Vehicle thermal management system

Abstract

Vehicle thermal management system (10), comprising: a low-pressure side heat exchanger (14) designed to cool a heat medium by heat exchange between a low-pressure side refrigerant of a refrigeration cycle (20) and the heat medium; a first heat medium circuit (C1) in which the heat medium cooled by the low-pressure side heat exchanger (14) circulates; a high-pressure side heat exchanger (15) designed to heat a heat medium by heat exchange between the high-pressure side refrigerant of the refrigeration circuit (20) and the heat medium; a second heat medium circuit (C2) in which the heat medium heated by the high-pressure side heat exchanger (15) circulates; and a switching device (35, 36, 37, 38, 45, 46, 50i, 61, 62) designed to switch between a communication mode in which the first heat medium circuit (C1) and the second heat medium circuit (C2) are coupled and a non-communication mode in which the first heat medium circuit (C1) and the second heat medium circuit (C2) are not coupled, wherein the switching device (35, 36, 37, 38, 45, 46, 50i, 61, 62) selects the communication mode when a temperature (TW1) of the heat medium flowing in the first heat medium circuit (C1) is lower than a first predetermined temperature (Ti), and the switching device (35, 36, 37, 38, 45, 46, 50i, 61, 62) selects the non-communication mode when the temperature (TW1) of the heat medium flowing in the first heat medium circuit (C1) is higher than or equal to a second predetermined temperature (Tii).

Description

Cross-reference to related applications

[0001] This application is based on Japanese patent applications JP 2014-234094 A, filed on June 4, 2013, and JP 2015-007491 A, filed on June 25, 2013, which are incorporated herein by reference. Technical area

[0002] This disclosure relates to a thermal management system used in a vehicle. State of the art

[0003] In the related art, JP 2013-052877 A describes a vehicle air conditioning device comprising: a high-pressure side heat exchanger (internal condenser) that causes a high-temperature and high-pressure refrigerant discharged from a compressor in a refrigeration cycle to undergo heat exchange with the blown air blown into the vehicle interior, and a low-pressure side heat exchanger (external heat exchanger) that causes a low-temperature and low-pressure refrigerant decompressed and expanded by an expansion valve in the refrigeration cycle to undergo heat exchange with outside air.

[0004] In the related technology, a refrigerant absorbs heat from the outside air in the low-pressure side heat exchanger, and in the high-pressure side heat exchanger, the refrigerant discharges heat into the blown air in the vehicle interior. Accordingly, heat from the outside air is pumped, and the blown air blown into the vehicle interior is heated. In other words, air heating is achieved through a heat pump cycle.

[0005] In the related art mentioned above, the high-pressure side refrigerant in the refrigeration cycle and the blown air in the vehicle interior are caused to undergo heat exchange in the internal condenser. Therefore, if the refrigerant leaks into the internal condenser, the refrigerant may leak into the vehicle interior.

[0006] In the related art mentioned above, since the introduction of outside air into the external heat exchanger is required, the external heat exchanger is placed at the front of a vehicle. Therefore, even a slight collision of the vehicle can destroy the external heat exchanger and release the refrigerant into the atmosphere.

[0007] WO 2013 - 190 767 A1 shows a vehicle thermal management system, comprising: a low-pressure side heat exchanger designed to cool a heat medium by heat exchange between a low-pressure side refrigerant of a refrigeration circuit and the heat medium, a first heat medium circuit in which the heat medium cooled by the low-pressure side heat exchanger circulates, a high-pressure side heat exchanger designed to heat a heat medium by heat exchange between the high-pressure side refrigerant of the refrigeration circuit and the heat medium, a second heat medium circuit in which the heat medium heated by the high-pressure side heat exchanger circulates, and a switching device designed to switch a mode between a communication mode in which the first heat medium circuit and the second heat medium circuit are coupled, and a non-communication mode,in which the first heat medium circuit and the second heat medium circuit are not coupled, wherein the switching device selects the communication mode when a temperature of the heat medium flowing in the first heat medium circuit is lower than a first predetermined temperature, and the switching device selects the non-communication mode when the temperature of the heat medium flowing in the first heat medium circuit is higher than or equal to the first predetermined temperature.

[0008] DE 11 2013 002 657 T5 shows a vehicle thermal management system, comprising: a compressor configured to draw and discharge a refrigerant, a high-pressure side heat exchanger configured to heat a first heat medium by heat exchange between the refrigerant discharged from the compressor and the first heat medium, a decompression device configured to decompress the refrigerant heat-exchanged in the high-pressure side heat exchanger, a low-pressure side heat exchanger configured to cool a second heat medium by heat exchange between the refrigerant decompressed in the decompression device and the second heat medium, a heat absorption heat exchanger that causes the second heat medium to absorb heat by heat exchange between the second heat medium cooled by the low-pressure side heat exchanger and air, an introduction section configuredto introduce a heat amount of the first heat medium heated by the high-pressure side heat exchanger into the heat absorption heat exchanger, and a heat medium temperature adjusting device configured to determine whether frost adheres to the heat absorption heat exchanger and to increase the temperature of the first heat medium heated by the high-pressure side heat exchanger when it is determined that frost adheres to the heat absorption heat exchanger.

[0009] Another prior art vehicle thermal management system is described in JP H11 - 301 254 A. Summary of the invention

[0010] It is the object of the present invention to provide a vehicle thermal management system capable of preventing refrigerant from being released into the atmosphere and capable of preventing the refrigerant from leaking into the vehicle interior.

[0011] The object of the present invention is achieved by a vehicle thermal management system having the respective features of the independent claims.

[0012] Advantageous further developments of the present invention are set out in the subclaims.

[0013] It is an advantage of the present invention to reliably obtain heat for melting frost adhering to a heat absorption heat exchanger in the vehicle thermal management system configured to perform heat exchange in the heat absorption heat exchanger between a heat medium cooled by a low-pressure side heat exchanger and air.

[0014] It is a further advantage of the present invention to provide a vehicle thermal management system in which excessive reduction in the temperature of the thermal medium can be limited.

[0015] According to the invention, since the temperature of the heat medium flowing in the first heat medium circuit can be maintained at a level higher than or equal to a first predetermined temperature, an excessive reduction in the temperature of the heat medium can be restricted.

[0016] According to an advantage of the present invention, a second heat medium and air exchange heat with each other. Therefore, even if the heat absorption heat exchanger is destroyed due to a collision or the like of the vehicle, the refrigerant is prevented from being released into the atmosphere. When it is determined that frost adheres to the heat absorption heat exchanger, the temperature of the first heat medium is increased. Consequently, the amount of heat from the first heat medium can be reliably introduced into the heat absorption heat exchanger. Therefore, heat for melting the frost adhered to the heat absorption heat exchanger can be reliably obtained. Short description of the drawings Fig. 1 is a schematic diagram illustrating a non-communication mode of a vehicle thermal management system according to a first embodiment of the present disclosure. Fig. 2 is a schematic diagram illustrating a communication mode of the vehicle thermal management system according to the first embodiment. Fig. 3 is a diagram illustrating an electronic control unit in the vehicle thermal management system according to the first embodiment. Fig. 4 is a flowchart illustrating a control process of the vehicle thermal management system according to the first embodiment. Fig. 5 is a flowchart illustrating a control process of a vehicle thermal management system according to a second embodiment of the present disclosure. Fig. 6 is a control characteristic diagram used in the control process of the vehicle thermal management system according to the second embodiment. Fig. 7 is a graph illustrating a relationship between a temperature of a coolant and a viscosity of the coolant. Fig. Figure 8 is a graph illustrating a relationship between the temperature of a coolant and the peak efficiency of a coolant pump. Fig. 9 is a schematic diagram of a vehicle thermal management system according to a third embodiment of the present disclosure. Fig. 10 is a schematic diagram illustrating a portion of a vehicle thermal management system according to a fourth embodiment of the present disclosure. Fig. 11 is a schematic diagram illustrating a part of a vehicle thermal management system according to a modification according to the fourth embodiment. Fig. 12 is a schematic diagram illustrating a non-communication mode of a vehicle thermal management system according to a modification of the present disclosure. Fig. 13 is a schematic diagram illustrating a communication mode of the vehicle thermal management system according to the modification of the present disclosure. Embodiments for exploiting the invention

[0017] The present inventors investigate the vehicle thermal management system (hereinafter, an investigation example) comprising: an exterior evaporator (low-pressure side heat exchanger) that cools a coolant by causing a low-pressure side refrigerant of a refrigeration cycle to undergo heat exchange with the coolant; a first refrigerant circuit in which the coolant cooled by the exterior evaporator circulates; an exterior condenser (high-pressure side heat exchanger) that heats the coolant by causing a high-pressure side refrigerant of the refrigeration cycle to undergo heat exchange with the coolant; a second refrigerant circuit in which the coolant heated by the exterior condenser circulates.an exterior heat exchanger (heat absorption heat exchanger) that causes the coolant circulating in the first coolant circuit to undergo heat exchange with the outside air to cause the coolant to absorb heat from the outside air; and a heater core (air heating heat exchanger) that causes the coolant circulating in the second coolant circuit to undergo heat exchange with blown air blown into a vehicle interior to heat the blown air blown into the vehicle interior.

[0018] In this study example, the coolant is made of ethylene glycol-based antifreeze (LLC).

[0019] According to this study example, the high-pressure side refrigerant of the refrigeration cycle exchanges heat with the coolant in the external condenser. Consequently, if the refrigerant in the external condenser leaks, the refrigerant is prevented from leaking into the vehicle interior. Since the heat exchange between the coolant in the refrigeration cycle and the outside air occurs in the external heat exchanger, if the external heat exchanger is damaged due to a vehicle collision or the like, the refrigerant is prevented from being released into the atmosphere.

[0020] In this study, when the temperature of the coolant cooled by the low-pressure side heat exchanger reaches below zero, the water content in the outside air coagulates on the surface of the heat absorption heat exchanger, forming frost. Consequently, an outside air passage of the heat absorption heat exchanger becomes blocked, reducing the outside air flow rate, and thus reducing the heat absorption rate.

[0021] As a countermeasure, melting the frost by introducing heat discharged from the high-temperature and high-pressure refrigerant from the compressor into the heat absorption heat exchanger is conceivable. However, the heat required to melt the frost adhering to the heat absorption heat exchanger varies depending on the outside air temperature and the amount of adhering frost, etc. Therefore, it may be difficult to reliably obtain heat to melt the frost adhering to the heat absorption heat exchanger.

[0022] In this study example, the temperature of the refrigerant cooled by the outdoor evaporator can be that of the outside air or even lower. When the temperature of the refrigerant becomes that of the outside air or lower, the viscosity of the refrigerant obviously increases, and consequently, the pressure loss of the refrigerant increases, leading to a decrease in the refrigerant flow rate.

[0023] If the coolant flow rate decreases, a further decrease in the coolant temperature may result (detailed description will be given later). At this time, if an attempt is made to maintain the coolant flow rate, an increase in the power required to circulate the coolant may result.

[0024] When the temperature of the coolant cooled by the external evaporator drops below zero, the water content in the outside air coagulates in the external heat exchanger, and frost forms. According to the inventors' observations through experiments, it was discovered that if frost forms in the external heat exchanger, a further reduction in the coolant temperature may occur.

[0025] If the further lowering of the temperature of the coolant takes place, the temperature of the coolant can be lowered to a level below a freezing point so that the coolant can be coagulated.

[0026] This can also occur in the case where different heat media are used instead of the coolant.

[0027] Hereinafter, several embodiments for implementing the present invention will be described with reference to the drawings. In the respective embodiments, a part corresponding to a matter described in a previous embodiment may be assigned the same reference numeral, and redundant explanation for that part may be omitted. When only a part of a configuration is described in one embodiment, another previous embodiment may be applied to the other parts of the configuration. The parts may be combined even if it is not explicitly described that the parts can be combined. The embodiments may be partially combined even if it is not explicitly described that the embodiments can be combined, provided that there is no harm in the combination. (First embodiment)

[0028] One in Fig. The vehicle thermal management system 10 (refrigeration cycle device) shown in Figure 1 is used to appropriately adjust temperatures of various devices provided in a vehicle and a vehicle interior. In the present embodiment, the vehicle thermal management system 10 is applied to a hybrid vehicle that receives driving power for vehicle travel from an engine (internal combustion engine) and a traveling electric motor.

[0029] The hybrid vehicle of the present embodiment is configured as a plug-in hybrid vehicle that can charge a battery (on-vehicle battery) mounted on the vehicle with electric power supplied from an external power supply (commercial power supply) at a time when the vehicle is stopped. For example, a lithium-ion battery can be used as the battery.

[0030] The driving force output by the engine is used not only to drive the vehicle but also to operate a generator. Furthermore, electric power generated by a generator and electric power supplied from external power sources can be stored in the battery, and the power stored in the battery is supplied not only to the traveling electric motor but also to various vehicle-mounted devices including electrical components that configure the vehicle thermal management system 10.

[0031] As in Fig. 1, the vehicle thermal management system 10 includes a first pump 11, a second pump 12, a radiator 13, a coolant cooler 14, a coolant heater 15, and a heater core 16.

[0032] The first pump 11 and the second pump 12 are coolant pumps that draw in and discharge a coolant (heating medium) and are composed of electric pumps. The coolant is a fluid that serves as a heating medium. In the present embodiment, the coolant may be a liquid containing at least one of ethylene glycol, dimethylpolysiloxane, nanofluid, and antifreeze material.

[0033] The radiator 13, the coolant cooler 14, the coolant heater 15, and the heater core 16 are coolant circulation devices (heat medium circulation devices) in which the coolant flows.

[0034] The radiator 13 is a coolant-outside air heat exchanger (heat medium-outside air heat exchanger) that exchanges heat between the coolant and the outside air (air outside the vehicle interior). Outside air is blown to the radiator 13 by an outside blower 17. The outside blower 17 is a blowing device that blows the outside air to the radiator 13. The outside blower 17 is an electric blower that drives a blower fan with an electric motor (blower motor).

[0035] The radiator 13 and the exterior fan 17 are arranged in a frontmost portion of the vehicle. Therefore, airflow can be applied to the radiator 13 when the vehicle is moving.

[0036] In the case where the coolant flowing in the radiator 13 has a lower temperature than the outside air, the radiator 13 can be used as an example of a heat absorption heat exchanger that causes the coolant to absorb heat from the outside air. In the case where the coolant flowing in the radiator 13 has a higher temperature than the outside air, the radiator 13 functions as a radiant heat exchanger that discharges heat from the coolant to the outside air.

[0037] The coolant cooler 14 can be used as an example of a low-pressure side heat exchanger (heat medium cooler) that cools the coolant by exchanging heat between a low-pressure side refrigerant of a refrigerant circuit 20 (refrigeration circuit) and the coolant. The coolant cooler 14 is capable of cooling the coolant to a lower temperature than the outside air temperature.

[0038] The coolant heating device 15 can be used as an example of a high-pressure side heat exchanger (heat medium heating device) that heats the coolant by exchanging heat between a high-pressure side refrigerant of the refrigerant circuit 20 and the coolant. In other words, the coolant heating device 15 can be used as an example of a high-pressure side heat exchanger (refrigerant cooler) that cools the high-pressure side coolant by exchanging heat between the high-pressure side refrigerant of the refrigerant circuit 20 and the coolant.

[0039] The refrigerant cycle 20 is a vapor-compression type refrigeration device equipped with a compressor 21, the refrigerant heater 15, an expansion valve 22, and the refrigerant cooler 14. The refrigerant cycle 20 of the present embodiment uses a fluorocarbon refrigerant as the refrigerant and configures a subcritical refrigeration cycle in which a high-pressure side refrigerant pressure does not exceed a critical refrigerant pressure.

[0040] The compressor 21 is an electric compressor driven by electric power supplied from a battery or a variable capacity compressor driven by a belt, and draws and discharges the refrigerant in the refrigerant circuit 20 in a compressed state.

[0041] The coolant heater 15 is a condenser that condenses a high-pressure side refrigerant by exchanging heat between the high-pressure side refrigerant discharged from the compressor 21 and the coolant. The expansion valve 22 can be used as an example of a decompression device that decompresses and expands the liquid-phase refrigerant discharged from the coolant heater 15.

[0042] The refrigerant cooler 14 is an evaporator that evaporates a low-pressure refrigerant by exchanging heat between the low-pressure refrigerant, which is decompressed and expanded by the expansion valve 22, and the refrigerant. The gas-phase refrigerant evaporated by the refrigerant cooler 14 is drawn into the compressor 21 and compressed.

[0043] The heater core 16 can be used as an example of an air-heating heat exchanger (air heater, coolant-air heat exchanger) that heats the blown air blown into the vehicle interior by exchanging heat between the coolant and the blown air blown into the vehicle interior. In other words, the heater core 16 can be used as an example of the air-heating heat exchanger that heats the air by utilizing at least a portion of the heat amount of the refrigerant discharged from the compressor 21. In this way, the refrigerant in the refrigerant cycle 20 does not directly exchange heat with the blown air blown into the vehicle interior, but exchanges heat with the blown air via the coolant, thus preventing refrigerant from leaking into the vehicle interior.

[0044] Inside air (air in the vehicle interior), outside air or an inside-outside air mixture is blown to the heater core 16 by an interior blower 18.

[0045] The interior blower 18 is a blowing device that blows air into the vehicle interior. The interior blower 18 is an electric blower that drives a multi-blade centrifugal fan (sirocco fan) with an electric motor (blower motor). The interior blower 18 can be used as an example of an air flow rate adjusting device that adjusts the flow rate of air passing through the heater core 16.

[0046] The heater core 16 and the interior blower 18 are mounted in a housing 31 of an interior air conditioning device 30 of a vehicle air conditioning device. The interior air conditioning device 30 is arranged within an instrument panel of the frontmost section of the vehicle interior. The housing 31 forms an outline of the interior air conditioning device.

[0047] The casing 31 forms an air passage of the blown air blown into the vehicle interior, and is made of a resin (for example, polypropylene) having a certain degree of elasticity and excellent in strength.

[0048] An air mix door 32 is arranged inside the housing 31. The air mix door 32 can be used as an example of a blown air temperature adjustment device (air ratio adjustment device) that adjusts the temperature of the blown air blown into the vehicle interior by adjusting the ratio between the flow rate of the air flowing into the heater core 16 and the flow rate of the air flowing bypassing the heater core 16. The air mix door 32 can be used as an example of the above-mentioned air flow rate adjustment device that adjusts the flow rate of air passing through the heater core 16.

[0049] The air mix door 32 is a rotatable plate-shaped door, a sliding door, and the like, and is driven by an electric actuator (not illustrated).

[0050] In the interior of the housing 31, a cooler core (air cooler) that cools the blown air blown into the vehicle interior may be arranged on the upstream side of the air flow with respect to the air mix door 32 and the heater core 16.

[0051] The first pump 11, the radiator 13, and the coolant cooler 14 are arranged in a first coolant circuit C1 (first heat medium circuit). The first coolant circuit C1 is designed to circulate the coolant (second heat medium) from the first pump 11 → the coolant cooler 14 → the radiator 13 → the first pump 11 in this order.

[0052] The second pump 12, the coolant heater 15, and the heater core 16 are arranged in a second coolant circuit C2 (second heat medium circuit). The second coolant circuit C2 is configured to circulate the coolant (first heat medium) from the second pump 12 → the heater core 16 → the coolant heater 15 → the second pump 12 in this order.

[0053] A bypass passage 40 is connected to the second coolant circuit C2. The bypass passage 40 is a bypass element that causes the coolant to flow in the second coolant circuit C2, bypassing the heater core 16.

[0054] A three-way valve 41 is arranged at a portion of the second coolant circuit C2 to which the bypass passage 40 is connected. The three-way valve 41 is a coolant ratio adjusting device (heat medium ratio adjusting device) designed to adjust the ratio between the flow rate of the coolant flowing in the heater core 16 and the flow rate of the coolant flowing in the bypass passage 40, and includes, for example, an electromagnetic valve.

[0055] A first communicating flow channel 42 and a second communicating flow channel 43 are connected to the first coolant circuit C1 and the second coolant circuit C2. The first communicating flow channel 42 and the second communicating flow channel 43 are communication sections for communicating a coolant flow channel of the first coolant circuit C1 with a coolant flow channel of the second coolant circuit C2.

[0056] One end of the first communicating flow channel 42 is connected to the first coolant circuit C1 at a portion on a coolant outlet side of the radiator 13 and a coolant suction side of the first pump 11. The other end of the first communicating flow channel 42 is connected to a portion of the second coolant circuit C2 on the coolant outlet side of the coolant heating device 15 and a portion of the second pump 12 on the coolant suction side.

[0057] One end of the second communicating flow channel 43 is connected to the first coolant circuit C1 at a portion on the coolant outlet side of the coolant cooler 14 and the coolant inlet side of the cooler 13. The other end of the second communicating flow channel 43 is connected to the second coolant circuit C2 at a portion on the coolant outlet side of the heater core 16 and the coolant inlet side of the coolant heating device 15.

[0058] A third pump 44 is arranged in the first communicating flow channel 42. The third pump 44 is a coolant pump that draws and discharges the coolant (heat medium) from the first communicating flow channel 42 and is composed of an electric pump.

[0059] A first on / off valve 45 is arranged in the first communicating flow channel. A second on / off valve 46 is arranged in the second communicating flow channel 43.

[0060] The first on / off valve 45 is an opening / closing device that opens and closes the first communicating flow channel 42, and is constructed, for example, from an electromagnetic valve. The second on / off valve 46 is an opening / closing device that opens and closes the second communicating flow channel 43, and is constructed, for example, from an electromagnetic valve. The first on / off valve 45 and the second on / off valve 46 can be used as an example of a switching device that includes a Fig. 1 illustrated non-communication mode and one in Fig. 2 illustrated communication mode.

[0061] In the non-communication mode, the first on / off valve 45 and the second on / off valve 46 close the first communicating flow channel 42 and the second communicating flow channel 43. Accordingly, the coolant flow channel of the first coolant circuit C1 and the coolant flow channel of the second coolant circuit C2 do not communicate with each other.

[0062] In the communication mode, the first on / off valve 45 and the second on / off valve 46 open the first communicating flow channel 42 and the second communicating flow channel 43. Accordingly, the coolant flow channel of the first coolant circuit C1 and the coolant flow channel of the second coolant circuit C2 communicate with each other. In addition, the third pump 44 is operated in the communication mode.

[0063] Accordingly, the coolant circulates from the third pump 44 → the coolant heater 15 and the heater core 16 (parallel flow) → the radiator 13 and the coolant cooler 14 (parallel flow) → the third pump 44 in this order. In the communication mode, the first pump 11 and the second pump 12 can be stopped.

[0064] In the communication mode, the coolant heated by the coolant heater 15 of the second coolant circuit C2 is introduced into the radiator 13 of the first coolant circuit C1. Therefore, frost adhering to the radiator 13 can be melted (frost can be removed) using the coolant heated by the coolant heater 15.

[0065] The first coolant circuit C1 includes an electric heater 47 disposed therein. The electric heater 47 can be used as an example of a heat supply device that supplies heat to the coolant and is a heat-generating device that generates heat by supplying it with electric power. The amount of heat generated by the electric heater 47 (in other words, the amount of electrical energy supplied to the electric heater 47) is controlled by a controller 50.

[0066] In the non-communication mode, the coolant heated by the heat generated by the electric heater 47 is introduced into the heater core 16 and used for heating. In the communication mode, the coolant heated by the heat generated by the electric heater 47 is introduced into the radiator 13 of the first coolant circuit C1 and used for frost removal.

[0067] The Fig. The controller 50 illustrated in FIG. 3 includes a known microcomputer including a CPU, a ROM, a RAM, and peripheral circuits thereof, and is configured to perform various calculations and processes based on an air conditioning control program stored in the ROM. The controller 50 controls operations of the first pump 11, the second pump 12, the outdoor blower 17, the indoor blower 18, the compressor 21, the air mix door 32, the three-way valve 41, the third pump 44, the first on / off valve 45, the second on / off valve 46, the electric heater 47, and the like connected on the output side.

[0068] The controller 50 is integrated with a control unit that controls various control target devices connected to the output side of the controller 50, but a configuration for controlling the operations of the respective devices to be controlled (hardware and software) forms part of a control unit that controls the operations of the respective devices to be controlled.

[0069] A configuration of the controller 50 that controls the operation of the first pump 11 (hardware and software) forms part of a first coolant flow rate control unit 50a (first heat medium flow rate control unit).

[0070] A configuration of the controller 50 that controls the operation of the second pump 12 (hardware and software) forms part of a second coolant flow rate control unit 50b (second heat medium flow rate control unit).

[0071] A configuration of the controller 50 that controls the operation of the outdoor fan 17 (hardware and software) forms part of an outdoor fan control unit 50c.

[0072] A configuration of the controller 50 that controls the operation of the interior fan 18 (hardware and software) forms part of an interior fan control unit 50d.

[0073] A configuration of the controller 50 that controls the operation of the compressor 21 (hardware and software) forms part of a refrigerant flow rate control unit 50e.

[0074] A configuration of the controller 50 that controls the operation of the air mix door 32 (hardware and software) forms part of an air mix door control unit 50f (air flow rate ratio control unit).

[0075] A configuration of the controller 50 that controls the operation of the three-way valve 41 (hardware and software) forms part of a bypass switching control unit 50g.

[0076] A configuration of the controller 50 that controls the operation of the third pump 44 (hardware and software) forms part of a third coolant flow rate control unit 50h (third heat medium flow rate control unit).

[0077] A configuration of the controller 50 that controls the operation of the first on / off valve 45 and the second on / off valve 46 (hardware and software) forms part of an on / off valve control unit 50i. The on / off valve control unit 50i can be used as an example of the above-mentioned switching device that switches between a non-communication mode and a communication mode.

[0078] A configuration of the controller 50 that controls the operation of the electric heater 47 (hardware and software) forms part of an electric heater control unit 50j. The electric heater control unit 50j forms a heat quantity increasing section that increases the amount of heat generated by the electric heater 47.

[0079] The first coolant flow rate control unit 50a, the second coolant flow rate control unit 50b, the outdoor fan control unit 50c, the indoor fan control unit 50d, the refrigerant flow rate control unit 50e, the air mix door control unit 50f, the bypass switching control unit 50g, the third coolant flow rate control unit 50h, the on / off valve control unit 50i, and the electric heater control unit 50j may be provided separately from the controller 50.

[0080] Detection signals from various sensors such as an indoor air sensor 51, an outdoor air sensor 52, a solar radiation sensor 53, a first water temperature sensor 54, a second water temperature sensor 55, a refrigerant temperature sensor 56, and a refrigerant pressure sensor 57, and the like are input to an input side of the controller 50.

[0081] The interior air sensor 51 is a detection device (interior air temperature detection device) that detects the interior temperature (vehicle interior temperature). The exterior air sensor 52 is a detection device (outside air temperature detection device) that detects the exterior temperature (vehicle exterior temperature). The solar radiation sensor 53 is a detection device (solar radiation amount detection device) that detects the amount of solar radiation in the vehicle interior.

[0082] The first water temperature sensor 54 is a detection device (first heat medium temperature detection device) configured to detect a temperature TW1 of the coolant flowing in the first coolant circuit C1. The temperature TW1 of the coolant flowing in the first coolant circuit C1 detected by the first water temperature sensor 54 is a temperature of the coolant flowing out of the coolant cooler 14, for example, the temperature of the coolant drawn into the first pump 11, and the like.

[0083] The second water temperature sensor 55 is a detection device (second heat medium temperature detection device) configured to detect a temperature TW2 of the coolant flowing in the second coolant circuit C2. The temperature TW2 of the coolant flowing in the second coolant circuit C2 detected by the second water temperature sensor 55 is a temperature of the coolant discharged from the coolant heating device 15, for example, the temperature of the coolant drawn into the second pump 12, and the like.

[0084] The refrigerant temperature sensor 56 can be used as an example of a detection device (refrigerant temperature detection device) that detects the temperature of the refrigerant in the refrigerant cycle 20. The refrigerant temperature of the refrigerant cycle 20 detected by the refrigerant temperature sensor 56 is, for example, the temperature of the high-pressure side refrigerant discharged from the compressor 21, the temperature of the low-pressure side refrigerant drawn into the compressor 21, the temperature of the low-pressure side refrigerant decompressed and expanded by the expansion valve 22, the temperature, and the like of the low-pressure side refrigerant undergoing heat exchange in the coolant cooler 14.

[0085] The refrigerant pressure sensor 57 can be used as an example of a detection device (refrigerant pressure detection device) that detects the refrigerant pressure (for example, the pressure of the high-pressure side refrigerant discharged from the compressor 21 or the pressure of the low-pressure side refrigerant drawn into the compressor 21) of the refrigerant cycle 20.

[0086] The indoor air temperature, outdoor air temperature, coolant temperature, refrigerant temperature and refrigerant pressure can be estimated based on the detection values ​​of various physical quantities.

[0087] For example, the temperature TW1 of the coolant in the first coolant circuit C1 may be calculated based on at least one of the following: an outlet refrigerant pressure of the coolant cooler 14, an inlet refrigerant pressure of the compressor 21, a low-pressure side refrigerant pressure of the refrigerant circuit 20, a low-pressure side refrigerant temperature of the refrigerant circuit 20, and a heater operation run time, and the like.

[0088] For example, the temperature TW2 of the coolant in the second coolant circuit C2 may be calculated based on at least one of the following: an outlet port refrigerant pressure of the coolant heating device 15, a discharged refrigerant pressure of the compressor 21, a high-pressure side refrigerant pressure of the refrigerant circuit 20, and a high-pressure side refrigerant temperature of the refrigerant circuit 20.

[0089] An operation signal is input to an input side of the controller 50 from an operation panel 58. The operation panel 58 is arranged near an instrument panel of the vehicle interior, and various operation switches are provided on the operation panel 58. An air conditioning operation switch used to perform air conditioning in the vehicle interior, a vehicle interior temperature adjustment switch used to adjust the temperature of air present in the vehicle interior, a switch that turns the air conditioner ON and OFF (in other words, ON and OFF of a cooling device), and the like are provided as the various operation switches provided on the operation panel 58.

[0090] Next, the operation of the above-mentioned configuration will be described. When the vehicle thermal management system 10 is activated, the controller 50 controls the operation of the first on / off valve 45 and the second on / off valve 46 to Fig. 1, and activates the first pump 11, the second pump 12, and the compressor 21. Accordingly, the refrigerant circulates in the refrigerant circuit 20, and the refrigerant circulates in the first refrigerant circuit C1 and the second refrigerant circuit C2. In the non-communication mode, the first refrigerant circuit C1 and the second refrigerant circuit C2 are independent of each other.

[0091] Since the refrigerant in the refrigerant circuit 20 absorbs heat from the coolant in the first coolant circuit C1 in the coolant cooler 14, the coolant in the first coolant circuit C1 is cooled. The coolant in the refrigerant circuit 20 absorbs heat from the coolant in the first coolant circuit C1 in the coolant cooler 14 and discharges heat to the coolant in the second coolant circuit C2 in the coolant heating device 15. Accordingly, the coolant in the second coolant circuit C2 is heated.

[0092] The coolant heated by the coolant heating device 15 in the second coolant circuit C2 discharges heat to the blown air blown into the heater core 16 by the interior blower 18. Therefore, the blown air blown into the vehicle interior is heated.

[0093] The coolant in the first coolant circuit C1, which is cooled by the coolant cooler 14, absorbs heat from the outside air blown into the cooler 13 by the outdoor fan 17. Therefore, a heat pump operation that pumps the heat of the outside air can be realized.

[0094] In this way, in a state where the vehicle thermal management system 10 is switched to the non-communication mode, the controller 50 executes a flowchart shown in Fig. 4 illustrated control process.

[0095] Whether or not frost adheres to the radiator 13 is determined at step S100. The determination of whether or not frost adheres to the radiator 13 (hereinafter referred to as frost formation determination) is made based on at least one of the following: a traveling speed of the vehicle, the temperature TW1 of the coolant in the first coolant circuit C1, the pressure of the low-pressure side refrigerant of the refrigerant circuit 20, the dissociation time between a target blowout temperature TAO of a vehicle interior blown air and an actual blowout temperature TAV of the vehicle interior blown air, the temperature TW2 of the coolant in the second coolant circuit C2, and an ON / OFF state of the ignition switch of the vehicle, and the like.

[0096] The target blow-out temperature TAO of the vehicle interior blow-out air is calculated, for example, by using the following expression. TAO=Kset×Tset−Kr×Tr−Kam×Tam−Ks×As+C

[0097] Meanwhile, Tset denotes a preset temperature in the vehicle interior set by the vehicle interior temperature setting switch, Tr denotes the temperature in the vehicle interior (inside air temperature) detected by the inside air sensor, Tam denotes the outside air temperature detected by the outside air sensor, and As denotes the amount of solar radiation detected by the solar radiation sensor. Kset, Kr, Kam, Es denote control gains, and C denotes a constant for correction.

[0098] The actual blowing temperature TAV of the vehicle interior blown air is calculated from, for example, the temperature of the air blown from the heater core 16, an opening degree of the air mix door 32, or the like. A temperature sensor may be provided that detects the actual blowing temperature TAV of the vehicle interior blown air.

[0099] If it is determined at step S100 that frost is not adhered to the radiator 13, the procedure returns to step S100. If it is determined that frost is adhered to the radiator 13, the procedure goes to step S110, and whether or not the coolant temperature TW2 in the second coolant circuit C2 (hot water temperature) is lower than the required coolant temperature (required temperature) is determined. The required coolant temperature corresponds to the temperature (required heat medium temperature) of the coolant required for removing the frost (frost removal) on the radiator 13.

[0100] The required coolant temperature is calculated based on at least one of the following: the temperature TW1 of the coolant in the first coolant circuit C1, an outlet refrigerant pressure of the coolant cooler 14, an inlet refrigerant pressure of the compressor 21, a low-pressure side refrigerant temperature of the refrigerant circuit 20, and the heating operation time.

[0101] If it is determined at step S110 that the temperature TW2 of the coolant in the second coolant circuit C2 is lower than the required coolant temperature, the procedure proceeds to step S120, and the temperature TW2 (high temperature) of the coolant in the second coolant circuit C2 increases. Specifically, the temperature TW2 of the coolant in the second coolant circuit C2 is increased by increasing a refrigerant discharge capacity Nc (the number of revolutions) of the compressor 21.

[0102] The temperature TW2 of the coolant in the second coolant circuit C2 can be increased by reducing the flow rate of the blown air passing through the heater core 16. For example, the flow rate of the blown air passing through the heater core 16 can be reduced by lowering a blowing capacity (the number of revolutions of a fan) of the interior blower 18.

[0103] The flow rate of the blown air passing through the heater core 16 can be reduced by adjusting the opening degree of the air mix door 32. In this case, the flow rate of air flowing around the heater core 16 increases, and the overall flow rate of air blown into the vehicle interior can be maintained. Therefore, the feeling of air conditioning can be maintained as much as possible, and window fogging is minimized.

[0104] The temperature TW2 of the coolant in the second coolant circuit C2 can be increased by reducing the flow rate of the coolant flowing through the heater core 16. In this case, the flow rate of the coolant flowing through the heater core 16 can be reduced without reducing the flow rate of the coolant flowing through the coolant heating device 15 by operating the three-way valve 41, so that the ratio of the coolant flowing through the bypass passage 40 is increased.

[0105] At step S120, it is preferable to increase the temperature TW2 of the coolant in the second coolant circuit C2 with an increase in the temperature difference obtained by subtracting the temperature TW1 of the coolant in the first coolant circuit C1 from the required coolant temperature. At step S120, the temperature TW2 of the coolant in the second coolant circuit C2 may be increased with a decrease in the temperature TW1 of the coolant in the first coolant circuit C1.

[0106] At step S130, it is determined whether or not to start frost removal (hereinafter referred to as a frost removal start determination). For example, when the temperature TW2 of the coolant in the second coolant circuit C2 becomes higher than the required coolant temperature, it is determined that frost removal is to start, and when the temperature TW2 of the coolant in the second coolant circuit C2 does not become higher than the required coolant temperature, the start of frost removal is not determined.

[0107] If the start of frost removal is not determined, the procedure returns to step S100. If the start of frost removal is determined, the procedure goes to step S140 and frost removal is started. In other words, the mode is switched from the non-communication mode to the communication mode.

[0108] Accordingly, the coolant in the second coolant circuit C2, which has been heated to the required coolant temperature or below by the coolant heating device 15, is introduced into the first coolant circuit C1 and flows through the radiator 13, and consequently, frost on the radiator 13 is melted.

[0109] When it is determined at step S100 that the frost adheres to the radiator 13, the amount of heat generated by the electric heater 47 may be increased to an amount larger than that before the determination.

[0110] In the present embodiment, the first communicating flow passage 42 and the second communicating flow passage 43 can be used as an example of an introduction portion that introduces the heat amount of the coolant (first heat medium) heated by the coolant heating device 15 into the radiator 13. The controller 50 can be used as an example of a coolant temperature (heat medium temperature) adjusting device that determines whether or not frost adheres to the radiator 13, and when it is determined that frost adheres to the radiator 13, increases the temperature of the coolant heated by the coolant heating device 15 to a level higher than that before the determination.

[0111] In this configuration, when it is determined that frost adheres to the radiator 13, the amount of heat of the coolant heated by the coolant heating device 15 can be reliably introduced into the radiator 13. Therefore, the amount of heat to be introduced into the radiator 13 to melt the frost adhered to the radiator 13 is reliably secured.

[0112] In the present embodiment, the controller 50 increases the temperature of the coolant heated by the coolant heating device 15 by controlling at least one of the interior blower 18 and the air mix door 32 to reduce the flow rate of air passing through the heater core 16.

[0113] Accordingly, since the heat quantity radiation from coolant to air in the heater core 16 can be adjusted, the temperature of the coolant heated by the coolant heating device 15 can be adjusted.

[0114] Specifically, in the case where the flow rate of air passing through the heater core 16 is adjusted by the air mix door 32, the flow rate of air passing through the heater core 16 can be adjusted while maintaining the flow rate of the total air blown into the vehicle interior. Consequently, the feeling of air conditioning can be maintained as much as possible and fogging of the windows can be prevented as much as possible, even when the temperature of the coolant heated by the coolant heating device 15 is adjusted.

[0115] In the present embodiment, the controller 50 increases the temperature of the coolant heated by the coolant heating device 15 by controlling the three-way valve 41 so that the ratio of the flow rate of the coolant flowing in the heater core 16 decreases and the ratio of the flow rate of the coolant flowing to bypass the heater core 16 increases.

[0116] In this configuration, the temperature of the coolant heated by the coolant heater 15 can be increased by reducing the flow rate of the coolant flowing in the heater core 16 while maintaining the flow rate of the coolant flowing in the coolant heater 15.

[0117] In the present embodiment, the controller 50 increases the temperature of the coolant heated by the coolant heater 15 according to a decrease in the temperature of the coolant (second heat medium) cooled by the coolant cooler 14 when it is determined that frost adheres to the cooler 13.

[0118] Accordingly, since the amount of heat to be introduced into the radiator 13 can be increased with an increase in the probability of frost adhering to the radiator 13, the frost adhering to the radiator 13 can be reliably melted.

[0119] In the present embodiment, the controller 50 determines whether or not frost adheres to the radiator 13 based on the coolant temperature TW1 detected by a first water temperature sensor 54. Accordingly, it can be appropriately determined whether or not frost adheres to the radiator 13.

[0120] In the present embodiment, the controller 50 calculates the required coolant temperature, which is a temperature of the coolant required to melt the frost adhering to the radiator 13, based on the coolant temperature TW1 detected by the first water temperature sensor 54, and brings the temperature of the coolant heated by the coolant heater 15 closer to the required coolant temperature when it is determined that frost is adhering to the radiator 13. Accordingly, the frost adhering to the radiator 13 is reliably melted.

[0121] In the present embodiment, the controller 50 may be configured to determine whether or not frost adheres to the radiator 13 based on a pressure of a refrigerant detected by the refrigerant pressure sensor 57.

[0122] The controller 50 may be configured to calculate the required coolant temperature based on the pressure of the refrigerant detected by the refrigerant pressure sensor 57 and to bring the temperature of the coolant heated by the coolant heating device 15 closer to the required coolant temperature when the determination is made that the frost adheres to the radiator 13.

[0123] In the present embodiment, the controller 50 may be configured to determine whether or not frost adheres to the radiator 13 based on the temperature of the low-pressure side refrigerant detected by the refrigerant temperature sensor 56.

[0124] The controller 50 may be configured to calculate the required coolant temperature based on the temperature of the low-pressure side refrigerant detected by the refrigerant temperature sensor 56 and to bring the temperature of the coolant heated by the coolant heating device 15 closer to the required coolant temperature when it is determined that frost adheres to the radiator 13.

[0125] In the present embodiment, when it is determined that frost adheres to the radiator 13, the controller 50 may be configured to have the electric heater 47 increase the amount of heat supplied to the coolant to an amount of heat that is relatively high compared to an amount of heat supplied before a time point of determining the adhesion of the frost to the radiator 13.

[0126] Accordingly, the amount of heat to be introduced into the cooler 13 for melting the frost adhering to the cooler 13 is further reliably secured. (Second embodiment)

[0127] In a second embodiment of the present disclosure, points different from the above-mentioned first embodiments will be described. The second embodiment differs from the first embodiment in a control process performed by a controller 50. In a state where a vehicle thermal management system 10 is switched to the non-communication mode, the controller 50 executes a process shown in the flowchart in Fig. 5 illustrated control process.

[0128] At step S200, it is detected whether or not the temperature TW1 of the coolant flowing in a first coolant circuit C1 has decreased to a level lower than a first predetermined temperature Ti. The first predetermined temperature Ti is a value stored in advance in the controller 50.

[0129] If the temperature TW1 of the coolant flowing in the first coolant circuit C1 is determined at step S200 to be not lower than the first predetermined temperature Ti, step S200 is repeated. Therefore, the non-communication mode is maintained.

[0130] If the temperature TW1 of the coolant flowing in the first coolant circuit C1 is determined to be lower than the first predetermined temperature Ti at step S200, the procedure proceeds to step S210, where the mode is switched to the communication mode, and the procedure proceeds to step S220. In the communication mode, a first pump 11 and a second pump 12 are stopped, and a third pump 44 is operated.

[0131] Accordingly, the first coolant circuit C1 and a second coolant circuit C2 are coupled, and the high-temperature coolant in the second coolant circuit C2 flows into the first coolant circuit C1, so that the temperature TW1 of the coolant flowing into the first coolant circuit C1 increases.

[0132] At this time, the controller 50 controls a flow rate GW of the coolant flowing from the second coolant circuit C2 to the first coolant circuit C1 based on a Fig. 6 control panel shown.

[0133] In other words, a target value of the flow rate GW of the coolant flowing from the second coolant circuit C2 to the first coolant circuit C1 is decreased with an increase in a temperature difference T = TW2 - TW1 obtained by subtracting the temperature TW1 of the coolant flowing in the first coolant circuit C1 from the temperature TW2 of the coolant flowing in the second coolant circuit C2.

[0134] Accordingly, such an event that a heat quantity load is suddenly applied to the first coolant circuit C1 when the mode is switched from the non-communication mode to the communication mode, causing an occurrence of thermal distortion in components of the first coolant circuit C1, is restricted.

[0135] Control of the coolant flow rate GW can be achieved, for example, by controlling the number of revolutions of the third pump 44 (coolant discharge capacity) or controlling the opening degrees of a first on / off valve 45 and a second on / off valve 46. A third coolant flow rate control unit 50h, an on / off valve control unit 50i, the third pump 44, the first on / off valve 45, and the second on / off valve 46 can be used as an example of an inter-circuit flow rate control device that reduces the flow rate GW of the coolant flowing from the second coolant circuit C2 to the first coolant circuit C1.

[0136] The first pump 11 and the second pump 12 do not necessarily have to be stopped at step S210.

[0137] At step S220, it is detected whether or not the temperature TW1 of the coolant flowing in the first coolant circuit C1 is not lower than a second predetermined temperature Tii. The second predetermined temperature Tii is a value stored in advance in the controller 50 and is a value greater than the first predetermined temperature Ti.

[0138] If the temperature TW1 of the coolant flowing in the first coolant circuit C1 is determined to be lower than the second predetermined temperature Tii at step S220, step S220 is repeated. Therefore, the communication mode is maintained.

[0139] If the temperature TW1 of the coolant flowing in the first coolant circuit C1 is determined at step S220 to be not lower than the second predetermined temperature Tii, the procedure proceeds to step S230, and the vehicle thermal management system 10 is switched to the non-communication mode. Accordingly, the first coolant circuit C1 and the second coolant circuit C2 are decoupled, and the high-temperature coolant in the second coolant circuit C2 does not flow into the first coolant circuit C1, so the temperature TW1 of the coolant flowing in the first coolant circuit C1 decreases.

[0140] In this way, by switching the mode between the non-communication mode and the communication mode according to the temperature TW1 of the coolant flowing in the first coolant circuit C1, the temperature TW1 of the coolant flowing in the first coolant circuit C1 can be maintained in a range between the first predetermined temperature Ti and the second predetermined temperature Tii.

[0141] An event that can occur due to a more than necessary reduction in the temperature of the coolant is now described. Fig. Figure 7 is a graph showing a relationship between the temperature of the coolant and the viscosity of the coolant in the case where the coolant is an ethylene glycol-based antifreeze fluid (LLC). As shown in Fig. As illustrated in Figure 7, the viscosity of the coolant increases significantly as the coolant temperature decreases. As the viscosity of the coolant increases, the pressure loss of the coolant increases, resulting in a decrease in the coolant flow rate. At this time, attempting to maintain the coolant flow rate may result in an increase in the coolant circulating power.

[0142] When the coolant flow rate decreases, the coolant cooler 14 performs the following behavior. It is considered that, in order to maintain heat exchange capacity in the coolant cooler 14, the temperature difference between the inlet coolant temperature Tin and the outlet coolant temperature Tout of the coolant cooler 14 increases to compensate for the decrease in the coolant flow rate. In other words, it is considered that the outlet coolant temperature Tout of the coolant cooler 14 is lowered. This can be seen from the following expression: Q=cpw×Gw×(Tin−Tout), where Q is a heat exchange capacity, cpw is a specific heat of the coolant and GW is a mass flow rate of the coolant.

[0143] As the outlet coolant temperature Tout of the coolant cooler 14 decreases, a further decrease in the temperature of the coolant may result.

[0144] When the temperature of the coolant flowing through a radiator 13 reaches below zero degrees, the water content in the outside air coagulates in the radiator 13, and frost (frost) forms. According to the inventors' observations through experiments, it was found that when frost forms in the radiator 13, a further reduction in the coolant temperature may occur.

[0145] If the coolant temperature drops further, the coolant temperature may drop below freezing, causing the coolant to coagulate. Specifically, when the coolant pump is stopped, no pressure is applied to the coolant, and consequently, the coolant tends to coagulate. Therefore, an event may occur that the coolant does not flow when the coolant pump is restarted.

[0146] As in Fig. 7, Fig. 8, the temperature of the coolant decreases, the viscosity of the coolant increases, and consequently, the efficiency of the coolant pump may deteriorate.

[0147] In particular, in the case where the coolant is an ethylene glycol-based antifreeze fluid (LLC), the coolant temperature readily decreases to -20°C or lower due to the influence of frost formation, and in this temperature range, the viscosity of the coolant obviously increases, as can be seen from Fig. 7. Consequently, the above-mentioned event may be obvious.

[0148] According to the present embodiment, since the temperature TW1 of the coolant flowing in the first coolant circuit C1 can be maintained at the first predetermined temperature Ti or higher, the temperature of the coolant can be prevented from decreasing more than necessary. Therefore, the occurrence of the above-mentioned event is restricted.

[0149] In the present embodiment, the first, second on / off valves 45, 46 and the controller 50 (switching device 50i) switch the mode to the communication mode in which the first coolant circuit C1 and the second coolant circuit C2 are coupled in the case where the temperature TW1 of the coolant flowing in the first coolant circuit C1 is not higher than the predetermined temperature Ti, and switches the mode to the non-communication mode in which the first coolant circuit C1 and the second coolant circuit C2 are not coupled in the case where the temperature TW1 of the coolant flowing in the first coolant circuit C1 is not lower than the predetermined temperature Ti.

[0150] In this configuration, in the case where the temperature TW1 of the coolant flowing in the first coolant circuit C1 is not higher than the predetermined temperature Ti, the temperature TW1 of the coolant flowing in the first coolant circuit C1 can be increased by causing the coolant in the second coolant circuit C2 (coolant heated by the coolant heating device 15) to flow into the first coolant circuit C1.

[0151] Therefore, since the temperature TW1 of the coolant flowing in the first coolant circuit C1 can be maintained at the predetermined temperature Ti or higher, the temperature of the coolant can be prevented from decreasing more than necessary.

[0152] In the present embodiment, in the case of the communication mode, coolant flows from the second coolant circuit C2 to the coolant cooler 14. In this configuration, since the temperature of the coolant flowing in the coolant cooler 14 can be increased, an increase in the viscosity of the coolant cooled by the coolant cooler 14 and coagulation of the coolant in the coolant cooler 14 are restricted.

[0153] In the present embodiment, in the communication mode, coolant flows from the second coolant circuit C2 to the radiator 13. In this configuration, since the temperature of the coolant flowing in the radiator 13 can be increased, such an occurrence that the viscosity of the coolant flowing in the radiator 13 increases and that a pressure loss of the coolant in the first coolant circuit C1 is increased is restricted.

[0154] In the present embodiment, in the case of the communication mode, coolant flows from a coolant heating device 15 to the first coolant circuit C1. Accordingly, since the coolant heated to a high temperature by the coolant heating device 15 flows in the first coolant circuit C1, the temperature of the coolant flowing in the first coolant circuit C1 can be effectively increased.

[0155] In the present embodiment, in the case of the communication mode, coolant flows from a heater core 16 into the first coolant circuit C1. Accordingly, since the coolant flows into the first coolant circuit C1 at a high temperature in the second coolant circuit C2, the temperature of the coolant flowing in the first coolant circuit C1 can be increased.

[0156] In the present embodiment, a target value of the flow rate of the coolant flowing from the second coolant circuit C2 to the first coolant circuit C1 is decreased with an increase in a temperature difference ΔT obtained by subtracting the temperature TW1 of the coolant flowing in the first coolant circuit C1 from the temperature TW2 of the coolant flowing in the second coolant circuit C2.

[0157] Accordingly, such an event that a heat load is suddenly applied to the first coolant circuit C1, causing an occurrence of thermal distortion in components of the first coolant circuit C1, is restricted.

[0158] In the case where the coolant is an ethylene glycol-based antifreeze fluid, the above-mentioned beneficial effects become apparent. (Third embodiment)

[0159] In the above-mentioned embodiments, the mode was switched between the communication mode and the non-communication mode by the first and second on / off valves 45, 46. However, in the present embodiment, the mode is switched between the communication mode and the non-communication mode by a first switching valve 61 and a second switching valve 62, as shown in Fig. 9 illustrates.

[0160] In the present embodiment, a vehicle thermal management system 10 includes a heat-generating device 63. The heat-generating device 63 is a heat-generating device that generates heat in conjunction with an operation. The heat-generating device 63 is a device that includes a flow channel through which coolant flows, in which heat from the coolant is absorbed (temperature adjustment target device).

[0161] Examples of the heat-generating device 63 include an inverter, a battery, a traveling electric motor, an engine, and a fuel cell. The inverter is a power conversion device that converts a direct current supplied from the battery into an alternating current and outputs the alternating current to the traveling electric motor.

[0162] The first switching valve 61 and the second switching valve 62 can be used as an example of the above-mentioned switching device (heat medium flow switching device) that switches a flow of the coolant. In the present embodiment, the first switching valve 61 and the second switching valve 62 can be used as an example of the above-mentioned introduction portion that introduces the heat quantity of the coolant (first heat medium) heated by a coolant heating device 15 into a radiator 13.

[0163] The first switching valve 61 is a multi-port valve having a number of ports (first switching valve ports) that form the inlet and outlet of the coolant. Specifically, the first switching valve 61 includes a first inlet 61a and a second inlet 61b as coolant inlets, and first to fourth outlets 61c to 61f as coolant outlets.

[0164] The second switching valve 62 is a multi-port valve having a number of ports (second switching valve ports) that form the inlet and outlet of the coolant. Specifically, the second switching valve 62 includes a first outlet 62a and a second outlet 62b as coolant outlets, and first to fourth inlets 62c to 62f as coolant inlets.

[0165] One end of a first flow channel 64 is connected to the first inlet 61a of the first switching valve 61. The other end of the first flow channel 64 is connected to the first outlet 62a of the second switching valve 62. A first pump 11 and the cooler 13 are arranged in the first flow channel 64.

[0166] One end of a second flow channel 65 is connected to the second inlet 61b of the first switching valve 61. The other end of the second flow channel 65 is connected to the second outlet 62b of the second switching valve 62. A second pump 12 is arranged in the second flow channel 65.

[0167] One end of a third flow channel 66 is connected to the first outlet 61c of the first switching valve 61. The other end of the third flow channel 66 is connected to the first inlet 62c of the second switching valve 62. A coolant cooler 14 is arranged in the third flow channel 66.

[0168] One end of a fourth flow channel 67 is connected to the second outlet 61d of the first switching valve 61. The other end of the fourth flow channel 67 is connected to the second inlet 62d of the second switching valve 62. The coolant heating device 15 is arranged in the fourth flow channel 67.

[0169] One end of a fifth flow channel 68 is connected to the third outlet port 61e of the first switching valve 61. The other end of the fifth flow channel 68 is connected to the third inlet port 62e of the second switching valve 62. A heater core 16 is arranged in the fifth flow channel 68.

[0170] One end of a sixth flow channel 69 is connected to the fourth outlet 61f of the first switching valve 61. The other end of the sixth flow channel 69 is connected to the fourth inlet 62f of the second switching valve 62. The heat-generating device 63 is arranged in the sixth flow channel 69.

[0171] The first switching valve 61 is structured to switch a communication state between the respective inlets 61a, 61b and the respective outlets 61c to 61f. The second switching valve 62 is also structured to arbitrarily or selectively switch a communication state between the respective outlets 62a, 62b and the respective inlets 62c to 62f.

[0172] More specifically, the first switching valve 61 separately switches the coolant cooler 14, the coolant heating device 15, the heater core 16, and the heat generating device 63 into a state in which the coolant discharged from the first pump 11 flows, a state in which the coolant discharged from the second pump 12 flows therein, or a state in which the coolant discharged from the first pump 11 and the coolant discharged from the second pump 12 do not flow therein.

[0173] The second switching valve 62 separately switches the coolant cooler 14, the coolant heating device 15, the heater core 16, and the heat generating device 63 into a state in which the coolant flows into the first pump 11, a state in which the coolant flows into the second pump 12, or a state in which the coolant does not flow into the first pump 11 and the second pump 12, respectively.

[0174] A structural example of the first switching valve 61 and the second switching valve 62 will be briefly described. The first switching valve 61 and the second switching valve 62 each include a casing forming an outer shell and a valve body housed in the casing. The coolant inlets and outlets are defined at predetermined positions of the casing, and the valve body is rotatably operated to change the communication state between the coolant inlets and outlets.

[0175] The valve body of the first switching valve 61 and the valve body of the second switching valve 62 are individually rotatably driven by separate electric motors. Operations of the electric motor for the first switching valve 61 and the electric motor for the second switching valve 62 are controlled by a controller 50. The valve body of the first switching valve 61 and the valve body of the second switching valve 62 may be rotatably driven by a common electric motor in conjunction with each other.

[0176] The controller 50 controls the operation of the electric motor for the first switching valve 61 and the electric motor for the second switching valve 62 to switch one of the various operating modes to another.

[0177] For example, in the non-communication mode, the first flow channel 64 and at least one of the third to sixth flow channels 66 to 69 form a first coolant circuit C1 (first heat medium circuit), and the second flow channel 65 and at least one of the third to sixth flow channels 66 to 69 form a second coolant circuit C2 (second heat medium circuit).

[0178] The coolant cooler 14, the coolant heating device 15, the heater core 16, and the heat generating device 63 can be set to an appropriate temperature according to the circumstances by switching each of the third to sixth flow channels 66 to 69 to the case of being connected to the first coolant circuit C1 and the case of being connected to the second coolant circuit C2.

[0179] As in Fig. 9, in the case where the coolant cooler 14 and the radiator 13 are connected to the first coolant circuit C1 and the coolant heating device 15 and the heater core 16 are connected to the second coolant circuit C2, the vehicle interior can be heated by a heat pump operation of a refrigerant circuit 20.

[0180] In other words, in the first coolant circuit C1, as the coolant cooled by the coolant cooler 14 flows into the cooler 13, the coolant absorbs heat from the outside air in the cooler 13. The coolant that absorbs heat from the outside air in the cooler 13 exchanges heat with the refrigerant of the refrigerant circuit 20 in the coolant cooler 14 to radiate heat. Therefore, in the coolant cooler 14, the refrigerant of the refrigerant circuit 20 absorbs heat from the outside air through the coolant.

[0181] The refrigerant absorbing heat from the outside air in the coolant cooler 14 radiates heat by exchanging heat with the coolant in the second coolant circuit C2 in the coolant heater 15. Therefore, the coolant is heated by the coolant heater 15. The coolant heated by the coolant heater 15 radiates heat by exchanging heat with the blown air blown into the vehicle interior through the heater core 16. Therefore, the blown air blown into the vehicle interior is heated by the heater core 16.

[0182] Therefore, a heat pump operation can be realized, which pumps heat from the outside air and heats the blown air blown into the vehicle interior.

[0183] In the communication mode, the first switching valve 61 and the second switching valve 62 are coupled to the first coolant circuit C1 and the second coolant circuit C2. Accordingly, since high-temperature coolant flows into the first coolant circuit C1 in the second coolant circuit C2, the temperature TW1 of the coolant flowing in the first coolant circuit C1 can be increased.

[0184] In other words, in the non-communication mode, the first switching valve 61 switches the flow of the coolant to prevent the coolant from flowing from the second coolant circuit C2 to the first coolant circuit C1, and the second switching valve 62 switches the flow of the coolant to prevent the coolant from flowing from the first coolant circuit C1 to the second coolant circuit C2.

[0185] In contrast, in the communication mode, the first switching valve 61 switches the flow of the coolant to allow the coolant to flow from the second coolant circuit C2 to the first coolant circuit C1, and the second switching valve 62 switches the flow of the coolant to allow the coolant to flow from the first coolant circuit C1 to the second coolant circuit C2.

[0186] Accordingly, the mode can be switched between the communication mode and the non-communication mode by the first switching valve 61 and the second switching valve 62.

[0187] In the Fig. In the operating mode illustrated in Figure 9, the heat-generating device 63 is connected to the first coolant circuit C1. In this configuration, the coolant circulating in the first coolant circuit C1 is heated by waste heat from the heat-generating device 63. Therefore, the temperature of the coolant circulating in the first coolant circuit C1 is prevented from decreasing more than necessary, and the heat-generating device 63 can be cooled by the coolant circulating in the first coolant circuit C1. (Fourth embodiment)

[0188] In the present embodiment, an external condenser 70 is arranged on a downstream side in the direction of outside air flow of a radiator 13, as shown in Fig. 10. The outdoor condenser 70 can be used as an example of an air-to-refrigerant heat exchanger (refrigerant cooler) that cools and coagulates the high-pressure side refrigerant by exchanging heat between the high-pressure side refrigerant of the refrigerant circuit 20 and the outside air. In this configuration, frost can be removed by introducing the heat into the cooler 13 on an upstream side in a direction of the outside air flow.

[0189] As in Fig. As illustrated in Figure 11, the external condenser 70 and the radiator 13 may be integrated to form a single heat exchanger. When the external condenser 70 and the radiator 13 are thermally coupled, frost can be melted by transferring heat to the radiator 13 from the high-pressure side refrigerant flowing in the external condenser 70.

[0190] For example, in the case where the outer condenser 70 and the radiator 13 have a laminated structure of a tube and a fin, the outer condenser 70 and the radiator 13 can be thermally coupled with the fin. The fin is a member connected to an outer surface side of the tube to expand a heat-transfer surface area on an air side. The outer condenser 70 and the radiator 13 can be thermally coupled by using a member other than the fin.

[0191] The above-mentioned embodiments can be combined together as appropriate. The above-mentioned embodiments can be modified in various ways, for example, as follows.

[0192] In the above-mentioned embodiments, various types of temperature adjustment target devices (cooling target device and heating target device) which are adjusted in temperature (cooled and heated) by the coolant may be arranged in the first coolant circuit C1 and the second coolant circuit C2.

[0193] In addition, a configuration is also applicable in which the case where the first coolant circuit C1 and the second coolant circuit C2 are connected via the switching valve, and the switching valve switches the connection between the case where the coolant 11 taken in and discharged by the first pump circulates in a plurality of heat medium flow devices arranged in the first coolant circuit C1 and the second coolant circuit C2 and the case where the coolant to be taken in and discharged by the second pump 12 circulates therein.

[0194] In the above-mentioned first and second embodiments, four on / off valves 35 to 38 may be arranged instead of the first on / off valve 45 and the second on / off valve 46 as shown in the Fig. 12 and Fig. 13. More specifically, the first on / off valve 35 may be arranged at a connecting portion between the first communicating flow channel 42 and the first coolant circuit C1. The second on / off valve 36 may be arranged at a connecting portion between the first communicating flow channel 42 and the second coolant circuit C2. The third on / off valve 37 may be arranged at a connecting portion between the second communicating flow channel 43 and the first coolant circuit C1. The fourth on / off valve 38 may be arranged at a connecting portion between the second communicating flow channel 43 and the second coolant circuit C2.

[0195] The first to fourth on / off valves 35 to 38 are opening / closing devices that open and close the first communicating flow channel 42 and the second communicating flow channel 43, and are constructed, for example, from electromagnetic valves. The first to fourth on / off valves 35 to 38 can be used as an example of the above-mentioned switching device having a Fig. 12 illustrated non-communication mode and one in Fig. 13, the first to fourth on / off valves 35 to 38 can be used as an example of the above-mentioned inter-circuit flow rate control device which reduces the flow rate GW of the coolant flowing from the second coolant circuit C2 to the first coolant circuit C1.

[0196] Four three-way valves may be arranged instead of the four on / off valves 35 to 38. Each three-way valve has three ports (coolant inlet and outlet), and two of the three ports communicate with each other, and one remaining port is closed.

[0197] In the case where the four three-way valves are arranged in the communication mode instead of the four on / off valves 35 to 38, the coolant circulates from the third pump 44 → the coolant heater 15 or the heater core 16 → the radiator 13 or the coolant cooler 14 → the third pump 44 in this order.

[0198] In other words, by disposing the four three-way valves instead of the four on / off valves 35 to 38 in the communication mode, a configuration is achieved in which the coolant does not circulate in the coolant heater 15 or the heater core 16 and the coolant does not circulate in the radiator 13 or the coolant cooler 14.

[0199] In the communication mode, in a configuration where the coolant heated by the coolant heating device 15 does not flow in the first coolant circuit C1, the heat amount of the coolant remains in the coolant heating device 15, so that the refrigerant circuit 20 can behave quickly when subsequently switching to the non-communication mode.

[0200] In the above-mentioned first and second embodiments, a configuration in which the coolant flows in the bypass passage 40 but not in the heater core 16 in the communication mode by using the three-way valve 41 is also applicable.

[0201] In this configuration, the coolant heated by the coolant heating device 15 can flow into the first coolant circuit C1, while the blown air to the vehicle interior is heated by the heat of the coolant remaining in the heater core 16 in the communication mode. Therefore, the temperature of the coolant in the first coolant circuit C1 can be prevented from being lowered more than necessary without stopping the heating of the vehicle interior.

[0202] In the above-mentioned second embodiment, the number of openings of the first switching valve 61, the number of openings of the second switching valve 62, and the number of flow channels to be connected to the first and second switching valves 61, 62 can be increased and decreased as needed.

[0203] In the above-mentioned embodiments, a heat accumulator may be provided in the second coolant circuit C2. The heat accumulator is a heat-accumulating portion that accumulates heat from the coolant flowing in the second coolant circuit C2. A heat-insulating container that stores, for example, a high-temperature coolant, or an element or the like that has a large heat capacity may be used as the heat accumulator.

[0204] A configuration in which the heat accumulator is provided in a coolant circuit separate from the second coolant circuit C2 (hereinafter referred to as a heat accumulating circuit), and the coupling valve that switches the coupling state to the coupled state in which the heat accumulating circuit and the second coolant circuit C2 are coupled.In this configuration, for example, heat can be gradually accumulated in the heat accumulating circuit by gradually doubling the flow rate of the coolant flowing into the heat accumulating circuit from the second coolant circuit C2 in the coupled state, and when it is determined that heat is sufficiently accumulated in the heat accumulating circuit, the coupling state can be switched to the non-coupled state in the heat accumulating circuit in which the heat accumulating circuit and the second coolant circuit C2 are not coupled to reduce a pumping duty.

[0205] Although the coolant is used as a heat medium flowing in the heater core 16 in the above-mentioned embodiments, various media such as oil may be used as the heat medium.

[0206] Nanofluids can be used as the heat medium. Nanofluids are a fluid in which nanoparticles with a particle diameter on the order of nanometers are mixed. When nanoparticles are mixed with a heat medium, the following effects can be achieved in addition to the effect of lowering the freezing point, similar to a coolant using ethylene glycol (so-called antifreeze).

[0207] That is, an effect of improving thermal conductivity in a specific temperature zone, an effect of increasing the heat capacity of the heat medium, an effect of preventing corrosion of a metal pipe, an effect of preventing degradation of a rubber pipe, and an effect of increasing the fluidity of the heat medium at an extremely low temperature can be obtained.

[0208] These effects vary depending on the structure, shape and mixing ratio of the nanoparticles and additives.

[0209] Accordingly, thermal conductivity can be improved. Accordingly, even when using a smaller amount of heat medium than an ethylene glycol coolant, equivalent cooling efficiency can be achieved.

[0210] Furthermore, since the heat capacity of the heat medium can be increased, the amount of cold and heat accumulated in a heat medium (cold and heat stored using sensible heat) of the heat medium per se can be increased.

[0211] With an increase in the accumulated amount of cold and heat, even in a state where the compressor 21 does not operate, because the setting of cooling and heating of the devices using the cold and heat storage can be implemented for a certain period of time, the power saving of the vehicle thermal management system 10 can be performed.

[0212] It is preferred that the aspect ratio of the nanoparticles be 50 or more. This is to ensure sufficient thermal conductivity. Meanwhile, the aspect ratio is a shape index that indicates the ratio of the vertical size of the nanoparticle to its horizontal size.

[0213] A nanoparticle containing any of Ag, Cu, and C can be used as the nanoparticle. Specifically, an Au nanoparticle, an Ag nanowire, a carbon nanotube (CNT), graphene, a core-shell type graphite nanoparticle (a particle with a structure such as a carbon nanotube surrounding the above-mentioned atoms), a CNT containing Au nanoparticles, and the like can be used as the constituent atoms of the nanoparticle.

[0214] A fluorocarbon refrigerant is used as the refrigerant in the refrigerant cycle 20 of the above-mentioned embodiments. However, the type of refrigerant is not limited to this, and a natural refrigerant such as carbon dioxide, a hydrocarbon-based refrigerant, and the like can be used as the refrigerant.

[0215] Furthermore, the refrigerant cycle 20 of the above-mentioned embodiments forms a subcritical refrigeration cycle of which the pressure of the high-pressure side refrigerant does not exceed the critical pressure of the refrigerant, but can form a supercritical refrigeration cycle of which the pressure of the high-pressure side refrigerant exceeds the critical pressure of the refrigerant.

[0216] In the above-mentioned embodiments, the example in which the vehicle thermal management system 10 is applied to a hybrid vehicle was described. Alternatively, the vehicle thermal management system 10 may be applied to an electric vehicle and the like that is not equipped with an engine and receives driving power for vehicle travel from a traveling electric motor.

[0217] As in Fig. 12 and Fig. 13, the bypass duct 40, the three-way valve 41, the air mixing damper 32 and the electric heater 47, which are located in Fig. 1 and Fig. 2 are not necessarily provided.

Claims

[1] Vehicle thermal management system (10), comprising: a low-pressure side heat exchanger (14) configured to cool a heat medium by heat exchange between a low-pressure side refrigerant of a refrigeration cycle (20) and the heat medium; a first heat medium circuit (C1) in which the heat medium cooled by the low-pressure side heat exchanger (14) circulates; a high-pressure side heat exchanger (15) designed to heat a heat medium by heat exchange between the high-pressure side refrigerant of the refrigeration cycle (20) and the heat medium; a second heat medium circuit (C2) in which the heat medium heated by the high-pressure side heat exchanger (15) circulates; and a switching device (35, 36, 37, 38, 45, 46, 50i, 61, 62) designed to switch a mode between a communication mode in which the first heat medium circuit (C1) and the second heat medium circuit (C2) are coupled, and a non-communication mode in which the first heat medium circuit (C1) and the second heat medium circuit (C2) are not coupled, wherein the switching device (35, 36, 37, 38, 45, 46, 50i, 61, 62) selects the communication mode when a temperature (TW1) of the heat medium flowing in the first heat medium circuit (C1) is lower than a first predetermined temperature (Ti), and the switching device (35, 36, 37, 38, 45, 46, 50i, 61, 62) selects the non-communication mode when the temperature (TW1) of the heat medium flowing in the first heat medium circuit (C1) is higher than or equal to a second predetermined temperature (Tii). [2] The vehicle thermal management system (10) according to claim 1, wherein the switching device (35, 36, 37, 38, 45, 46, 50i, 61, 62) comprises: a first switching valve (61) that switches a flow of the heat medium to allow the heat medium to flow from the second heat medium circuit (C2) to the first heat medium circuit (C1) in the communication mode and to prevent the heat medium from flowing from the second heat medium circuit (C2) to the first heat medium circuit (C1) in the non-communication mode; and a second switching valve (62) that switches a flow of the heat medium to allow the heat medium to flow from the first heat medium circuit (C1) to the second heat medium circuit (C2) in the communication mode and to prevent the heat medium from flowing from the first heat medium circuit (C1) to the second heat medium circuit (C2) in the non-communication mode. [3] Vehicle thermal management system (10) according to claim 1 or 2, wherein the switching device (35, 36, 37, 38, 45, 46, 50i, 61, 62) couples the first heat medium circuit (C1) and the second heat medium circuit (C2) to allow the heat medium to flow from the second heat medium circuit (C2) to the low-pressure side heat exchanger (14) in the communication mode. [4] The vehicle thermal management system (10) according to any one of claims 1 to 3, comprising a heat absorption heat exchanger (13) arranged in the first heat medium circuit (C1), the heat absorption heat exchanger (13) performing heat exchange between the heat medium cooled by the low-pressure side heat exchanger (14) and an outside air so that the heat medium absorbs heat, the switching device (35, 36, 37, 38, 45, 46, 50i, 61, 62) coupling the first heat medium circuit (C1) and the second heat medium circuit (C2) to allow the heat medium to flow from the second heat medium circuit (C2) to the heat absorption heat exchanger (13) in the communication mode. [5] The vehicle thermal management system (10) according to any one of claims 1 to 4, wherein the switching device (35, 36, 37, 38, 45, 46, 50i, 61, 62) couples the first heat medium circuit (C1) and the second heat medium circuit (C2) to allow the heat medium to flow from the high-pressure side heat exchanger (15) to the first heat medium circuit (C1) in the communication mode. [6] The vehicle thermal management system (10) according to any one of claims 1 to 5, comprising an air-heating heat exchanger (16) disposed in the second thermal medium circuit (C2), the air-heating heat exchanger (16) performing heat exchange between the thermal medium heated by the high-pressure side heat exchanger (15) and air blown into a vehicle interior, thereby heating the blown air, the switching device (35, 36, 37, 38, 45, 46, 50i, 61, 62) coupling the first thermal medium circuit (C1) and the second thermal medium circuit (C2) to allow the thermal medium to flow from the air-heating heat exchanger (16) to the first thermal medium circuit (C1) in the communication mode. [7] The vehicle thermal management system (10) according to any one of claims 1 to 6, further comprising an inter-circuit flow rate control device (44, 35, 36, 37, 38, 45, 46, 50h, 50i) configured to reduce a flow rate of the heat medium flowing from the second heat medium circuit (C2) to the first heat medium circuit (C1), wherein the increase in temperature difference (ΔT) is obtained by subtracting the temperature (TW1) of the heat medium flowing in the first heat medium circuit (C1) from a temperature (TW2) of the heat medium flowing in the second heat medium circuit (C2). [8] A vehicle thermal management system (10) according to any one of claims 1 to 7, wherein the heat medium is an ethylene glycol-based antifreeze fluid. [9] Vehicle thermal management system (10), comprising: a compressor (21) configured to draw and discharge a refrigerant; a high-pressure side heat exchanger (15) configured to heat a first heat medium by heat exchange between the refrigerant discharged from the compressor (21) and the first heat medium; a decompression device (22) configured to decompress the refrigerant heat-exchanged in the high-pressure side heat exchanger (15); a low-pressure side heat exchanger (14) configured to cool a second heat medium by heat exchange between the refrigerant decompressed in the decompression device (22) and the second heat medium; a heat absorption heat exchanger (13) which causes the second heat medium to absorb heat by heat exchange between the second heat medium cooled by the low-pressure side heat exchanger (14) and air; an introduction section (42, 43, 61, 62) designed to introduce a heat quantity of the first heat medium heated by the high-pressure side heat exchanger (15) into the heat absorption heat exchanger (13); a heat medium temperature adjusting device (50) configured to determine whether frost adheres to the heat absorption heat exchanger (13) and to increase the temperature of the first heat medium heated by the high-pressure side heat exchanger (15) when it is determined that frost adheres to the heat absorption heat exchanger (13); an air heating heat exchanger (16) configured to heat air by using at least a portion of a heat quantity of the refrigerant discharged from the compressor (21); and an air flow rate adjusting device (18, 32) adapted to adjust a flow rate of air passing through the air heating heat exchanger (16), wherein the heat medium temperature adjusting device (50) increases the temperature of the first heat medium heated by the high-pressure side heat exchanger (15) by controlling the air flow rate adjusting device (18, 32) to reduce the flow rate of air passing through the air heating heat exchanger (16). [10] The vehicle thermal management system (10) according to claim 9, wherein the air flow rate adjusting device (18, 32) is an air ratio adjusting device (32) configured to adjust a ratio between the flow rate of air flowing in the air heating heat exchanger (16) and a flow rate of air flowing to bypass the air heating heat exchanger (16). [11] Vehicle thermal management system (10), comprising: a compressor (21) configured to draw and discharge a refrigerant; a high-pressure side heat exchanger (15) configured to heat a first heat medium by heat exchange between the refrigerant discharged from the compressor (21) and the first heat medium; a decompression device (22) configured to decompress the refrigerant heat-exchanged in the high-pressure side heat exchanger (15); a low-pressure side heat exchanger (14) configured to cool a second heat medium by heat exchange between the refrigerant decompressed in the decompression device (22) and the second heat medium; a heat absorption heat exchanger (13) which causes the second heat medium to absorb heat by heat exchange between the second heat medium cooled by the low-pressure side heat exchanger (14) and air; an introduction section (42, 43, 61, 62) designed to introduce a heat quantity of the first heat medium heated by the high-pressure side heat exchanger (15) into the heat absorption heat exchanger (13); a heat medium temperature adjusting device (50) configured to determine whether frost adheres to the heat absorption heat exchanger (13) and to increase the temperature of the first heat medium heated by the high-pressure side heat exchanger (15) when it is determined that frost adheres to the heat absorption heat exchanger (13); an air heating heat exchanger (16) configured to heat air by using at least a portion of a heat quantity of the refrigerant discharged from the compressor (21), and a heat medium ratio adjusting device (41) configured to adjust a ratio between a flow rate of the first heat medium flowing in the air-heating heat exchanger (16) and a flow rate of the first heat medium flowing to bypass the air-heating heat exchanger (16), wherein the heat medium temperature adjusting device (50) increases the temperature of the first heat medium heated by the high-pressure side heat exchanger (15) by controlling the heat medium ratio adjusting device (41) to decrease a ratio of the flow rate of the first heat medium flowing in the air-heating heat exchanger (16) and increase a ratio of the flow rate of the first heat medium flowing to bypass the air-heating heat exchanger (16). [12] The vehicle thermal management system (10) according to any one of claims 9 to 11, wherein the heat medium temperature adjusting device (50) is configured to increase the temperature of the first heat medium heated by the high-pressure side heat exchanger (15) with the decrease in the temperature of the second heat medium cooled by the low-pressure side heat exchanger (14) when it is determined that frost adheres to the heat absorption heat exchanger (13). [13] Vehicle thermal management system (10), comprising: a compressor (21) configured to draw and discharge a refrigerant; a high-pressure side heat exchanger (15) configured to heat a first heat medium by heat exchange between the refrigerant discharged from the compressor (21) and the first heat medium; a decompression device (22) configured to decompress the refrigerant heat-exchanged in the high-pressure side heat exchanger (15); a low-pressure side heat exchanger (14) configured to cool a second heat medium by heat exchange between the refrigerant decompressed in the decompression device (22) and the second heat medium; a heat absorption heat exchanger (13) which causes the second heat medium to absorb heat by heat exchange between the second heat medium cooled by the low-pressure side heat exchanger (14) and air; an introduction section (42, 43, 61, 62) designed to introduce a heat quantity of the first heat medium heated by the high-pressure side heat exchanger (15) into the heat absorption heat exchanger (13); a heat medium temperature adjusting device (50) configured to determine whether frost adheres to the heat absorption heat exchanger (13) and to increase the temperature of the first heat medium heated by the high-pressure side heat exchanger (15) when it is determined that frost adheres to the heat absorption heat exchanger (13); and wherein the heat medium temperature adjusting device (50) is designed to increase the temperature of the first heat medium heated by the high-pressure side heat exchanger (15) with the decrease in the temperature of the second heat medium cooled by the low-pressure side heat exchanger (14) when it is determined that frost adheres to the heat absorption heat exchanger (13). [14] A vehicle thermal management system (10) according to any one of claims 9 to 12, comprising a thermal medium temperature detecting device (55) configured to detect the temperature of the second thermal medium. [15] The vehicle thermal management system (10) according to claim 14, wherein the heat medium temperature setting device (50) determines whether frost adheres to the heat absorption heat exchanger (13) based on the temperature of the second heat medium detected by the heat medium temperature detecting device (55). [16] The vehicle thermal management system (10) according to claim 14 or 15, wherein, when the heat medium temperature adjusting device (50) determines that frost adheres to the heat absorption heat exchanger (13), the heat medium temperature adjusting device (50) calculates a required heat medium temperature, which is a temperature of the first heat medium required to melt the frost adhered to the heat absorption heat exchanger (13), based on the temperature of the second heat medium detected by the heat medium temperature detecting device (55), and the heat medium temperature adjusting device (50) brings the temperature of the first heat medium heated by the high-pressure side heat exchanger (15) closer to the required heat medium temperature. [17] Vehicle thermal management system (10), comprising: a compressor (21) configured to draw and discharge a refrigerant; a high-pressure side heat exchanger (15) configured to heat a first heat medium by heat exchange between the refrigerant discharged from the compressor (21) and the first heat medium; a decompression device (22) configured to decompress the refrigerant heat-exchanged in the high-pressure side heat exchanger (15); a low-pressure side heat exchanger (14) configured to cool a second heat medium by heat exchange between the refrigerant decompressed in the decompression device (22) and the second heat medium; a heat absorption heat exchanger (13) which causes the second heat medium to absorb heat by heat exchange between the second heat medium cooled by the low-pressure side heat exchanger (14) and air; an introduction section (42, 43, 61, 62) designed to introduce a heat quantity of the first heat medium heated by the high-pressure side heat exchanger (15) into the heat absorption heat exchanger (13); a heat medium temperature adjusting device (50) configured to determine whether frost adheres to the heat absorption heat exchanger (13) and to increase the temperature of the first heat medium heated by the high-pressure side heat exchanger (15) when it is determined that frost adheres to the heat absorption heat exchanger (13); and a heat medium temperature detecting device (55) designed to detect the temperature of the second heat medium, wherein the heat medium temperature setting device (50) determines whether frost adheres to the heat absorption heat exchanger (13) based on the temperature of the second heat medium detected by the heat medium temperature detecting device (55). [18] Vehicle thermal management system (10), comprising: a compressor (21) configured to draw and discharge a refrigerant; a high-pressure side heat exchanger (15) configured to heat a first heat medium by heat exchange between the refrigerant discharged from the compressor (21) and the first heat medium; a decompression device (22) configured to decompress the refrigerant heat-exchanged in the high-pressure side heat exchanger (15); a low-pressure side heat exchanger (14) configured to cool a second heat medium by heat exchange between the refrigerant decompressed in the decompression device (22) and the second heat medium; a heat absorption heat exchanger (13) which causes the second heat medium to absorb heat by heat exchange between the second heat medium cooled by the low-pressure side heat exchanger (14) and air; an introduction section (42, 43, 61, 62) designed to introduce a heat quantity of the first heat medium heated by the high-pressure side heat exchanger (15) into the heat absorption heat exchanger (13); a heat medium temperature adjusting device (50) configured to determine whether frost adheres to the heat absorption heat exchanger (13) and to increase the temperature of the first heat medium heated by the high-pressure side heat exchanger (15) when it is determined that frost adheres to the heat absorption heat exchanger (13); and a heat medium temperature detecting device (55) designed to detect the temperature of the second heat medium, wherein, when the heat medium temperature adjusting device (50) determines that frost adheres to the heat absorption heat exchanger (13), the heat medium temperature adjusting device (50) calculates a required heat medium temperature, which is a temperature of the first heat medium required to melt the frost adhered to the heat absorption heat exchanger (13), based on the temperature of the second heat medium detected by the heat medium temperature detecting device (55), and the heat medium temperature adjusting device (50) brings the temperature of the first heat medium heated by the high-pressure side heat exchanger (15) closer to the required heat medium temperature. [19] A vehicle thermal management system (10) according to any one of claims 9 to 12, comprising a refrigerant pressure detecting device (57) configured to detect a pressure of the refrigerant that has exchanged heat in the low-pressure side heat exchanger (14). [20] The vehicle thermal management system (10) according to claim 19, wherein the heat medium temperature adjusting device (50) determines whether frost adheres to the heat absorption heat exchanger (13) based on a pressure of the refrigerant detected by the refrigerant pressure detecting device (57). [21] The vehicle thermal management system (10) according to claim 19 or 20, wherein, when the heat medium temperature adjusting device (50) determines that frost adheres to the heat absorption heat exchanger (13), the heat medium temperature adjusting device (50) calculates a required heat medium temperature, which is a temperature of the first heat medium required to melt the frost adhered to the heat absorption heat exchanger (13), based on the refrigerant pressure detected by the refrigerant pressure detecting device (57), and the heat medium temperature adjusting device (50) brings the temperature of the first heat medium heated by the high-pressure side heat exchanger (15) closer to the required heat medium temperature. [22] Vehicle thermal management system (10), comprising: a compressor (21) configured to draw and discharge a refrigerant; a high-pressure side heat exchanger (15) configured to heat a first heat medium by heat exchange between the refrigerant discharged from the compressor (21) and the first heat medium; a decompression device (22) configured to decompress the refrigerant heat-exchanged in the high-pressure side heat exchanger (15); a low-pressure side heat exchanger (14) configured to cool a second heat medium by heat exchange between the refrigerant decompressed in the decompression device (22) and the second heat medium; a heat absorption heat exchanger (13) which causes the second heat medium to absorb heat by heat exchange between the second heat medium cooled by the low-pressure side heat exchanger (14) and air; an introduction section (42, 43, 61, 62) designed to introduce a heat quantity of the first heat medium heated by the high-pressure side heat exchanger (15) into the heat absorption heat exchanger (13); a heat medium temperature adjusting device (50) configured to determine whether frost adheres to the heat absorption heat exchanger (13) and to increase the temperature of the first heat medium heated by the high-pressure side heat exchanger (15) when it is determined that frost adheres to the heat absorption heat exchanger (13); and a refrigerant pressure detecting device (57) configured to detect a pressure of the refrigerant that has exchanged heat in the low-pressure side heat exchanger (14). [23] The vehicle thermal management system (10) according to any one of claims 9 to 12, comprising a refrigerant temperature detecting device (56) configured to detect a temperature of the refrigerant decompressed by the decompression device (22), a temperature of the refrigerant that has exchanged heat in the low-pressure side heat exchanger (14), or a temperature of the refrigerant drawn into the compressor (21). [24] The vehicle thermal management system (10) according to claim 23, wherein the heat medium temperature adjusting device (50) determines whether frost adheres to the heat absorption heat exchanger (13) based on the temperature of the coolant detected by the refrigerant temperature detecting device (56). [25] The vehicle thermal management system (10) according to claim 23 or 24, wherein, when the heat medium temperature adjusting device (50) determines that frost adheres to the heat absorption heat exchanger (13), the heat medium temperature adjusting device (50) calculates a required heat medium temperature, which is a temperature of the first heat medium required to melt the frost adhered to the heat absorption heat exchanger (13), based on a refrigerant temperature detected by the refrigerant temperature detecting device (56), and the heat medium temperature adjusting device (50) brings the temperature of the first heat medium heated by the high-pressure side heat exchanger (15) closer to the required heat medium temperature. [26] The vehicle thermal management system (10) according to any one of claims 9 to 25, comprising a heat supply device (47) configured to supply heat to the first heat medium, wherein, when the heat medium temperature adjusting device (50) determines that frost adheres to the heat absorption heat exchanger (13), the heat medium temperature adjusting device (50) is configured to detect the temperature of the first heat medium heated by the high-pressure side heat exchanger (15) by controlling the heat supply device (47) to increase the amount of heat supplied to the first heat medium to a heat amount that is relatively high compared to an amount of heat supplied to the heat absorption heat exchanger (13) before a time point of determining the adhesion of the frost. [27] Vehicle thermal management system (10), comprising: a compressor (21) configured to draw and discharge a refrigerant; a high-pressure side heat exchanger (15) configured to heat a first heat medium by heat exchange between the refrigerant discharged from the compressor (21) and the first heat medium; a decompression device (22) configured to decompress the refrigerant heat-exchanged in the high-pressure side heat exchanger (15); a low-pressure side heat exchanger (14) configured to cool a second heat medium by heat exchange between the refrigerant decompressed in the decompression device (22) and the second heat medium; a heat absorption heat exchanger (13) which causes the second heat medium to absorb heat by heat exchange between the second heat medium cooled by the low-pressure side heat exchanger (14) and air; an introduction section (42, 43, 61, 62) designed to introduce a heat quantity of the first heat medium heated by the high-pressure side heat exchanger (15) into the heat absorption heat exchanger (13); a heat medium temperature adjusting device (50) configured to determine whether frost adheres to the heat absorption heat exchanger (13) and to increase the temperature of the first heat medium heated by the high-pressure side heat exchanger (15) when it is determined that frost adheres to the heat absorption heat exchanger (13); and a refrigerant temperature detecting device (56) configured to detect a temperature of the refrigerant decompressed by the decompression device (22), a temperature of the refrigerant that has exchanged heat in the low-pressure side heat exchanger (14), or a temperature of the coolant drawn into the compressor (21). [28] Vehicle thermal management system (10), comprising: a compressor (21) configured to draw and discharge a refrigerant; a high-pressure side heat exchanger (15) configured to heat a first heat medium by heat exchange between the refrigerant discharged from the compressor (21) and the first heat medium; a decompression device (22) configured to decompress the refrigerant heat-exchanged in the high-pressure side heat exchanger (15); a low-pressure side heat exchanger (14) configured to cool a second heat medium by heat exchange between the refrigerant decompressed in the decompression device (22) and the second heat medium; a heat absorption heat exchanger (13) which causes the second heat medium to absorb heat by heat exchange between the second heat medium cooled by the low-pressure side heat exchanger (14) and air; an introduction section (42, 43, 61, 62) designed to introduce a heat quantity of the first heat medium heated by the high-pressure side heat exchanger (15) into the heat absorption heat exchanger (13); a heat medium temperature adjusting device (50) configured to determine whether frost adheres to the heat absorption heat exchanger (13) and to increase the temperature of the first heat medium heated by the high-pressure side heat exchanger (15) when it is determined that frost adheres to the heat absorption heat exchanger (13); and a heat supply device (47) configured to supply heat to the first heat medium, wherein, when the heat medium temperature adjusting device (50) determines that frost adheres to the heat absorption heat exchanger (13), the heat medium temperature adjusting device (50) is configured to detect the temperature of the first heat medium heated by the high-pressure side heat exchanger (15) by controlling the heat supply device (47) to increase the amount of heat supplied to the first heat medium to an amount of heat that is relatively high compared to an amount of heat supplied to the heat absorption heat exchanger (13) before a time point of determining the adhesion of the frost.

Images