second heat transfer system such that a heat medium fed to
the heat-generating body is flown through the first and second
intermediate heat exchangers in series.
7. A heat cycle system for a mobile object according to claim 6,
wherein when a state is reached where an amount of heat exchange
between the heat medium fed to the heat-generating body and the
refrigerant is to be made larger than an amount of heat exchange
between a heat medium fed to the heat-generating body and the
refrigerant at the first intermediate heat exchanger, the flow
channel connection control unit controls the connection between the
flow channels such that a heat medium fed to the heat-generating
body flows through the first and second intermediate heat
exchangers in series.
8. A heat cycle system for a mobile object, comprising: a
refrigeration cycle system in which a refrigerant flows; a first
heat transfer system in which a heat medium that controls
temperatures of at least two heat-generating bodies flows; a second
heat transfer system in which a heat medium that controls a state
of air in an interior of the mobile object flows; a first
intermediate heat exchanger which is provided between the
refrigeration cycle system and the first heat transfer system and
in which the refrigerant and the heat medium exchange heat
therebetween; a second intermediate heat exchanger which is
provided between the refrigeration cycle system and the second heat
transfer system and in which the refrigerant and the heat medium
exchange heat therebetween; a first interior heat exchanger which
is provided in the first heat transfer system and in which air
taken into the interior of the mobile object and the heat medium
exchange heat therebetween; a second interior heat exchanger which
is provided in the second heat transfer system and in which air
taken into the interior of the mobile object and the heat medium
exchange heat therebetween; and a flow channels switch unit that
switches connections between the at least two heat-generating
bodies and flow channels of the first and second heat transfer
systems such that assuming the at least two heat-generating bodies
are divided into two heat control object groups, the heat medium
that flows in the first heat transfer system is circulated to one
of the two heat control object groups and the heat medium that
flows in the second heat transfer system is circulated to the other
of the two heat control object groups.
9. A heat cycle system for a mobile object according to claim 8,
wherein when a state is reached where an amount of heat exchange
between the heat medium fed to the at least two heat-generating
bodies and the at least two heat-generating bodies is to be made
larger than an amount of heat exchange between the at least two
heat-generating bodies and the heat medium of the first heat
transfer system, the flow channels connection control unit controls
the connections between the flow channels such that the heat medium
that flows in the first heat transfer system is circulated to one
of the temperature control object groups while the heat medium that
flows in the second heat transfer system is circulated to the other
of the temperature control object groups.
10. A heat cycle system for a mobile object according to claim 6,
further comprising: a reservoir tank that controls respective
pressures in flow channels in which the heat media of the first and
second heat transfer systems flow, wherein the reservoir tank is
provided in common to the first and second heat transfer
systems.
11. A heat cycle system for a mobile object according to claim 6,
further comprising: a drainage mechanism that discharges the heat
medium from the heat medium flow channel for the first heat
transfer system and the heat medium flow channel for the second
heat transfer system, wherein the drainage mechanism is provided in
common between the first heat transfer system and the second heat
transfer system.
12. A heat cycle system for a mobile object according to claim 6,
further comprising: an exterior heat exchanger, provided in the
first heat transfer system, that exchanges heat between the heat
medium and exterior air.
Description
TECHNICAL FIELD
[0001] The present invention relates to a heat cycle system
installed in a mobile object.
BACKGROUND ART
[0002] A heat cycle system for a mobile object installed in the
mobile object is known, which includes in an integrated manner a
cooling system that cools heat-generating bodies such as battery
cells and a DC/DC converter and an air-conditioning system that
controls the state of air in the vehicle interior (see Patent
Literature 1). This heat cycle system for a mobile object is
configured such that air-conditioning of the vehicle interior and
cooling of the heat-generating bodies are performed by thermally
connecting a heat medium circulation cycle in which a heat medium
supplied to an air-conditioning heat exchanger and the
heat-generating bodies and a refrigeration cycle through a heat
exchanger, thus enabling heat exchange between a refrigerant in the
refrigeration cycle and the heat medium.
CITATION LIST
Patent Literature
[0003] [Patent Literature 1] Japanese Patent Application Laid-open
Publication No. 2005-273998
SUMMARY OF INVENTION
Technical Problem
[0004] When installing in a mobile object a heat cycle system that
includes in an integrated manner a cooling system and an
air-conditioning system, it is possible that piping that
constitutes flow channels and constituent components are arranged
in a complicated manner in a narrow space. Taking into
consideration maintenability and necessity of size reduction and
cost reduction of the heat cycle system, it is desirable to
simplify the system construction by size reduction or elimination
of the constituent components or by sharing them.
[0005] In case that a further reduction in size and a further
increase in power output in the mobile object having installed
therein a heat cycle system, it is necessary to further increase
the performance of cooling the heat-generating bodies. In this
case, it may be conceivable to further increase the performance of
cooling the heat-generating bodies by using additional heat
exchangers or by further increasing the capacity of the heat
exchanger. However, in view of the necessity of size reduction and
cost reduction of the heat cycle system, it is desirable to
increase the performance of cooling without using additional heat
exchangers or without increasing the capacity of the heat
exchanger.
Solution to Problem
[0006] According to a typical aspect, the present invention
provides a heat cycle system for a mobile object whose system
configuration can be simplified.
[0007] A heat cycle system for a mobile object according to a first
aspect of the present invention, comprises: a refrigeration cycle
system in which a refrigerant flows; a first heat transfer system
in which a heat medium that controls a temperature of a
heat-generating body flows; a second heat transfer system in which
a heat medium that controls a state of air in an interior of the
mobile object flows; a first intermediate heat exchanger which is
provided between the refrigeration cycle system and the first heat
transfer system and in which the refrigerant and the heat medium
exchange heat therebetween; a second intermediate heat exchanger
which is provided between the refrigeration cycle system and the
second heat transfer system and in which the refrigerant and the
heat medium exchange heat therebetween; a first interior heat
exchanger which is provided in the first heat transfer system and
in which air taken into the interior of the mobile object and the
heat medium exchange heat therebetween; a second interior heat
exchanger which is provided in the second heat transfer system and
in which air taken into the interior of the mobile object and the
heat medium exchange heat therebetween; and a reservoir tank that
controls pressures in flow channels in which the heat media in the
first and second heat transfer systems, respectively, flow; wherein
the reservoir tank is provided in common for the first and second
heat transfer systems.
[0008] According to a second aspect of the present invention, in
the heat cycle system for a mobile object according to the first
aspect, it is preferable that the reservoir tank is connected with
a heat medium flow channel for the first heat transfer system and a
heat medium flow channel for the second heat transfer system,
respectively.
[0009] According to a third aspect of the present invention, in the
heat cycle system for a mobile object according to the first
aspect, it is preferable that the reservoir tank is provided in
either one of the heat medium flow channel for the first heat
transfer system or the heat medium flow channel for the second heat
transfer system, and the heat medium flow channel for the first
heat transfer system and the heat medium flow channel for the
second heat transfer system communicate through a communication
path.
[0010] According to a fourth aspect of the present invention, in
the heat cycle system for a mobile object according to any one of
the first to third aspects, it is preferable to further comprise: a
drainage mechanism that discharges the heat media from the heat
medium flow channel for the first heat transfer system and the heat
medium flow channel for the second heat transfer system, wherein
the drainage mechanism is provided in common between the first heat
transfer system and the second heat transfer system.
[0011] According to a fifth aspect of the present invention, in the
heat cycle system for a mobile object according to any one of the
first to fourth aspects, it is preferable to further comprises an
exterior heat exchanger, provided in the first heat transfer
system, that exchanges heat between the heat medium and exterior
air.
[0012] A heat cycle system for a mobile object according to a sixth
aspect of the present invention, comprises: a refrigeration cycle
system in which a refrigerant flows; a first heat transfer system
in which a heat medium that controls a temperature of a
heat-generating body flows; a second heat transfer system in which
a heat medium that controls a state of air in an interior of the
mobile object flows; a first intermediate heat exchanger which is
provided between the refrigeration cycle system and the first heat
transfer system and in which the refrigerant and the heat medium
exchange heat therebetween; a second intermediate heat exchanger
which is provided between the refrigeration cycle system and the
second heat transfer system and in which the refrigerant and the
heat medium exchange heat therebetween; a first interior heat
exchanger which is provided in the first heat transfer system and
in which air taken into the interior of the mobile object and the
heat medium exchange heat therebetween; a second interior heat
exchanger which is provided in the second heat transfer system and
in which air taken into the interior of the mobile object and the
heat medium exchange heat therebetween; and a flow channel
connection control unit that controls connection of a flow channel
of the first heat transfer system and a flow channel of the second
heat transfer system such that a heat medium fed to the
heat-generating body is flown through the first and second
intermediate heat exchangers in series.
[0013] According to a seventh aspect of the present invention, in
the heat cycle system for a mobile object according to the sixth
aspect, it is preferable that when a state is reached where an
amount of heat exchange between the heat medium fed to the
heat-generating body and the refrigerant is to be made larger than
an amount of heat exchange between a heat medium fed to the
heat-generating body and the refrigerant at the first intermediate
heat exchanger, the flow channel connection control unit controls
the connection between the flow channels such that a heat medium
fed to the heat-generating body flows through the first and second
intermediate heat exchangers in series.
[0014] A heat cycle system for a mobile object according to an
eighth aspect of the present invention, comprises: a refrigeration
cycle system in which a refrigerant flows; a first heat transfer
system in which a heat medium that controls temperatures of at
least two heat-generating bodies flows; a second heat transfer
system in which a heat medium that controls a state of air in an
interior of the mobile object flows; a first intermediate heat
exchanger which is provided between the refrigeration cycle system
and the first heat transfer system and in which the refrigerant and
the heat medium exchange heat therebetween; a second intermediate
heat exchanger which is provided between the refrigeration cycle
system and the second heat transfer system and in which the
refrigerant and the heat medium exchange heat therebetween; a first
interior heat exchanger which is provided in the first heat
transfer system and in which air taken into the interior of the
mobile object and the heat medium exchange heat therebetween; a
second interior heat exchanger which is provided in the second heat
transfer system and in which air taken into the interior of the
mobile object and the heat medium exchange heat therebetween; and a
flow channels switch unit that switches connections between the at
least two heat-generating bodies and flow channels of the first and
second heat transfer systems such that assuming the at least two
heat-generating bodies are divided into two heat control object
groups, the heat medium that flows in the first heat transfer
system is circulated to one of the two heat control object groups
and the heat medium that flows in the second heat transfer system
is circulated to the other of the two heat control object
groups.
[0015] According to a ninth aspect of the present invention, in the
heat cycle system for a mobile object according to the eighth
aspect, it is preferable that when a state is reached where an
amount of heat exchange between the heat medium fed to the at least
two heat-generating bodies and the at least two heat-generating
bodies is to be made larger than an amount of heat exchange between
the at least two heat-generating bodies and the heat medium of the
first heat transfer system, the flow channels connection control
unit controls the connections between the flow channels such that
the heat medium that flows in the first heat transfer system is
circulated to one of the temperature control object groups while
the heat medium that flows in the second heat transfer system is
circulated to the other of the temperature control object
groups.
[0016] According to a tenth aspect of the present invention, in the
heat cycle system for a mobile object according to any one of the
sixth to ninth aspects, it is preferable to further comprise: a
reservoir tank that controls respective pressures in flow channels
in which the heat media of the first and second heat transfer
systems flow, wherein the reservoir tank is provided in common to
the first and second heat transfer systems.
[0017] According to an eleventh aspect of the present invention, in
the heat cycle system for a mobile object according to any one of
the sixth to tenth aspects, it is preferable to further comprise: a
drainage mechanism that discharges the heat medium from the heat
medium flow channel for the first heat transfer system and the heat
medium flow channel for the second heat transfer system, wherein
the drainage mechanism is provided in common between the first heat
transfer system and the second heat transfer system.
[0018] According to a twelfth aspect of the present invention, in
the heat cycle system for a mobile object according to any one of
the sixth to eleventh aspects, it is preferable to further comprise
an exterior heat exchanger, provided in the first heat transfer
system, that exchanges heat between the heat medium and exterior
air.
ADVANTAGEOUS EFFECT OF THE INVENTION
[0019] According to the present invention, the maintenability of
the heat cycle system for a mobile object can be improved and the
heat cycle system for a mobile object can be down-sized at reduced
cost.
BRIEF DESCRIPTION OF THE DRAWINGS
[0020] FIG. 1 shows a piping system diagram of a construction of a
heat cycle system for an electric vehicle according to a first
embodiment of the present invention, indicating a refrigerant
circulating state in which air-conditioning of the vehicle interior
is in an air-cooling mode and temperature control of a
heat-generating body is in a cooling mode;
[0021] FIG. 2 shows a piping system diagram of the heat cycle
system shown in FIG. 1, indicating a refrigerant circulating state
in which air-conditioning of the vehicle interior is in an
air-heating mode and temperature control of an heat-generating body
is in a cooling mode;
[0022] FIG. 3 shows a configuration diagram of a construction of an
electric drive system of the electric vehicle having installed
therein the heat cycle system shown in FIG. 1;
[0023] FIG. 4 shows a piping system diagram of a construction of a
heat cycle system for an electric vehicle according to a second
embodiment of the present invention;
[0024] FIG. 5 shows a piping system diagram of the heat cycle
system shown in FIG. 4, showing a circulation channel with two heat
medium circulation paths connected in series;
[0025] FIG. 6 shows a piping system diagram of a construction of a
heat cycle system for an electric vehicle according to a third
embodiment of the present invention;
[0026] FIG. 7 shows a piping system diagram of the heat cycle
system shown in FIG. 6, showing a circulation circuit when one of
the heat-generating bodies is cooled with a heat medium that flows
through one of the heat medium circulation paths and the other of
the heat-generating bodies is cooled with a heat medium that flows
through the other of the heat medium circulation paths;
[0027] FIG. 8 shows a piping system diagram of a construction of a
heat cycle system for an electric vehicle according to a fourth
embodiment of the present invention;
[0028] FIG. 9 shows a piping system diagram of a construction of a
heat cycle system for an electric vehicle according to a fifth
embodiment of the present invention; and
[0029] FIG. 10 shows a piping system diagram of a construction of a
heat cycle system for an electric vehicle according to a sixth
embodiment of the present invention.
DESCRIPTION OF EMBODIMENTS
[0030] According to the embodiments described below, explanation is
made taking an example of a case where the present invention is
applied to a heat cycle system of a genuine electric vehicle that
uses an electric motor as a sole drive power source for the
vehicle.
[0031] The configurations of the embodiments explained below may be
applied as a vehicular air-conditioning systems for electric
vehicles that employs as drive power sources both an engine, that
is an internal combustion engine, and an electric motor s, for
example, hybrid vehicles (passenger cars), hybrid trucks, hybrid
buses and so on.
[0032] First, referring to FIG. 3, explanation is made on an
electric-motor driving system for a pure electric vehicle
(hereafter, simply referred to as "EV") to which the heat cycle
system according to the present invention is applied.
[0033] FIG. 3 shows a configuration of the drive system EV1000 and
electrical connection of each component in an electric-motor drive
system that constitutes a part thereof.
[0034] Note that in FIG. 3, thick solid lines indicate high voltage
lines and thin solid lines indicate low voltage lines.
[0035] An axle 820 is rotatably supported in the front portion or
the rear portion of the vehicle body (not shown). On both ends of
the axle 820 is provided a pair of driving wheels 800. Though not
shown, at the front portion or the rear portion of the vehicle body
is rotatably supported an axle provided with a pair of non-driving
wheels on both ends thereof. EV 1000 shown in FIG. 3 is of a front
wheel drive type having the driving wheels 800 as front wheels and
the non-driving wheels as rear wheels. However, a rear wheel drive
type having the driving wheels 800 as rear wheels and the
non-driving wheels as front wheels may also be employed.
[0036] In the midportion of the axle 820 is provided a differential
gear (hereafter, referred to as "DIF") 830. The axle 820 is
mechanically connected to the output side of the DIF 830. To the
input side of DIF 830 is mechanically connected an output shaft of
a transmission 810. DIF 830 is a differential power distribution
mechanism that distributes rotative drive force transmitted via the
transmission 810 with speed change to the left and right axles 820.
To the input side of the transmission 810 is mechanically connected
the output side of a motor generator 200.
[0037] The motor generator 200 is a rotating electrical machine
that includes an armature (corresponding to the stator in EV 1000
shown in FIG. 3) 210 provided with armature winding 211 and a field
system provided with a permanent magnet 221 (corresponding to the
rotor in EV 1000 shown in FIG. 3) and arranged opposite to the
armature 210 via a gap. The motor generator 200 functions as a
motor when EV 1000 is on power driving and as a generator when it
is regenerating.
[0038] When the motor generator 200 functions as a motor, electric
energy accumulated in a battery 100 is supplied to the winding of
the armature 211 through an inverter 300. As a result, the motor
generator 200 generates rotative power (mechanical energy) due to
magnetic interaction between the armature 210 and the field system
220. The rotative power output from the motor generator 200 is
transmitted to the axle 820 via the transmission 810 and DIF 830 to
drive the driving wheels 800.
[0039] When the motor generator 200 functions as a generator, the
mechanical energy (rotative force) transmitted from the driving
wheels 800 is transmitted to the motor generator 200 to drive the
motor generator 200. In this manner, when the motor generator 200
is driven, the magnetic fluxes of the field system 220 interlink
with the winding 211 of the armature to induce voltage. Due to
this, the motor generator generates power. The power output from
the motor generator 200 is supplied to the battery 100 through the
inverter 300. As a result, the battery 100 is charged.
[0040] The motor generator 200, particularly the temperature of the
armature 210 is controlled by the heat cycle system explained later
such that the temperature falls within an allowable temperature
range. The armature is a heat generating component, so that it is
necessary to cool it. When ambient temperature is relatively low,
it may sometimes be necessary to warm it in order to obtain
specified electric properties.
[0041] The motor generator 200 is driven by controlling electric
power by the inverter 300 between the armature 210 and the battery
100. That is, the inverter 300 is a control device for the motor
generator 200. The inverter 300 is a power converting device that
converts the power from direct current to alternating current or
from alternating current to direct current by switching actions of
a switching semiconductor element. The inverter 300 includes a
power module 310, a drive circuit 330, an electrolytic capacitor
320, and a motor controller 340. The drive circuit 330 drives a
switching semiconductor device implemented in the power module 310.
The electrolytic capacitor 320 is electrically connected with the
direct current side of the power module 310 in parallel to smooth
the direct current voltage. The motor controller 340 generates a
switching command for switching semiconductor device of the power
module 310, and outputs a signal corresponding to the switching
command to the drive circuit 330.
[0042] The power module 310 includes three series circuits (each
series circuit is an arm for one phase) for three phases, wherein
each of series circuit (arm for one phase) has two switching
semiconductor devices (one for an upper arm and the other for a
lower arm) electrically connected in series. The power module 310
comprises six switching semiconductor devices which are implemented
on a substrate and are electrically connected with a connection
conductor such as an aluminum wire, so that three series circuits
corresponding to three phases are electrically connected in
parallel (three-phase bridge connection) to constitute a power
conversion circuit.
[0043] As the switching semiconductor device, use is made of a
metal oxide film semiconductor field effect transistor (MOSFET) or
an insulated gate type bipolar transistor (IGBT). Here, in chase
where the power conversion circuit is constructed by MOSFET, a
parasite diode is present between a drain electrode and a source
electrode, so that it is unnecessary to separately provide a diode
device therebetween. On the other hand, in case where the power
conversion circuit is constructed by IGBT, no diode element exists
between a collector electrode and an emitter electrode, so that it
is necessary to electrically connect a diode device with reversed
direction in parallel between the collector electrode and the
emitter electrode.
[0044] One side of each upper arm, which is the side opposite to a
side that is connected to a lower arm (collector electrode side in
the case of IGBT) is extending to outside from a direct current
side of the power module 310 and is connected to a positive
electrode side of the battery 100. The other side of each lower
arm, which is the side opposite to a side that is connected with a
corresponding upper arm (emitter electrode side in the case of
IGBT) is extending to outside from a direct current side of the
power module 310 and is connected to a negative electrode side of
the battery 100. A midpoint of each pair of upper and lower arms,
i.e., a connection point, at which a side of the upper arm
connected with the lower arm (emitter electrode side of the upper
arm in the case of IGBT) and a side of the lower arm connected with
the upper arm are joined, is extending to outside from an alternate
current side of the power module 310 and electrically connected to
a wiring of the armature 211 of a corresponding phase.
[0045] The electrolytic capacitor 320 is provided in order to
suppress voltage fluctuation that is caused by high speed switching
of the switching semiconductor devices and parasite inductance in
the power conversion circuit. The electrolytic capacitor 320
functions as a smoothing capacitor that removes an alternate
current component contained in a direct current component. The
smoothing capacitor may be a film capacitor.
[0046] The motor controller 340 is an electronic circuit device
that generates switch command signals (for example, PWM (pulse
width modulation) signals) for six switching semiconductor devices
corresponding to a torque command signal output from a vehicle
controller 840 that controls the vehicle in whole and outputs the
generated switch command signals to the drive circuit 330.
[0047] The drive circuit 330 is an electronic circuit device that
generates drive signals for six semiconductor devices corresponding
to a switch command signal output from the motor controller 340 and
outputs the generated drive signals to gate electrodes of the six
switching semiconductor devices.
[0048] In the inverter 300, in particular in the power module 310
and in the electrolytic capacitor 320, their temperatures are
controlled by the heat cycle system described later so that the
temperatures fall within an allowable temperature range. Since the
power module 310 and the electrolytic capacitor 320 are
heat-generating components, so that it is necessary to cool them.
In case when the ambient temperature is relatively low, it may be
necessary to warm them in order to obtain specified functioning and
electrical properties.
[0049] The vehicle controller generates a motor torque command
signal for the motor controller 340 based on a plurality of state
parameters that indicates the vehicle operational state and outputs
the generated motor torque command signal to the motor controller
340. Examples of the plurality of state parameters that indicates
the vehicle operational state include a torque demand (depression
amount of the accelerator pedal or a throttle position) and vehicle
speed, and so on.
[0050] The battery 100 is a battery that generates a high voltage
of 200 volts or higher as nominal output voltage, which constitutes
a drive power source for the motor generator 200. The battery 100
is electrically connected with the inverter 300 and a charger 500
through a junction box 400. A lithium ion battery is used as the
battery 100.
[0051] Other electrical storage devices such as a lead battery
cell, a nickel hydride battery cell, an electrical double layer
capacitor, and a hybrid capacitor may be used as the battery
100.
[0052] The battery 100 is an electrical storage device that is
charged and discharged by the inverter 300 and the charger 500. It
includes the battery cell unit 110 and a control unit as major
parts.
[0053] The battery cell unit 110 functions as a storage device of
electrical energy and is constructed by a plurality of lithium ion
battery cells that can store and discharge electrical energy
(charge and discharge of direct current power) electrically
connected in series. The battery cell unit 110 is electrically
connected with the inverter 300 and the charger 500.
[0054] The control unit is an electronic control device constructed
by a plurality of electronic circuit components. It manages and
controls the state of the battery cell unit 110 and provides
information about allowable charge and discharge amount to the
inverter 300 and the charger 500 to control input and output of
electrical energy in and from the battery cell unit 110.
[0055] The electronic control device is constructed by two
hierarchical levels from the viewpoint of function. It includes the
battery controller 130 that corresponds to a higher level (parent)
in the battery 100 and the cell controller 120 that corresponds to
a lower level (child) with respect to the battery controller
130.
[0056] The cell controller 120 operates as a subordinate to the
batter controller 130 based on a command signal output from the
battery controller 130. It includes a plurality of battery cell
management means that manages and controls respective states of the
plurality of the lithium ion battery cells. The plurality of
battery management means is constructed by integrated circuits
(ICs), respectively. In case where the battery cell unit 110 has a
structure such that a plurality of lithium ion battery cells
electrically connected in series is divided into a plurality of
groups, the plurality of integrated circuits is provided
corresponding to the plurality of groups, respectively. Each
integrated circuit detects respective voltages and
overcharge-overdischarge abnormalities of the plurality of lithium
ion battery cells contained in the corresponding group.
[0057] The battery controller 130 is an electronic control device
that manages and controls the state of the battery cell unit 110
and notifies an allowable charge and discharge amount to the
vehicle controller 840 or the motor controller 340 to control input
and output of electric energy in and from the battery cell unit
110; the battery controller 130 is provided with a state detection
means. The state detection means is a calculation processor such as
a microcomputer or a digital signal processor.
[0058] A plurality of signals is input to the state detection means
of the battery controller 130. The plurality of signals includes a
measurement signal output for a current measurement means for
measuring charge and discharge current of the battery cell unit
110, a measurement signal output from a voltage measurement means
for measuring charge and discharging voltage of the battery cell
unit 110, a measurement signal output from a temperature
measurement means for measuring temperatures of the battery cell
unit 110 and of some of the lithium ion battery cells,
respectively, a detection signal relating to terminal voltage of
the plurality of lithium ion battery cells output from the cell
controller 120, an abnormality signal output from the cell
controller 120, an on-off signal based on an action of an ignition
key switch, and a signal output from the vehicle controller 840 or
the motor controller 340, which is a control device of a higher
hierarchical level than the battery controller 130.
[0059] The state detection means of the battery controller 130
performs a plurality of calculations based on a plurality of
informations. The plurality of informations includes information
obtained from the above-mentioned input information, preset
characteristics information of the lithium ion battery and
calculation information necessary for calculations. The plurality
of calculations includes calculations to detect SOC (state of
charge) and SOH (state of health) of the battery cell unit 110,
calculations for balancing states of charge among the plurality of
lithium ion battery cells, and calculations for controlling the
charge and discharge amount of the battery cell unit 110. The state
detection means of the battery controller 130, based on results of
these calculations, generates and outputs a plurality of signals
including a command signal to the cell controller 120, a signal
relating to allowable charge and discharge amount for controlling
the charge and discharge amount of the battery cell unit 110, a
signal relating to SOC of the battery cell unit 110, and a signal
relating to SOH of the battery cell unit 110.
[0060] The state detection means of the battery controller 130
generates and outputs a plurality of signals including a command
signal to open the first positive and negative electrode relays
410, 420, and a signal for notifying abnormal state based on the
abnormality signal output from the cell controller 120.
[0061] The battery controller 130 and the cell controller 120 are
constructed so as to communicate signals therebetween through a
signal transmission path but are electrically insulated from each
other. This is because they have different operation power sources
and different base potentials from each other. To this end, an
insulator 140 such as a photocoupler, a capacitive coupling
element, or a transformer is provided on the signal transmission
path between the battery controller 130 and the cell controller
120. As a result, the battery controller 130 and the cell
controller 120 can transmit signals having different base
potentials to each other.
[0062] In the battery 100, in particular, in the battery cell unit
110, its temperature is controlled so that the temperature falls
within the allowable temperature range by the heat cycle system
described later. The battery cell unit 110 is a heat-generating
component, and therefore it needs to be cooled and in case when the
ambient temperature is relatively low, it may sometimes be
necessary to be warmed up in order to obtain specified input and
output characteristics.
[0063] The electric energy stored in the battery 100 is used as a
drive power of the electric-motor driving system that drives EV
1000. Accumulation of electric energy in the battery 100 is
achieved by exploiting a regenerated power generated by a
regeneration operation of the electric-motor driving system, a
power taken from a commercial power source for domestic use, or a
power purchased from a charging station.
[0064] In case the battery 100 is to be charged from a commercial
power source 600 for domestic use, a power source plug 550 at the
end of a power cable, which is electrically connected with an
external power source connection terminal of the charger 500, is
inserted into an electric outlet 700 on the commercial power source
600 side to electrically connect the charger 500 and the commercial
power source 600 with each other. Alternatively, in case where the
battery 100 is to be charged from a power feeder in the charging
station, the power cable extending from the power feeder of the
charging station is connected with an external power source
connection terminal of the charger 500 to electrically connect the
charger 500 and the power feeder of the charging station with each
other. As a result, alternate current power is supplied from the
commercial power source 600 or from the power feeder of the
charging station to the charger 500. The charger 500 converts the
supplied alternate current power into direct current power and
controls the voltage to a charging voltage of the battery 100
before supplying the power to the battery 100. As a result, the
battery 100 is charged.
[0065] Charging of the battery 100 from the power feeder of the
charging station can be performed basically in the same manner as
the charging of the battery 100 from the commercial power source
600 at home. However, the capacity of current supplied to the
charger 500 and charging time are different between the charging
from the commercial power source 600 at home and the charging from
the power feeder of the charging station. The charging from the
power feeder of the charging station can charge a larger capacity
of current in a shorter charging time than the charging from the
commercial power source 600 at home. That is, the charging from the
power feeder of the charging station enables rapid charging.
[0066] The charger 500 is a power conversion unit that converts the
alternate current power supplied from the commercial power source
600 at home or the alternate current power supplied from the power
feeder of the charging station into direct current power and
further boosts the converted direct current power to a charging
voltage for supplying it to the battery 100. The charger 500
includes as main components an alternate current-direct current
conversion circuit 510, a booster circuit 520, a drive circuit 530,
and a charging controller 540.
[0067] The alternate current-direct current conversion circuit 510
is a power conversion circuit that converts the alternate current
power supplied from an external power source to direct current
power and outputs the converted direct current power, and comprises
a rectifier circuit and a power factor improvement circuit. The
rectifier circuit is constructed by, for example, a plurality of
diode devices in bridge connection structure and rectifies
alternate current power supplied from an external power source into
direct current power. The power factor improvement circuit is
electrically connected to the direct current side of the rectifier
circuit and improves the power factor of the rectifier circuit
output. As the circuit that converts alternate current power into
direct current power, a circuit may be constructed in
bridge-connecting a plurality of switching semiconductor devices,
to each of which is parallel connected with a diode element in
reverse direction.
[0068] The booster circuit 520 is a power conversion circuit that
boosts the direct current power output from the alternate
current-direct current circuit 510 (power factor improvement
circuit) up to the charging voltage of the battery 100 and is
constructed by, for example, DC-DC converter of an insulated type.
The DC-DC converter of an insulated type is constructed by a
transformer, a conversion circuit, a rectifier circuit, a smoothing
reactor, and a smoothing capacitor. The conversion circuit includes
a plurality of switching semiconductor devices that are connected
in bridge connection and are electrically connected to the primary
wiring side of the transformer; converting the direct current power
output from the alternate current-direct current conversion circuit
510 into alternate current power and inputs the converted alternate
current power into the primary wiring side of the transformer. The
rectifier circuit is constructed by a plurality of diode elements
connected in bridge connection. It is electrically connected to the
secondary wiring side of the transformer and rectifies the
alternate current power generated at the secondary wiring side of
the transformer into direct current power. The smoothing reactor is
electrically connected in series to the positive electrode side on
the output side (direct current side) of the rectifier circuit. The
smoothing capacitor is electrically connected with between the
positive and negative electrodes on the output side (direct current
side) of the rectifier circuit.
[0069] The charge controller 540 is an electronic circuit unit
constructed by implementing a plurality of electronic components
including an arithmetic processing unit such as a microcomputer
packed on a circuit board. The charging controller 540 starts and
stops charging of the battery 100 by the charger 500 and controls
power, voltage, current and so on supplied from the charger 500 to
the battery 100 upon the charging. To perform such controls, the
charging controller 540 generates switch command signals (for
example, PWM (pulse width-modulated modulation) signals) for a
plurality of switching semiconductor devices of the boost circuit
520 in response to the signal output for the vehicle controller 840
and the signal output from the controller of the battery 100 an
outputs the generated signals to the drive circuit 530.
[0070] The vehicle controller 840 monitors, for example, the
voltage of the input side of the charger 500, and outputs a command
signal to start up charging to the charging controller 540 when it
is determined that the charger 500 is in a condition to start up
charging where the charger 500 is electrically connected with the
external power source so that voltage is applied to the input side
of the charger 500t. On the other hand, when it is determined that
the battery 100 is in a full charged state based on the battery
state signal output from the controller of the battery 100, the
vehicle controller 840 outputs a command signal to stop the
charging to the charging controller 540. Such an operation may be
performed by the motor controller 340, by the controller of the
battery 100 or by the charging controller 540 itself in cooperation
with the controller of the battery 100.
[0071] The controller of the battery 100 detects the state of the
battery 100 and calculates an allowable charge amount of the
battery 100 and outputs a signal relating to the result of the
calculation to the charger 500 in order to control the charging of
the battery 100 by the charger 500.
[0072] The drive circuit 530 is an electronic circuit unit that is
constructed by a plurality of electronic components such as
switching semiconductor devices or amplifiers on a circuit board.
The drive circuit 530 generates drive signals to a plurality of
switching semiconductor devices of the booster circuit 520 in
response to the command signal output from the charging controller
540, and outputs the generated drive signals to the gate electrodes
of the plurality of the switching semiconductor devices.
[0073] In a case that the alternate current-direct current
conversion circuit 510 is constructed by a switching semiconductor
device, a switch command signal for the switching semiconductor
device of the alternate current-direct current conversion circuit
510 is output to the drive circuit 530. The drive circuit 530
outputs a drive signal for the switching semiconductor device of
the alternate current-direct current conversion circuit 510 to the
gate electrode thereof to control switching of the switching
semiconductor device of the alternate current-direct current
conversion circuit 510.
[0074] The first and second positive electrode side relays 410, 430
and the first and second negative electrode side relays 420, 440
are accommodated inside the junction box. 410.
[0075] The first positive electrode side relay 410 is a switch to
control electrical connection between the direct current positive
electrode side of the inverter 300 (power module 310) and the
positive electrode side of the battery 100. The first negative
electrode side relay 420 is a switch to control electrical
connection between the direct current negative electrode side of
the inverter 300 (power module 310) and the negative electrode side
of the battery 100. The second positive electrode side relay 430 is
a switch to control electrical connection between the direct
current positive electrode side of the charger 500 (booster circuit
520) and the positive electrode side of the battery 100. The second
negative side relay 440 is a switch to control electrical
connection between the direct current negative electrode side of
the charger 500 (booster circuit 500) and the negative electrode
side of the battery 100.
[0076] The first positive electrode side relay 410 and the first
negative electrode side relay 420 are closed when the system is in
an operation mode where the rotative power of the motor generator
200 is required and in an operation mode where electric power
generation is required. They are opened when abnormality occurs in
the electric-motor driving system or the vehicle and when the
battery 100 is charged by the charger 500. On the other hand, the
second positive electrode side relay 430 and the second negative
electrode side relay 440 are closed when the battery 100 is charged
by the charger 500. They are opened when the charging of the
battery 100 is completed and when abnormality occurs in the charger
500 or the battery 100.
[0077] Open-close of the first positive electrode side relay 410
and the first negative electrode side relay 420 is controlled by an
open-close command signal output from the vehicle controller 840.
The open-close of the first positive electrode side relay 410 and
the first negative electrode side relay 420 may be controlled by an
open-close command signal output from other controller, for
example, the motor controller 340 or the controller of the battery
100. The open-close of the second positive electrode relay 430 and
the second negative electrode side relay 440 is controlled by an
open-close command signal output from the charging controller 540.
The open-close of the second positive electrode side relay 430 and
the second negative electrode side relay 440 may be controlled by
an open-close command signal output from other controller, for
example, the vehicle controller 840 or the controller of the
battery 100.
[0078] As mentioned above, in EV 1000, the first positive electrode
side relay 410, the first negative electrode side relay 420, the
second positive electrode side relay 430, and the second negative
electrode side relay 440 are provided between the battery 100 and
the inverter 300 and between the battery 100 and the charger 500.
As a result, high safety of the electric-motor driving system that
is at a high voltage can be secured.
[0079] Now, a heat cycle system installed in EV 1000 is
explained.
[0080] EV 1000 includes as heat cycle systems an air-conditioning
system that controls the condition of air in the vehicle interior
and a temperature control system that controls the temperature of a
heat-generating body such as the battery 100, the motor generator
200, and the inverter 300.
[0081] An energy source is required for operating the
air-conditioning system and the temperature control system. To this
end, EV 1000 uses the battery 100 in the motor generator 200 as
such an energy source. Note that the air-conditioning system and
the temperature control system consume more electrical energy from
the battery 100 than other electrical loads do.
[0082] EV 1000 attracts high attention to the fact that it gives
less (more particularly null) influence on the global environment
than hybrid vehicles (hereafter, referred to as "HEV").
[0083] However, EV 1000 is less accepted in the market than HEV,
since EV 100 shows a low mileage per one charging of the battery
100, and moreover since promoting of infrastructure such as
charging stations is still on the way. Further, EV 1000 consumes
much more electrical energy for a desired travel distance than is
required by a HEV, so that the battery 100 should have a larger
capacity than that of HEV. As a result, the cost of the battery 100
is higher for EV 1000 than for HEV, resulting in a higher cost of
the vehicle than HEY. Therefore, EV 1000 is less accepted in the
market than HEY.
[0084] In order for EV 1000 to be more accepted in the market, it
is necessary to increase the mileage per one charging of the
battery 100 of EV. To increase the mileage per one charging of the
battery 100 of EV, it is necessary to suppress consumption of
electrical energy stored in the battery 10.
[0085] The heat-generating bodies such as the battery 100, the
temperatures of motor generator 200 and inverter 300 are controlled
so that these temperatures fall within allowable temperature
ranges. The heat-generating bodies abruptly change their outputs
corresponding to a variation in load of EV 1000 and accordingly the
amount of generated heat is varied. To operate a heat-generating
body with high efficiency, it is desirable to vary the performance
of the temperature control system according to variation of heat
generation (temperature) of the heat-generating body so that the
temperature of the heat-generating body will be maintained always
at an optimum temperature.
[0086] On the other hand, in order for EV 1000 to be more accepted
in the market, it is necessary to reduce cost of heat-generating
bodies such as battery 100, motor generator 200, and inverter 300
to lower the price of the vehicle comparable to that of a HEY. To
lower the cost of the heat-generating body, it is necessary to
reduce the size of and increase the output of the heat-generating
body. However, if the heat-generating body has a reduced size and
an increased output, the amount of heat generation (temperature)
increases, so that it is necessary to increase the performance of
the temperature control system for the temperature control of the
heat-generating body.
[0087] In the embodiment described below, within a heat cycle
system of EV 1000, a temperature control system and an
air-conditioning system are integrally constructed, in order for
heat energy to be efficiently used for interior air-conditioning
and for temperature control of the heat-generating body.
[0088] Specifically, the heat cycle is divided into a primary heat
cycling that exchanges heat with exterior and a secondary heat
cycling that exchanges heat with interior and the heat-generating
body. The primary heat cycling is constructed by a refrigeration
cycle system and the secondary heat cycle circuit is constructed by
two heat transfer systems, each of which has an independently
circulating heat medium. In order to allow the refrigerant of the
refrigeration cycle system and each heat medium of the two heat
transfer systems can exchange heat therebetween, an intermediate
heat exchanger is provided between the refrigeration cycle system
and each of the two heat transfer systems. Further, in order that
the heat medium of the heat transfer system that exchanges heat
with the heat-generating body and air taken into the vehicle
interior can exchange heat therebetween, an interior heat exchanger
is provided in the heat transfer system that exchanges heat with
the heat-generating body.
[0089] According to the embodiment described below, the heat energy
obtained through temperature control of the heat-generating body
can be utilized for interior air-conditioning to minimize energy
required for the interior air-conditioning, so that it is possible
to save energy for interior air-conditioning. In addition,
according to the embodiment described below, the heat energy
obtained through temperature control of the heat-generating body
can be utilized for the interior air-conditioning, so that the
energy saving effect of the interior air-conditioning can be
enhanced. Therefore, according to the embodiment described below,
the air-conditioning system can reduce energy that the
air-conditioning system takes out of the energy source of the
heat-generating body.
[0090] The air-conditioning system for a vehicle as mentioned above
is suitable for increasing the travel distance of EV 1000 per one
charging of the battery 100. The air-conditioning system for a
vehicle as mentioned above is suitable for reducing the capacity of
the battery 100 when the travel distance per one charging of the
battery 100 is equivalent to that of the conventional one. If the
capacity of the battery 100 is reduced, it may lead to a reduction
in cost of EV 1000, helping promotion of EV 1000 in the market, and
a reduction in weight of EV 1000.
[0091] According to the embodiment described below, the heat energy
used for interior air-conditioning can be utilized for temperature
control of the heat-generating body to control the temperature of
the heat medium for temperature control of the heat-generating body
to control in a wide range, so that the temperature of the
heat-generating body can be changed without being adversely
affected by the surrounding environment. Therefore, according to
the embodiment described below, the temperature of the
heat-generating body can be controlled to be an optimum temperature
at which the heat-generating body can operate with high
efficiencies, so that it is possible to operate the heat-generating
body with high efficiencies.
[0092] The heat cycle system as mentioned above is suitable for
reducing the cost of EV 1000. If EV 1000 is made to be low-cost, it
may facilitate EV 1000 to be more widely used.
[0093] As mentioned above, when installing in EV 1000 the heat
cycle system that includes a temperature control system and an
air-conditioning system in an integrated fashion, it may be
expected that the piping that constitutes flow paths and the
components are arranged within a narrow installation space in a
complicated manner. Taking into consideration maintenability and
necessary size and cost reduction for the heat cycle system, and so
on, it is desirable to simplify the construction of the system by
size reducing, number decreasing or sharing of components when
installing the heat cycle system in EV 1000.
[0094] Accordingly, in the embodiments explained below, a
circulation path of a first heat transfer system in which a heat
medium for controlling the temperature of the heat-generating body
circulates, which is thermally connected to the refrigeration cycle
system in which the refrigerant is circulated through a first
intermediate heat exchanger and a circulation path of a second heat
transfer system in which a heat medium for controlling the air
condition in the vehicle interior is circulated, which are
thermally connected to the refrigeration cycle system through a
second intermediate heat exchanger, are made to communicate with
each other, and a reservoir tank for regulating the pressure in the
circulation path of the first and second heat transfer systems is
provided such that it is common to both the first and second heat
transfer systems.
[0095] According to the embodiments explained below, the components
can be made common to the first and second heat transfer systems,
so that the heat cycle system can be simplified in construction.
The simplification of the construction of the heat cycle system
improves maintenability of the heat cycle system installed in EV
1000 and contributes to size reduction and cost reduction of the
heat cycle system.
[0096] According to the embodiments explained below, a drainage
mechanism for draining heat medium that flows through the
circulation paths of the first and second heat transfer systems is
provided in common to the first and second heat transfer
systems.
[0097] According to the embodiments explained below, the heat cycle
system can be further simplified by providing more components to be
common to the first and second heat transfer systems, improving the
maintenability of the heat cycle system installed in EV 1000 can be
further improved, and further contributing to size reduction and
cost reduction of the heat cycle system.
[0098] In the case of EV 1000 having installed therein the heat
cycle system, when a further size reduction and a further increase
in output power of the heat-generating body are required, it is
necessary to further increase the performance of the system to cool
the heat-generating body in order to cope with the requirement. In
this case, as an alternative, it may be considered to further
increase in performance of the system to cool the heat-generating
body by additional heat exchangers or by increasing the capacity of
the heat exchanger. However, taking into consideration necessity of
the size and cost reduction, it is desirable that the further
increase in performance is achieved without additional heat
exchangers or increase in capacity of the heat exchanger.
[0099] To this end, according to the embodiments explained below,
the heat cycle system comprises a circulation path connection
controller, such that the circulation path of a first heat transfer
system, which is thermally connected via a first intermediate heat
exchanger to the refrigeration cycle system with the refrigerant
circulated therein and in which a heat medium for controlling the
temperature of the heat-generating body is circulated, and the
circulation path of a second heat transfer system, which is
thermally connected to the refrigeration cycle system through a
second intermediate heat exchanger and in which a heat medium for
controlling the air condition in the vehicle interior is
circulated, can be connected in series to each other. When it is
requested to make the heat exchange amount of the heat medium
supplied to the heat-generating body larger than the heat exchange
amount of the heat medium with the refrigerant by one intermediate
heat exchanger, the connection of the circulation paths of the
first and second heat transfer systems is controlled by the
circulation path connection controller such that the heat medium
supplied to the heat-generating body flows through the first and
second intermediate heat exchangers in series.
[0100] Furthermore, according to the embodiments explained below,
the heat cycle system comprises a first heat transfer system, which
is thermally connected via a first intermediate heat exchanger with
the refrigeration cycle system in which the refrigerant is
circulated and in which a heat medium for controlling the
temperatures of at least two heat-generating bodies is circulated;
a second heat transfer system, which is thermally connected via a
second intermediate heat exchanger to the refrigeration cycle
system and in which the heat medium for controlling the air
condition in the vehicle interior is circulated; and a circulation
paths connection switching unit that connects a connection path of
the first heat transfer system to one of the at least two
heat-generating bodies and a connection path of the second heat
transfer system to another of the at least two heat-generating
bodies. When it is desired to make the heat exchange amount between
the at least two heat-generating bodies and the heat medium larger
than the heat exchange amount between the at least two
heat-generating bodies and the heat medium in the first heat
transfer system, the connection of the connection paths of the
first and second heat cycle systems is switched by the circulation
paths connection switching unit so that the heat medium of the
first heat transfer system is supplied to one of the
heat-generating bodies and the heat medium of the second heat
transfer system is supplied to another of the heat-generating
bodies.
[0101] According to the embodiments explained below, the heat
exchange amount between the heat-generating bodies can be
increased, so that the performance of the system for temperature
control of the heat-generating bodies can be enhanced. With
enhancement of the performance of temperature control of the
heat-generating bodies is enhanced as mentioned above, when a
further size reduction and a further increase in output are
demanded, it is possible to satisfy such a demand. Moreover, the
demand is accommodated without an increase in size of the
air-conditioning system for a vehicle.
[0102] In the case of EV 1000 shown in FIG. 3, explanation is made
on an example in which the motor generator 200 and the inverter 300
are separate. However, the motor generator 200 and the inverter 300
may be integrated into one body, for example, by fixing the casing
of the inverter 300 on the casing of the motor generator 200 to
integrate them. In case where the motor generator 200 and the
inverter 300 are integrated, arrangement of the piping in which
heat medium for temperature control flows becomes easier, so that
the heat cycle system can be constructed more simply.
[0103] There are some other technical problems and constructions or
methods as solutions thereto. These are explained in the
embodiments that follow.
[0104] Hereafter, explanation is made on first to fifth embodiments
of the heat cycle system that is installed in EV 1000 with
reference to the attached drawings.
First Embodiment
[0105] A first embodiment of the heat cycle system 1 installed in
EV 1000 is explained referring to FIGS. 1 and 2.
[0106] The heat cycle system 1 includes a refrigeration cycle
system 10 of a heat-pump type, a cooling heat transfer system 20,
and an air-conditioning heat transfer system 30. In the
refrigeration cycle system 10 is formed a refrigerant circulation
channel (primary circulation channel) 11, which is configured to
circulate a refrigerant, for example, HFC-134a, and condense,
expand and evaporate the refrigerant. In the cooling heat transfer
system 20 is formed a cooling heat medium circulation channel
(secondary channel) 21, which is thermally connected with the
refrigeration cycle system 10 via a cooling intermediate heat
exchanger 40 and which circulates a cooling heat medium, for
example, water or a non-freezing solution so as to exchange heat
with the heat-generating body 22 in EV 1000. In the
air-conditioning heat transfer system 30 is formed an
air-conditioning heat medium circulation channel (secondary
channel) 31, which is thermally connected with the refrigeration
cycle system 10 via the air-conditioning intermediate heat
exchanger 50 and which circulates an air-conditioning heat medium,
for example, water or a non-freezing solution so as to exchange
heat with the air that is introduced into the vehicle interior.
[0107] The refrigeration cycle system 10 is constructed by the
compressor 12, the four-way valve 13, the exterior heat exchanger
14, the expansion valves 15, 16, 17, the cooling intermediate heat
exchanger 40, and the air-conditioning intermediate heat exchanger
50, mechanically connected to each other via the refrigeration
circulation channel 11.
[0108] A first connection port of the four-way valve 13 is
connected to the intake side of the compressor 12. A second
connection port of the four-way valve 13 is connected to the
discharge side of the compressor 12. A third connection port of the
four-way valve 13 is connected to an end of the exterior heat
exchanger 14 on the side of the compressor 12. An end of the
exterior heat exchanger 14 opposite to the four-way valve 13 is
connected the expansion valve 15. The refrigerant circulation
channel 11 on the side of the expansion valve 15 opposite to the
exterior heat exchanger 14 is, on its extension, branched into a
cooling channel 11a and an air-conditioning channel. To this end,
to the side of the expansion valve 15 opposite to the exterior heat
exchanger 14 are connected the expansion valve 16 for the cooling
channel 11a and the expansion valve for the air-conditioning
channel 11b, respectively. The side of the expansion valve 16
opposite to the expansion valve 15 is connected to the side of the
cooling intermediate heat exchanger 40 opposite to the compressor
12. The side of the expansion valve 17 opposite to the expansion
valve 15 is connected to the side of the air-conditioning
intermediate heat exchanger 50 opposite to the four-way valve 13.
The side of the cooling intermediate heat exchanger 40 opposite to
the expansion valve 16 is connected to the intake side of the
compressor 12. The side of the air-conditioning intermediate heat
exchanger 50 opposite to the expansion valve 17 is connected to a
fourth connection port of the four-way valve 13. To the exterior
heat exchanger 14 is attached an exterior fan 14a, which is an
electric motor-driving type air blower.
[0109] With this connection construction, there are formed a first
closed circuit including the compressor 12, the four-way valve 13,
the exterior heat exchanger 14, the expansion valve 15, the
expansion valve 16, the cooling intermediate heat exchanger 40, and
the compressor 12 that are connected in order circularly and a
second closed circuit including the compressor 12, the four-way
valve 13, the exterior heat exchanger 14, the expansion valve 15,
the expansion valve 17, the air-conditioning intermediate heat
exchanger 50, the four-way valve 13, and the compressor 12 that are
connected in order circularly.
[0110] The compressor 12 is an electric-motor-driving type fluid
device that converts the refrigerant into a gaseous medium having a
high temperature and a high pressure. The four-way valve 13 is a
switch for switching the direction of flow of the refrigerant that
is taken in and discharged from the compressor 12. The four-way
valve 13 switches the direction of flow of the refrigerant between
a direction along which the refrigerant is taken in from the side
of the cooling intermediate heat exchanger 40 and the
air-conditioning intermediate heat exchanger 50 and discharged to
the side of the exterior heat exchanger 14 and a direction along
which the refrigerant is taken into the compressor 12 from the side
of the exterior heat exchanger 14 and the cooling intermediate heat
exchanger 40 and discharged to the side of the air-conditioning
intermediate heat exchanger 50. The exterior heat exchanger 14 is a
heat transfer device that transfers heat from a higher temperature
side medium to a lower temperature side medium between the air
(external air) that is blown in by the exterior fan 14a and the
refrigerant. The expansion valves 15, 16, 17 control the pressure
and the flow rate of the refrigerant by decompressing the
refrigerant by controlling the opening of the valve body to expand.
The cooling intermediate heat exchanger 40 is a heat transfer
device that transfers heat from a higher temperature side medium to
a lower temperature side medium between the refrigerant of the
refrigeration cycle system 10 and the cooling heat medium of the
cooling heat transfer system 20. The air-conditioning intermediate
heat exchanger 50 is a heat transfer device that transfers heat
from a higher temperature medium to a lower temperature medium.
[0111] The cooling heat transfer system 20 is constructed by the
cooling interior heat exchanger 23, the heat-generating body 22,
the reservoir tank 24, the circulation pump 25, the cooling
intermediate heat exchanger 40, and the three-way valve 26 that are
mechanically connected via the cooling heat medium circulation
channel 21.
[0112] One side (a side on which the cooling heat medium flows out)
of the cooling intermediate heat exchanger 40 is connected the
first connection port of the three-way valve 26. The second
connection port of the three-way valve 26 is connected to the side
of the cooling interior heat exchanger 23 opposite to the
heat-generating body 22. The side of the cooling interior heat
exchanger 23 opposite to the three-way valve 26 (a side on which
the cooling heat medium flows out) is connected to the
heat-generating body 22. On a side of the heat-generating body 22
opposite to the cooling interior heat exchanger 23 is connected
with the intake side of the circulation pump 25. A side of the
circulation pump 25 opposite to the heat-generating body 22
(discharge side) is connected with the other side of the cooling
heat exchanger 40 (a side on which the cooling heat medium flows
in). Between the cooling interior heat exchanger 22 and the
heat-generating body 22 and between the cooling interior heat
exchanger 23 and the third connection port of the three-way valve
26 is connected with a bypass route 21a that circulates the cooling
heat medium by bypassing the cooling interior heat exchanger 23. To
the cooling interior heat exchanger 23 is attached an interior fan
23a. The interior fan 23a is an electric motor-driven air blower
for taking in air introduced into the vehicle interior, that is,
air in the vehicle interior (internal air) or air taken in from the
exterior (external air). Between the heat-generating body 22 and
the circulation pump 25 is connected with the reservoir tank
24.
[0113] With this connection construction, the circulation pump 25,
the cooling intermediate heat exchanger 40, the three-way valve 26,
the cooling interior heat exchanger 23, the heat-generating body
22, and the circulation pump 25 are connected in order in
circularly. There are formed the first closed circuit and the
second closed circuit, the second closed circuit being constituted
by the circulation pump 25, the cooling intermediate heat exchanger
40, the three-way valve 26, the bypass route 21a, the
heat-generating body 22, and the circulation pump 25 that are
connected in order in a cyclic pattern are formed.
[0114] The cooling interior heat exchanger 23 is a heat transfer
device for transferring heat from a higher temperature medium to a
lower temperature medium between the cooling heat medium
circulating in the cooling heat medium circulation channel 21 and
the interior air taken in by the interior fan 23 a or external air
taken in by the interior fan 23a. The circulation pump 25 is an
electric motor-driving type fluid device for circulating the
cooling heat medium in the cooling heat medium circulation channel
21. The three-way valve 26 is a switch that switches between the
circulation channels of the cooling heat medium by switching the
valve body.
[0115] The reservoir tank 24 is to control a variation in the
pressure in the cooling heat medium circulation channel 21
following a variation in temperature of the cooling heat medium.
The reservoir tank 24 pools excessive cooling heat medium in case
that the pressure in the cooling heat medium circulation channel 21
is elevated due to an increase in the cooling heat medium. On the
other hand, in case that the temperature of the cooling heat medium
is lowered to reduce the pressure in the cooling heat medium
circulation channel 21, the cooling heat medium pooled in the
reservoir tank 24 is returned to the cooling heat medium
circulation channel 21. With such an operation, the pressure in the
cooling heat medium circulation channel 21 is maintained always at
a specified value.
[0116] The heat-generating body 22 indicates a component of the
electric motor-driving system in EV 1000. For example, the battery
100, the motor generator 200, and the inverter unit 300 correspond
thereto and are objects of temperature control with the cooling
heat medium. The heat-generating bodies 22, which are objects of
temperature control, include an electric power converting unit
other than the inverter 300, for example, a DC/DC converter
installed in the charger 500 or the gearbox of the
transmission.
[0117] Hear, it is desirable that the heat-generating bodies 22 are
arranged in series between the cooing interior heat exchanger 23
and the circulation pump 25 such that the heat-generating bodies 22
are arranged in an increasing order of allowable temperature or in
an increasing order of thermal time constant from the upstream side
(low temperature state). For example, the battery 100, the inverter
unit 300, and the motor generator 200 are arranged in this order.
The heat-generating bodies 22 may be arranged between the cooling
interior heat exchanger 23 and the circulation pump 25 such that
the battery 100, the inverter unit 300 and the motor generator 200
are arranged in parallel to each other.
[0118] Though the heat-generating bodies 22 are arranged between
the cooling interior heat exchanger 23 and the circulation pump 25,
they may be arranged between the cooling intermediate heat
exchanger 50 and the three-way valve 26.
[0119] The air-conditioning heat transfer system 30 is constructed
by the air-conditioning interior heat exchanger 32, the circulation
pump 33 and the air-cooling intermediate heat exchanger 50 that are
mechanically connected with each other through the air-conditioning
heat medium circulation channel 31.
[0120] On one side of the air-conditioning intermediate heat
exchanger 50 (on the side where the air-conditioning heat medium
flows out) is connected with the side of the air-conditioning
interior heat exchanger 32 opposite to the circulation pump 33 (on
the side where the air-conditioning heat medium flows in). On the
side of the air-conditioning interior heat exchanger 32 opposite to
the air-conditioning intermediate heat exchanger 50 (on the side
where the air-conditioning heat medium flows out) is connected to
the intake side of the circulation pump 33. The side (the discharge
side) of the circulation pump 33 opposite to the air-conditioning
interior heat exchanger 32 is connected to the other side (the side
where the air-conditioning heat medium flows in) of the
air-conditioning intermediate heat exchanger 50.
[0121] With this connection construction, a closed circuit is
formed constructed by the circulation pump 33, the air-conditioning
intermediate heat exchanger 50, the air-conditioning interior heat
exchanger 32, and the circulation pump 25, connected in order
circularly.
[0122] The air-conditioning interior heat exchanger 32 is a heat
transfer device that transfers heat from a higher temperature
medium to a lower temperature medium between the air-conditioning
heat medium circulating in the air-conditioning heat medium
circulation channel 31 and the interior air or exterior air taken
in by the interior fan 23a. The circulation pump 33 is an electric
motor-driving type fluid device that circulates the
air-conditioning heat medium in the air-conditioning heat medium
circulation path 31.
[0123] The cooling interior heat exchanger 23 and the
air-conditioning interior heat exchanger 32 are arranged in the
order of the air-conditioning interior heat exchanger 32 and the
cooling interior heat exchanger 23 in the direction of from the
upstream side toward the downstream side of the flow of internal
air or external air. The cooling interior heat exchanger 23 and the
air-conditioning interior heat exchanger 32 have the interior fan
23a in common. The interior fan 23a is arranged on the downstream
side of the cooling interior heat exchanger 23 and the
air-conditioning interior heat exchanger 32 with respect to the
flow of the interior air or the exterior air.
[0124] Between the cooling interior heat exchanger 23 and the
air-conditioning interior heat exchanger 32 is provided a
communication path 60. The communication path 60 is provided in
order to perform control of the pressure in the air-conditioning
heat medium circulation channel 31 corresponding to a temperature
variation of the air-conditioning heat medium with the reservoir
tank 24 connected to the cooling heat medium circulation channel
21. That is, the cooling heat transfer system 20 and the
air-conditioning heat transfer system 30 have the reservoir tank 24
in common. In case that the temperature of the air-conditioning
heat medium becomes relatively high to increase the pressure in the
air-conditioning heat medium circulation channel 31, excessive
air-conditioning heat medium is discharged from the
air-conditioning heat exchange circulation channel 31 via the
communication path 60 and accumulated in the reservoir tank 24.
Here, the air-conditioning heat medium and the cooling heat medium
are the same and comprise water or a non-freezing solution. In case
that the temperature of the air-conditioning heat medium is lowered
to reduce the pressure in the air-conditioning heat medium
circulation channel 31, the accumulated air-conditioning heat
medium is returned from the reservoir tank 24 to the
air-conditioning heat medium circulation channel 31 via the cooling
heat medium circulation channel 21 and the communication path 60.
With this operation, the pressure in the air-conditioning heat
medium circulation channel 31 is maintained always at a specified
value.
[0125] Since the cooling heat transfer system 20 and the
air-conditioning heat transfer system 30 have the reservoir tank 24
in common according to the present embodiment as mentioned above,
the number of components of the heat cycle system 1 can be reduced,
so that the construction of the heat cycle system 1 can be
simplified. The simplified construction of the heat cycle system 1
improves the maintenanability of the heat cycle system 1, in which
the piping constituting the channels and components could be
arranged in a complicated manner in a narrow installation space,
and contributes to downsizing and a reduction in cost of the heat
cycle system 1.
[0126] The reservoir tank 24 may be provided in the
air-conditioning heat medium circulation channel 31. In the example
shown in FIG. 1, the reservoir tank 24 is provided between the
heat-generating body 22 and the circulation pump 25. However, it
may be arranged in other areas on the cooling heat medium
circulation channel 21.
[0127] According to the present embodiment, a drainage mechanism
for draining the cooling heat medium that flows in the cooling heat
medium circulation channel 21 and the air-conditioning heat medium
that flows in the air-conditioning heat medium circulation channel
31 to the exterior is provided at the lowest position of the
cooling heat medium circulation channel 21. According to the
present embodiment, the drainage mechanism is provided between the
reservoir tank 24 on a circulation channel between the reservoir
tank 24 and the circulation pump 25 in the cooling heat medium
circulation channel 21. The drainage mechanism is constructed by a
drainage path 70 connected to the circulation channel between the
reservoir tank 24 and the circulation pump 25 in the cooling heat
medium circulation channel 21 and a drainage on-off valve 71. The
drainage on-off valve 71 is opened when the cooling heat medium
circulating in the cooling heat medium circulation channel 21 and
the air-conditioning heat medium circulating in the
air-conditioning circulation channel 31 are exchanged therebetween.
The air-conditioning heat medium circulating in the
air-conditioning circulation channel 31 is drained to the cooling
heat medium circulation channel 21 via the communication path 60
and then discharged to the exterior by the drainage mechanism. To
this end, the communication path 60 communicates the cooing heat
medium circulation channel 21 and the air-conditioning heat medium
circulation channel 31 therebetween at their lowest positions.
[0128] With the above-mentioned construction, the number of
components of the heat cycle system 1 can be further decreased, so
that the construction of the heat cycle system 1 can be further
simplified. This can further improve maintenability of the heat
cycle system 1 and contribute to downsizing and cost reduction of
the heat cycle system 1.
[0129] Now, the operational actions of the heat cycle system 1 are
explained for each operation mode.
[0130] (Air-Cooling Operation)
[0131] Air-cooling operation means an operation mode in which there
is performed air-cooling of the vehicle interior with
air-conditioning heat transfer system 30 constructed by the
exterior heat exchanger 14 as a condenser, the air-conditioning
intermediate heat exchanger 50 and the cooling intermediate heat
exchanger 40 as evaporators as well as cooling of the
heat-generating body 22 with the cooling heat transfer system 20.
In the case of the air-cooling operation, as shown in FIG. 1, the
discharging side of the compressor 1 is connected to the exterior
heat exchanger 14 via the four-way valve 13 provided in the
refrigeration cycle system 10, and the intake side of the
compressor 12 is connected to the air-conditioning intermediate
heat exchanger 50. To the intake side of the compressor 12 is
connected the cooling intermediate heat exchanger 50. The cooling
hat medium is circulated in the bypass rouge 21a through the
three-way valve 26.
[0132] The refrigerant compressed by the compressor 12 to become
gaseous refrigerant at high temperature and high pressure exchanges
heat with external air (radiates heat) to be liquefied. Then the
refrigerant passes through the expansion valve that is in a full
opened state and then divided in the receiver 24 into a portion of
the refrigerant that flows into the air-conditioning intermediate
heat exchanger 50 and a portion of the refrigerant that flows into
the cooling intermediate heat exchanger 40. The portion of the
refrigerant that flows into the air-conditioning intermediate heat
exchanger 50 is decompressed by the expansion valve 17 to have a
lower temperature and a lower pressure. The refrigerant having a
lower temperature and a lower pressure absorbs, in the
air-conditioning intermediate heat exchanger 50, heat from the
air-conditioning heat medium of the air-conditioning heat medium
circulation path 31 to be evaporated, and is returned to the
compressor 12 via the four-way valve 13. On the other hand, the
portion of the refrigerant that is flown to the cooling
intermediate heat exchanger 40 is decompressed by the expansion
valve 16 to become a refrigerant having a lower temperature and a
lower pressure. The refrigerant having a lower temperature and a
lower pressure absorbs, in the cooling intermediate heat exchanger
40, heat from the cooling heat medium of the cooling heat medium
circulation channel 21 to be evaporated and is returned to the
compressor 12.
[0133] By driving the circulation pump 33 provided in the
air-conditioning heat medium circulation channel 31, the
air-conditioning heat medium that is cooled due to heat exchange at
the air-conditioning intermediate heat exchanger 50 is supplied to
the air-conditioning interior heat exchanger 32. The
air-conditioning heat medium exchanges heat with air introduced to
the interior by driving the interior fan 23a in the
air-conditioning interior heat exchanger 32, i.e., the heat of air
is radiated to the air-conditioning heat medium.
[0134] When the circulation pump 25 provided in the cooling heat
medium circulation channel 21 is driven, the cooling heat medium
cooled at the cooling intermediate heat exchanger 40 is supplied to
the heat-generating body 22 via the bypass route 21a. The cooling
heat medium exchanges heat with the heat-generating body 22, i.e.,
the heat of the heat-generating body 22 is radiated to the cooling
heat medium. As a result, the heat-generating body 22 is
cooled.
[0135] Since according to the present embodiment, both the
air-conditioning intermediate heat exchanger 50 and the cooling
intermediate heat exchanger 40 can be used as evaporators as
mentioned above, the air-cooling of the vehicle interior and the
cooling of the heat-generating body 22 can be achieved
simultaneously. Furthermore, since the air-conditioning
intermediate heat exchanger 50 and the cooling intermediate heat
exchanger 40 are parallel connected to the intake side of the
compressor 12 in parallel and the expansion valves 16, 17 are
provided in the cooling channel 11a and the air-conditioning
channel 11b, respectively, flow rates of the portions of the
refrigerant that flow in the air-conditioning intermediate heat
exchanger 50 and the cooling intermediate heat exchanger 40 can be
changed freely. As a result, the temperature of the cooling heat
medium and the temperature of the air-conditioning heat medium can
be controlled to be at any setup temperatures, Therefore, even when
the temperature of the air-conditioning heat medium is sufficiently
lowered in order to perform air-cooling, the temperature of the
cooling heat medium to which the heat-generating body 22 is
connected can be maintained high by suppressing the flow rate of
the portion of the refrigerant that flows into the cooling
intermediate heat exchanger 40.
[0136] When the surface temperature of the heat-generating body 22
becomes lower than the temperature of the external air, heat is
transferred from the external air to the heat-generating body 22.
Therefore, the cooling performance required of the refrigeration
cycle system 10 increases by an amount that corresponds to the
amount of heat gained, which will increase power consumption. This
results in an increase in use amount of the electricity from the
battery 100, leading to a decrease in travel distance. In case that
the temperature of the heat-generating body 22 is lower than the
dew point of the external air, there is the possibility that dew
formation will occur, so that countermeasures against troubles
caused by the dew formation become necessary. Since such a
technical problem will do for the piping route, it is desirable
that the temperature of the cooling heat medium is maintained
higher than the temperature of the external air.
[0137] The temperature of the cooling heat medium can be controlled
by controlling the opening of the expansion valve 16. In a
simplified case, the valve is relatively more opened when the
temperature of the cooling heat medium is relatively high and the
valve is relatively more closed when that temperature is relatively
low.
[0138] The performance of the refrigeration cycle circuit 10 can be
controlled by regulating the rotational speed of the compressor 12
such that the temperature of the air-conditioning heat medium
reaches a setup temperature. When it is determined that the load of
air-cooling is high, the target temperature of the air-conditioning
heat medium is lowered whereas when it is determined that the load
of air-cooling is low, the target temperature of the
air-conditioning heat medium is elevated. By so doing, control of
the air-conditioning performance corresponding to the load can be
achieved.
[0139] When no load of air-cooling is imposed and only cooling of
the heat-generating body 22 is required, it is necessary to use
only the cooling intermediate heat exchanger 40 as an evaporator by
stopping the circulation pump 33 and the interior fan 23a and
closing the expansion valve 17 and controlling the opening of the
expansion valve 16. This makes it possible to cool the cooling heat
medium, so that the heat-generating body 22 can be cooled. In this
case, the rotational speed of the compressor 12 is controlled so
that the temperature of the cooling heat medium reaches the target
temperature. In this case, the target temperature is set at a
temperature higher than the temperature of the external air. Also,
the heat exchange amount may be changed by controlling the
rotational speed of the circulation pump 25.
[0140] (Air-Cooling/Dehumidifying Operation)
[0141] In an air-cooling/dehumidifying operation, the two-way valve
26 is opened from the state shown in FIG. 1 to allow the cooling
heat medium at a high temperature to flow into the side of the
cooling interior heat exchanger 23. When the t cooling heat medium
41 B having a high temperature is introduced in the cooling
interior heat exchanger 23 as mentioned above, it is possible to
perform a so-called reheating and dehumidifying operation in which
the air that is cooled and dehumidified at the air-conditioning
interior heat exchanger 32, after being heated at the cooling
interior heat exchanger 23, is blown into the vehicle interior.
Since the air supplied to the vehicle interior has a lower relative
humidity, comfortableness of the interior space can be
improved.
[0142] The heat source of the cooling interior heat exchanger 23
used as a reheater is a so-called waste heat that is generated by
the heat-generating body 22. Therefore, unlike the case where a
heater or the like is used for reheating, it is unnecessary to
additionally introduce energy, so that the comfortableness of the
vehicle interior can be improved without increasing power
consumption.
[0143] The amount of reheat may vary depending on the temperature
and flow rate of the portion of the cooling heat medium that flows
to the side of the cooling interior heat medium 23. Accordingly,
the reheat can be controlled by varying the heat exchange amount at
the cooling intermediate heat exchanger 40 or the flow rate of the
portion of the cooling heat medium that flows out to the side of
cooling interior heat exchanger 23. In order to make variable the
heat exchange amount of the cooling intermediate heat exchanger 40,
the opening of the expansion valve 16 may be controlled to control
the flow rate of the portion of the refrigerant that flows into the
cooling intermediate heat exchanger 40. When no cooling is
necessary, the expansion valve 16 may be fully closed.
[0144] In order to make variable the flow rate of the portion of
the cooling heat medium that flows into the cooling interior heat
exchanger 23, the open-close state of the three-way valve 26 may be
controlled.
[0145] (Air-Heating Operation)
[0146] Next, the actions at the time of air-heating operations are
explained referring to FIG. 2.
[0147] The air-heating operation can be performed in two operation
modes depending on the load of air-heating.
[0148] A first operation mode is a heat-radiating operation mode
when the load of air-heating is low and uses the heat released from
the heat-radiating body 22 without using the refrigeration cycle
system 10 for air-heating. In the heat-radiating operation mode,
the circulation pump 25 and the interior fan 23a are started up and
the two-way valve 26 is opened to introduce the cooling heat medium
into the cooling interior heat exchanger 23. Since the cooling heat
medium is already heated by the heat-generating body 22, the
cooling heat medium will be cooled when it radiates heat to the air
to be blown into the vehicle interior at the cooling interior heat
exchanger 23 and the air to be blown into the vehicle interior is
heated. By utilizing the heat released from the heat-generating
body 22 for air-heating, the air-conditioning can be performed with
suppressing energy consumption.
[0149] A second operation mode of the air-heating operation is an
operation mode when the heat released from the heat-generating body
22 is insufficient for the load of air-heating, i.e., an
air-heating/heat-radiating operation mode in which the
refrigeration cycle system 10 is used in combination with the heat
released from the heat-generating body 22. In this case, the
four-way valve 13 provided in the refrigeration cycle system 10 is
switched as indicated by a solid line connecting the discharge side
of the compressor 12 to the air-conditioning intermediate heat
exchanger 50 and the intake side of the compressor 12 to the
exterior heat exchanger 14. That is, there is formed a cycling in
which the air-heating intermediate heat exchanger 50 works as a
condenser and the exterior heat exchanger 14 as an evaporator.
[0150] The refrigerant compressed by the compressor 12 is condensed
and liquefied when it exchanges heat with the air-conditioning heat
medium to radiate heat to the air-conditioning heat medium at the
air-conditioning intermediate heat exchanger 50. Thereafter, the
condensed and liquefied refrigerant is decompressed through the
expansion valve 15, evaporated and gasified due to heat exchange
with the exterior air at the exterior heat exchanger 14, and
returned to the compressor 12. The expansion valve 17 is fully
opened and the cooling intermediate heat exchanger 40 is not
used.
[0151] By starting up the circulation pump 33, the air-conditioning
heat medium warmed with the condensation heat from the refrigerant
at the air-conditioning intermediate heat exchanger 50 flows into
the air-conditioning interior heat exchanger 32, where the warmed
refrigerant releases heat to the air to be blown into the vehicle
interior space. The air heated at the air-conditioning interior
heat exchanger 32 is flown to the cooling interior heat exchanger
23 that is arranged on the downstream side of the flow of air and
gains heat from the cooling heat medium heated by the
heat-generating body 22 to be further elevated in temperature and
then blown out into the vehicle interior space.
[0152] As mentioned above, the system is constructed such that the
air to be blown into the vehicle interior is further heated with
the heat released from the heat-generating body 22 after it is
heated by the refrigeration cycle system 10. As a result, the
temperature of the air blown from the air-conditioning interior
heat exchanger 32 can be kept low as compared with the temperature
of the air to be blown into the vehicle interior from the cooling
interior heat exchanger 23. That is, an air-conditioning apparatus
that consumes less energy can be constructed by utilizing heat
released from the heat-generating body 22 for air-heating.
[0153] By controlling the air-heating performance of the
refrigeration cycle system 10, the temperature of the cooling heat
medium can be controlled depending on the amount of heat generated
by the heat-generating body 22. When the amount of heat generated
by the heat-generating body 22 increases, the temperature of the
cooling heat medium increases, and therefore to the air-heating
performance of the refrigeration cycle system 10 is decreased. Due
to this, the amount of heat released from the air-conditioning
interior heat exchanger 32 is decreased, and therefore the
temperature of the air that flows into the cooling interior heat
exchanger 23 is lowered. Accordingly, the amount of heat radiated
from the cooling heat medium increases and the temperature
increases, so that the temperature elevation of the cooling heat
medium is suppressed.
[0154] Conversely, when the amount of heat generated by the
heat-generating body 22 is decreased, the temperature of the
cooling heat medium is lowered. Accordingly, the lowering of
temperature of the cooling heat medium is suppressed by increasing
the air-heating performance of the refrigeration cycle system 10 to
increase the temperature of the air that flows into the cooling
interior heat exchanger 23.
[0155] As a concrete example of controlling the performance of the
refrigeration cycle system 10, controlling the rotational speed of
the compressor 12 may be referred to.
[0156] It is effective to control the temperature of the cooling
heat medium within a predetermined temperature range for avoiding a
trouble, for example, that the temperature of the heat-generating
body deviates from its operational temperature range.
[0157] (Air-Heating/Cooling Operation)
[0158] FIG. 5 is a diagram illustrating an air-heating/cooling
operation. As mentioned above, when the load of air-heating is
high, the target temperature of the cooling heat medium may be set
higher. However, when it is difficult to elevate the target
temperature of the cooling heat medium according to, for example,
the specification of the heat-generating body 22, the air-heating
performance cannot be increased. In such a case, the
air-heating/cooling operation as explained below is performed to
implement both the cooling of the cooling heat medium and the
heating of the air-conditioning heat medium simultaneously.
[0159] In the case of air-heating/cooling operation, like the
combined air-heating/heat radiating operation, there is formed a
cycling in which the air-conditioning intermediate heat exchanger
50 is used as a condenser and the exterior heat exchanger 14 is
used as an evaporator; and additionally the expansion valve 16 is
opened to use the cooling intermediate heat exchanger 40 as an
evaporator. The refrigerant that is condensed and liquefied at the
air-conditioning intermediate heat exchanger 50 is divided into two
portions after passing through the expansion valve 17, one of the
divided portions of the refrigerant is returned to the compressor
12 after it is decompressed through the expansion valve 23 and
evaporated at the exterior heat exchanger 14. The other of the
divided portions of the refrigerant is decompressed through the
expansion valve 16 and cools the cooling heat medium at the cooling
intermediate heat exchanger 40 to be evaporated and gasified, and
then returned to the compressor 12 through the three-way valve
21.
[0160] In the air-heating/cooling operation, the heat released from
the heat-generating body 22 is recovered at the cooling
intermediate heat exchanger 40 as a heat source for the
refrigeration cycle system 10, transferred to the air-conditioning
interior heat exchanger 32 and released into the vehicle interior
from the air-conditioning interior heat exchanger 32 via the
air-conditioning intermediate heat exchanger 50. As mentioned
above, it is possible to recover the heat released by the
heat-generating body 22 and to use the recovered heat for
air-heating, while controlling the temperature of the
heat-generating body 22. Since it is possible to absorb heat from
external air by using the exterior heat exchanger 14, the
air-heating performance can be increased.
[0161] It is possible to control the amount of heat absorbed from
the cooling heat medium and the amount of heat absorbed from the
external air individually by controlling the openings of the
expansion valves 16 and 23, respectively.
[0162] When the temperature of the cooling heat medium becomes
lower than the temperature of the air-conditioning cooling medium,
the air heated at the air-conditioning interior heat exchanger 32
will be cooled at the cooling interior heat exchanger 23. In such a
case, the two-way valve 26 is operated in the cooling heat medium
circulation channel 21 to divert the cooling heat medium that is
cooled at the cooling intermediate heat exchanger 40 to the bypass
route 21a. This prevents the air to be blown into the vehicle
interior from being cooled by the cooling heat medium.
[0163] In case when the load of air-heating is lowered and the
air-heating/cooling operation is changed to a combined
air-heating/heat-radiating operation, there is the possibility that
there occurs a trouble, for example, that the blowing temperature
becomes low if the temperature of the cooling heat medium is low.
Therefore, it is desirable to increase the temperature of the
cooling heat medium before the operation mode change This can be
achieved by controlling the opening of the expansion valve 16 since
the temperature of the cooling heat medium can be controlled by
making variable the amount of heat exchange of the cooling
intermediate heat exchanger 40.
[0164] In case when it is detected that the temperature of the
air-conditioning cooling medium becomes lower than the temperature
of the cooling heat medium while keeping the temperature of the
cooling heat medium during the air-heating/cooling operation, the
load of air-heating is judged to be decreased, so that the
operation mode of the system can be changed from the
air-heating/cooling operation to the combined air-heating/heat
radiating operation mode.
[0165] (Heating Operation)
[0166] Upon starting up of the system when the external air
temperature is low as in winter seasons, the temperature of the
cooling heat medium is low so that it cannot be used for
air-heating immediately after its starting up and it is necessary
to wait for a while until the temperature of the cooling heat
medium increases with the heat released from the heat-generating
body 22. In such a case, the expansion valve 16 is closed to
perform an air-heating operation by using the air-conditioning
interior heat exchanger 32. Also, a cycling is constructed in which
the heat exchange does not occur at the cooling interior heat
exchanger 23 between the cooling heat medium of low temperature and
the blown air into the vehicle interior, for which the two-way
valve 26 is closed and the two-way valve 25 is opened.
[0167] In case when the temperature of the heat-generating body 22
is lower than the allowable temperature of the lower temperature
side, the cooling heat medium is warmed at the cooling intermediate
heat exchanger 40, and the warmed cooling heat medium is supplied
to the heat-generating body 22 via the three-way valve 26 and the
bypass route 21a to warm the heat-generating body 22 in advance
immediately before starting up EV 1000. In this case, a start up
time is preliminarily set in the startup time setting system, and
before a predetermined time prior to the set time the heat cycle
system 1 is activated, and the above-mentioned heating operation is
performed. By so doing, the heat-generating body 22 can be operated
efficiently at the start up of EV 1000, so that EV 1000 can be
driven by supplying from the motor generator 200, a torque
corresponding to the demanded torque.
Second Embodiment
[0168] A second embodiment of the heat cycle system 1 installed in
EV 1000 is explained referring to FIGS. 4 and 5.
[0169] The second embodiment is an improved variation of the first
embodiment, in which there is provided a circulation channel
connection control unit that can connect in series a portion of the
cooling air-conditioning heat medium circulation channel 31 to a
portion of the cooling heat medium circulation channel 21 such that
the heat medium that flows in the cooling circulation heat medium
circulation channel 21 can flow through the air-conditioning
intermediate heat exchanger 50 and the cooling intermediate heat
exchanger 40 in series.
[0170] Note that the structures similar to those according to the
first embodiment are indicated with the same reference numerals as
those used in the first embodiment and explanation thereof is
omitted.
[0171] The circulation channel connection control unit is
constructed by a three-way valve 84, a three-way valve 83, a
three-way valve 81, a connection path 82 and a connection path 80.
The three-way valve 84 is provided on the circulation path between
the circulation pump 25 and the cooling intermediate heat exchanger
40. The three-way valve 83 is provided on the circulation path
between the circulation pump 33 and the air-conditioning
intermediate heat exchanger 50. The three-way valve 81 is provided
on the circulation path between the air-conditioning intermediate
heat exchanger 50 and the air conditioning interior heat exchanger
32. The connection path 82 connects between the three-way valve 84
and the three-way valve 83.
[0172] The first connection port of the three-ay valve 81 is
connected with one side (the side where the air-conditioning heat
medium flows out) of the air-conditioning intermediate heat
exchanger 50. The second connection port of the three-way valve 81
is connected with a side of the air-conditioning interior heat
exchanger 32 on the side (the side where the air-conditioning heat
medium flows in) of the air-conditioning intermediate heat
exchanger 50. The third connection port of the three-way valve 81
is connected with the connection path 80. The first connection port
of the three-way valve 83 is connected with the discharge side of
the circulation pump 33. The second connection port of the
three-way valve 83 is connected with the other side (the side where
the air-conditioning heat medium flows in) of the air-conditioning
intermediate heat exchanger 50. The third connection port of the
three-way valve 83 is connected with the connection path 82. The
first connection port of the three-way valve 84 is connected with
the discharge side of the circulation pump 25. The second
connection port of the three-way valve 84 is connected to one side,
i.e., the discharge side where the cooling heat medium flows in, of
the cooling intermediate heat exchanger 40. The third connection
port of the three-way valve 84 is connected with the connection
path 82.
[0173] In case where it is desired to increase the performance of
controlling the temperature of (cooling) the heat-generating body
22 by making the amount of heat exchanged between the cooling heat
medium supplied to the heat-generating body 22 and the refrigerant
larger than the amount of the heat exchange between the refrigerant
and the cooling intermediate heat exchanger 40 alone, the three-ay
valves 81, 83, 84 for switching the direction of the flow of fluid
are driven to switch the direction of flow of the cooling heat
medium.
[0174] Here, the case where it is desired to increase the
performance of controlling the temperature of (cooling) the
heat-generating body 22 is, for example, a case where running on a
sloping road that requires high load of the motor is continued; the
heat generation by the motor generator or the inverter unit that
constitutes the heat-generating body 22 generates more heat, so
that their temperature increases. Accordingly, in case that the
increase in temperature due to the increase in heat generation
exceeds a predetermined acceptable value, the three-way valves 81,
83, 84 may be driven to switch the direction of flow of the cooling
heat medium as mentioned above. Such a control is performed, for
example, by the vehicle controller 840.
[0175] Here, in case that the heat cycle system 1 is in each of the
operation modes as described in the first embodiment (the case
shown in FIG. 4), the three-way valves 81, 83, 84 are in a state in
which the cooling heat medium does not flow to the connection paths
80, 82, that is, each of them is in a state where the cooling heat
medium does not flow in the direction of from the first connection
port to the second connection port.
[0176] In case where it is desired to increase the performance of
controlling the temperature of (cooling) the heat-generating body
22 by making the amount of heat exchanged between the cooling heat
medium supplied to the heat-generating body 22 and the refrigerant
larger than the amount of the heat exchange between the refrigerant
and the cooling intermediate heat exchanger 40 alone, the switching
mechanism of the three-way valves 81, 83, 84 is driven as follows.
That is, as shown in FIG. 5, the three-way valves 81, 83, 84 are
driven such that the cooling heat medium flows in the direction of
from the first connection port to the third connection port of the
three-way valve 81, the cooling heat medium flows in the direction
of from the third connection port to the second connection port of
the three-way valve 83, and the cooling heat medium flows in the
direction of from the first connection port to the third connection
port of the three-way valve 84. As a result, the cooling heat
medium pumped by the circulation pump 25 is fed to the
air-conditioning intermediate heat exchanger 50 through the
three-way valve 84, the connection path 82, and the three-way valve
83 to exchange heat with the refrigerant of the refrigeration cycle
system 10. Thereafter, the cooling heat medium that flows out from
the air-conditioning intermediate heat exchanger 50 is fed to the
cooling intermediate heat exchanger 40 through the three-way valve
81 and the connection path 80 to exchange heat with the refrigerant
again.
[0177] Note that in FIG. 5, the paths in which the cooling heat
medium flows are indicated by solid lines and the paths in which no
heat medium flows are indicated by broken lines.
[0178] According to the second embodiment, by flowing the cooling
heat medium through the air-conditioning intermediate heat
exchanger 50 and the cooling intermediate heat exchanger 40 in
order in series, the amount of heat exchange between the cooling
heat medium and the refrigerant can be made larger than that in the
case of the first embodiment, so that the performance of cooling
the heat-generating body 22 can be made larger than that in the
first embodiment. Therefore, in case that further downsizing and
higher output of the heat-generating body is required, such
requirement can be met. In addition, this is coped with out
concomitant enlargement of the heat cycle system for a mobile
object.
[0179] In this case, air-cooling of the vehicle interior becomes
impossible. In case where it is desired to perform both the cooling
of the heat-generating body and the air-cooling of the vehicle
interior simultaneously, two flow control valves instead of the
three-way valve 26 may be arranged one on the bypass route 21a and
the other on the circulation path leading to the side of the
cooling interior heat exchanger 23 to control the flow rates of the
cooling heat medium that flows on the side of the cooling interior
heat exchanger 23 and of the cooling heat medium that flows in the
bypass route 21a, respectively.
Third Embodiment
[0180] A third embodiment of the heat cycle system 1 for a mobile
object installed in EV 1000 is explained referring to FIGS. 6 and
7.
[0181] The third embodiment is an improved variation of the first
embodiment, in which there is provided a circulation channel
connection switch unit that switches such that the cooling heat
medium circulation channel 21 can be connected with the
heat-generating body 22 and the cooling air-conditioning heat
medium circulation channel 31 with a heat-generating body 27 other
than the heat-generating body 22. For example, the battery 100 and
the inverter unit 300 correspond to the heat-generating bodies 22
and the motor generator 200 corresponds to the heat-generating body
27. As a result, the cooling heat medium that circulates in the
cooling heat medium circulation path 21 can be flown to the
heat-generating body 22 and separately, the air-conditioning heat
medium that circulates in the air-conditioning heat medium
circulation path 31 can be flown to the heat-generating body
27.
[0182] The structures similar to those according to the first
embodiment are indicated with the same reference numerals as those
used in the first embodiment and explanation thereof is
omitted.
[0183] The circulation path connection switch unit is constructed
by a three-way valve 94, a three-way valve 91, a three-way valve
92, a four-way valve 95, a connection path 90, a connection path 93
and a connection path 96. The three-way valve 94 is provided on a
circulation path between the air-conditioning intermediate heat
exchanger 50 and the air-conditioning interior heat exchanger 32.
The three-way valve 91 is provided on a circulation path between
the air-conditioning interior heat exchanger 32 and the circulation
pump 33. The three-way valve 92 is provided on a circulation path
between the heat-generating body 27 and the circulation pump 25.
The three-way valve 95 is provided on a circulation path between
the reservoir tank 24 and the heat-generating body 27. The
connection path 90 connects between the three-way valve 91 and the
three-way valve 92. The connection path 93 connects between the
three-way valve 94 and the four-way valve 95. The connection path
96 connects between the circulation path provided between the
three-way valve 92 and the circulation pump 25 and the four-way
valve 95.
[0184] The first connection port of the three-ay valve 94 is
connected with one side (the side where the air-conditioning heat
medium flows out) of the air-conditioning intermediate heat
exchanger 50. The second connection port of the three-way valve 94
is connected with a side of the air-conditioning interior heat
exchanger 32 on the side (the side where the air-conditioning heat
medium flows in) of the air-conditioning intermediate heat
exchanger 50. The third connection port of the three-way valve 94
is connected with the connection path 93. The first connection port
of the three-ay valve 91 is connected with one side (the side where
the air-conditioning heat medium flows out) of the air-conditioning
interior heat exchanger 32. The second connection port of the
three-way valve 91 is connected with the intake side of the
circulation pump 33. The third connection port of the three-way
valve 91 is connected with the connection path 90. The first
connection port of the three-way valve 92 is connected with a side
of the heat-generating body 27 on the side of the circulation pump
25. The second connection port of the three-way valve 92 is
connected with the intake side of the circulation pump 25. The
second connection port of the three-way valve 92 is connected with
the intake side of the circulation pump 25. The third connection
port of the three-way valve 92 is connected with the connection
path 90. The first connection port of the four-way valve 95 is
connected with a side of the reservoir tank 24 opposite to the side
of the heat-generating body 22. The second connection port of the
four-way valve 95 is connected with a side of the heat-generating
body 27 opposite to the side of the three-way valve 92. The third
connection port of the four-way valve 95 is connected with the
connection path 93. The fourth connection port of the four-way
valve 95 is connected with the connection path 96.
[0185] In case where it is desired to increase the performance of
temperature control (cooling) of the heat-generating bodies 22, 27
by making the amount of heat exchanged between the heat-generating
bodies 22, 27 and the heat medium (cooling heat medium and the
air-conditioning heat medium) larger than that of heat exchanged
between the heat-generating bodies and the cooling heat medium, the
three-way valves 91, 92, 94 and the four-way valve 95 for switching
the directions of the low of the fluid are driven to switch the
directions of the flow of the cooling heat medium and the
air-conditioning heat medium.
[0186] Here, the case where it is desired to increase the
performance of temperature control (cooling) of the heat-generating
body 22 is, for example, a case where running on a sloping road
that requires high load of the motor is continued; temperatures of
the heat-generating bodies 22, 27 increases considerably.
Accordingly, in case that the increase in temperature due to the
increase in heat generation exceeds a predetermined acceptable
value, the three-way valves 91, 92, 93 and the four-way valve 95
may be driven to switch the directions of the flow of the cooling
heat medium and the air-conditioning heat medium as mentioned
above. Such a control is performed, for example, by the vehicle
controller 840.
[0187] Here, in case that the heat cycle system 1 is in each of the
operation modes as described in the first embodiment (the case
shown in FIG. 6), the three-way valves 91, 92, 93 and the four-way
valve 95 are in a state in which the cooling heat medium does not
flow to the connection paths 90, 93, 96, that is, each of them is
in a state where the cooling heat medium does not flow in the
direction of from the first connection port to the second
connection port.
[0188] In case where it is desired to increase the performance of
temperature control (cooling) of the heat-generating bodies 22, 27
by making the amount of heat exchanged between the heat-generating
bodies 22, 27 and the heat media larger than the amount of the heat
exchanged between the heat-generating bodies 22, 27 and the cooling
heat medium, the switching mechanism of the three-way valves 91,
92, 93 and the four-way valve 95 is driven as shown in FIG. 7. That
is, the switching mechanism is driven such that the
air-conditioning heat medium flows in the direction of from the
first connection port to the third connection port of the three-way
valve 94, the air-conditioning heat medium flows in the direction
of from the third connection port to the third connection port of
the three-way valve 92, the air-conditioning heat medium flows in
the direction of from the third connection port to the second
connection port of the three-way valve 91, and the cooling heat
medium flows in the direction of from the first connection port to
the fourth connection port of the four-way valve 95, and at the
same time the air-conditioning heat medium flows from the third
connection port to the second connection port of the four-way valve
95. As a result, the cooling heat medium pumped by the circulation
pump 25 is fed to the cooling intermediate heat exchanger 40 where
it exchanges heat with the refrigerant in the refrigeration cycle
system 10. Thereafter, the cooling heat medium that flows out from
the cooling intermediate heat exchanger 40 is fed to the
heat-generating body 22 through the three-way valve 26 and the
bypass route 21a and exchanges heat with the heat-generating body
22. Thereafter, the cooling heat medium is circulated to the
circulation pump 25 through the reservoir tank 24, the four-way
valve 95, and the connection path 96. On the other hand, the
air-conditioning heat medium pumped by the circulation pump 33 is
fed to the air-conditioning intermediate heat exchanger 50 where it
exchanges heat with the refrigerant. Thereafter, the
air-conditioning heat medium that flows out from the
air-conditioning intermediate heat exchanger 50 is fed to the
heat-generating body 27 through the three-way valve 94, the
connection path 93, and the four-way valve 95 and then circulated
to the circulation pump 33 through the three-way valve 92, the
connection path 90 and the three-way valve 91.
[0189] Note that in FIG. 7, the paths in which the cooling heat
medium flows are indicated by solid lines and the paths in which no
heat medium flows are indicated by broken lines.
[0190] According to the third embodiment, by flowing the cooling
heat medium to the heat-generating body 22 and the air-conditioning
heat medium to the heat-generating body 27, the amount of heat
exchange (the amount of cooling of heat medium) between the
heat-generating bodies can be made larger than that in the case of
the first embodiment, so that the performance of cooling the
heat-generating bodies 22, 27 can be made larger than that in the
first embodiment.
[0191] In this case, air-cooling of the vehicle interior becomes
impossible. In case where it is desired to perform both the cooling
of the heat-generating bodies and the air-cooling of the vehicle
interior simultaneously, two flow control valves instead of the
three-way valve 94 and two flow control valves instead of the
three-way valve 91 may be arranged.
[0192] That is, the flow control valves may be arranged on a
circulation path leading to the air-conditioning interior heat
exchanger 32, on the connection path 93, on the connection path 90,
on a circulation path from the air-conditioning interior heat
exchanger 32 to the circulation pump 33 upstream of the connection
path 90, respectively to control the flow rate of the
air-conditioning heat medium that flows on the side of the
air-conditioning interior heat exchanger 23 and the
air-conditioning heat medium that flows on the side of the
connection path 93. In consideration of the possibility that the
performance of cooling will be insufficient, two flow control
valves may be arranged instead of the three-way valve 26. That is,
the flow control valves may be arranged on the bypass route 21a and
on the circulation path leading to the side of the cooling interior
heat exchanger 23 to control flow rates of the cooling heat medium
that flows on the side of the cooling interior heat exchanger 23
and the cooling heat medium that flows through the bypath route
21a.
[0193] Note that according to the third embodiment, the reservoir
tank 24 is arranged on the circulation path between the
heat-generating body 22 and the four-way valve 95. However, it may
be arranged on a circulation path different therefrom.
Fourth Embodiment
[0194] A fourth embodiment of the heat cycle system 1 installed in
EV 1000 is explained referring to FIG. 8.
[0195] The fourth embodiment is a variation of the first embodiment
and the system is of the construction that enables only cooling
operation and cooling/dehumidifying operation. That is, according
to the first embodiment, the direction of the flow of the
refrigerant is switched between air-cooling and air-heating with
the four-way valve 13. In contrast, according to the present
embodiment, the discharge side of the compressor 12 is connected to
the side of the exterior heat exchanger 14 and the intake side of
the compressor 12 is connected to the side of the cooling
intermediate heat exchanger and the air-cooling heat exchanger 50
to make a non-switchable, fixed connection structure. Such a
structure is suitable for simplifying the heat cycle system 1 to be
applied to EV 1000 for areas where no air-heating is required.
[0196] Note that the structures similar to those according to the
first embodiment are indicated with the same reference numerals as
those used in the first embodiment and explanation thereof is
omitted.
Fifth Embodiment
[0197] A fifth embodiment of the heat cycle system 1 for a mobile
object installed in EV 1000 is explained referring to FIG. 9.
[0198] The fifth embodiment is an improved variation of the fourth
embodiment, in which there is provided a heat exchange unit that
includes an exterior heat exchanger 28 and an exterior fan 28a
between the reservoir tank 24 in the cooling heat medium
circulation channel 21 and the circulation pump 25. With this
construction, if troubles occur in the refrigeration cycle system
10, the cooling heat medium can be cooled by the heat exchange unit
to continue cooling of the heat-generating body 22 with the cooling
heat medium cooled by the hat exchange unit. As a result, the
driving of EV 1000 can be continued by the actuation of the
heat-generation body 22.
[0199] Note that the structures similar to those according to the
fourth embodiment are indicated with the same reference numerals as
those used in the fourth embodiment and explanation thereof is
omitted.
[0200] The construction according to the fifth embodiment can be
applied to other embodiments.
Sixth Embodiment
[0201] A sixth embodiment of the heat cycle system 1 for a mobile
object installed in EV 1000 is explained referring to FIG. 10.
[0202] The sixth embodiment is an improved variation of the first
embodiment, in which the reservoir tank 24 is arranged at a
position higher than the highest portions of the cooling heat
medium circulation path 21 and the air-conditioning heat medium
circulation path 31 and the reservoir tank 24 and the cooling heat
medium circulation path 21 are connected through a connection path
61 while the reservoir tank 24 and the air-conditioning heat medium
circulation path 31 are connected through a connection path 62.
With this construction, the same function as that of the first
embodiment can be achieved. Therefore, according to the sixth
embodiment, effects similar to those according to the first
embodiment can be obtained.
[0203] Note that the structures similar to those according to the
first embodiment are indicated with the same reference numerals as
those used in the first embodiment and explanation thereof is
omitted.
[0204] The construction according to the sixth embodiment can be
applied to other embodiments.
[0205] In the above, various embodiments and variations thereof are
explained. However, the present invention should not be construed
as being limited thereto. Other embodiments conceivable within the
technical concept of the present invention are understood to be
encompassed by the scope of the present invention.
[0206] The disclosure of the following priority application is
incorporated by reference herein: Japanese Patent Application No.
2009-270979 (filed on Nov. 30, 2009).
* * * * *