Vehicle fluid heating device

Abstract

To provide a fluid heating device for vehicles that can suppress the increase in size and the soaring manufacturing costs. [Solution] The vehicle fluid heating device 1 comprises a tank 10 having a fluid channel R inside, a heating unit 20 arranged on either side of the tank 10 and heating the fluid by heating the tank 10, and at least one control element 30 that controls the heating unit 20. The tank 10 has a surface 101 and a back surface 102 on which the heating unit 20 is located, and a side surface 103 that is different from the surface 101 and back surface 102. The control element 30 is located on the side surface 103 of the tank 10.

Description

Technical Field

[0001] The present disclosure relates to a fluid heating device for a vehicle.

Background Art

[0002] Patent Document 1 discloses a heating element housing case for heating a liquid such as water or a liquid coolant. A vehicle heating device includes a case for housing a heating element, and a flow path for the liquid to flow is formed in the case, and a part of the flow path is formed of resin. Further, the heating element housing case includes a case for housing the heating element and an air flow path for air to flow.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the heating element housing case of Patent Document 1, when heating a liquid, the heating element and the like can be utilized. In this case, a semiconductor element for controlling the current to the heating element is considered necessary. When the semiconductor element controls the heating element, the semiconductor element also generates heat, so the power consumption of the semiconductor element increases. Therefore, in order to suppress the temperature rise of the semiconductor element due to heat generation, it is conceivable to provide a heat dissipation mechanism for the semiconductor element. However, providing the heat dissipation mechanism causes the heating element housing case to become larger, resulting in an increase in manufacturing cost.

[0005] Therefore, an object of the present disclosure is to provide a fluid heating device for a vehicle that can suppress an increase in size and manufacturing cost.

Means for Solving the Problems

[0006] A fluid heating device for a vehicle according to one aspect of the present disclosure comprises a tank having a fluid channel inside, a heating unit arranged to sandwich the tank and heating the fluid by heating the tank, and at least one control element for controlling the heating unit, wherein the tank has a surface and a back surface on which the heating unit is arranged, and a side surface different from the surface and the back surface, and the control element is arranged on the side surface of the tank. [Effects of the Invention]

[0007] The fluid heating device for vehicles described herein can suppress increases in size and rising manufacturing costs. [Brief explanation of the drawing]

[0008] [Figure 1A] Figure 1A is a perspective view showing a fluid heating device for a vehicle according to an embodiment. [Figure 1B] Figure 1B is another perspective view showing a fluid heating device for a vehicle in an embodiment. [Figure 2] Figure 2 is a block diagram showing a fluid heating device for a vehicle according to an embodiment. [Figure 3] Figure 3 is a plan view showing the flow path and heating section of a fluid heating device for vehicles. [Figure 4] Figure 4 is another plan view showing the flow path and heating section of a fluid heating device for vehicles. [Figure 5] Figure 5 is a plan view showing the first, second, and third fluid channels and the heating section of a fluid heating device for vehicles. [Figure 6A] Figure 6A is another plan view showing the first, second, and third fluid channels and the heating section of a fluid heating device for vehicles. [Figure 6B] Figure 6B is a plan view showing the first flow path, second flow path, third flow path, and heating section of a vehicle fluid heating device having a control unit and valves. [Figure 7] Figure 7 is a plan view showing the first, second, and third fluid channels and heating section of a vehicle fluid heating device with a cavity formed within it. [Figure 8]Figure 8 is another plan view showing the first, second, and third flow paths and heating section of a vehicle fluid heating device with a cavity formed within it. [Figure 9] Figure 9 is a plan view showing a vehicle fluid heating device having a temperature sensing unit located in a tank. [Modes for carrying out the invention]

[0009] The embodiments will be described in detail below with reference to the drawings.

[0010] The embodiments described below are all comprehensive or specific examples. The numerical values, shapes, materials, components, arrangement positions of components, and connection configurations shown in the following embodiments are examples only and are not intended to limit this disclosure. Furthermore, any components in the following embodiments that are not described in an independent claim will be described as optional components.

[0011] Furthermore, each figure is a schematic diagram and not necessarily a strictly accurate representation. Also, the same component is denoted by the same reference numeral in each figure.

[0012] Furthermore, in the following embodiments, in Figure 1A, the direction in which the fluid flows to the supply port is defined as the positive Y-axis direction, the direction of the supply port relative to the discharge port is defined as the positive X-axis direction, and the direction perpendicular to the positive Y-axis and positive X-axis directions, and on the control element side relative to the substrate, is defined as the positive Z-axis direction. The directions in Figure 1A may also be applied in Figures 1B and later.

[0013] In the following embodiments, expressions such as the Y-axis direction and linear shape are used. For example, the Y-axis direction not only means the complete Y-axis direction and the linear shape means a completely straight line, but also means substantially the Y-axis direction and substantially linear, that is, including an error of about several percent, for example. Further, the Y-axis direction and the linear shape mean that they are in the Y-axis direction and linear shape within the range where the effects according to the present disclosure can be achieved. The same applies to expressions using other "directions" and "shapes".

[0014] (Embodiment) First, the configuration of the vehicle fluid heating device 1 will be described with reference to FIGS. 1A to 4.

[0015] FIG. 1A is a perspective view showing the vehicle fluid heating device 1 in an embodiment. FIG. 1B is another perspective view showing the vehicle fluid heating device 1 in the embodiment. FIG. 2 is a block diagram showing the vehicle fluid heating device 1 in the embodiment. FIG. 3 is a plan view showing the flow path R and the heating unit 20 of the vehicle fluid heating device 1. In FIG. 3(a), a fluid flowing through a U-shaped or V-shaped flow path R is illustrated. In FIG. 3(b), a heating region indicated by a broken line and a non-heating region indicated by a two-dot chain line are illustrated. In FIG. 3(c), a case where the first area E1 of the heating unit 20 covers the flow path R on the side opposite to the control element 30 side and the second area E2 of the heating unit 20 covers the flow path R on the control element 30 side is illustrated as being arranged in the tank 10. In FIG. 3(d), a case where the control elements 30 are arranged on both side surfaces 103 of the tank 10 is illustrated. FIG. 4 is another plan view showing the flow path R and the heating unit 20 of the vehicle fluid heating device 1. In FIG. 4(a), a fluid flowing through a linear flow path R is illustrated. In FIG. 4(b), a heating region indicated by a broken line and a non-heating region indicated by a two-dot chain line are illustrated. In FIG. 4(c), a case where the first area E1 of the heating unit 20 covers the flow path R and the second area E2 of the heating unit 20 covers the space between the flow path R and the control element 30 is illustrated as being arranged in the tank 10. In FIG. 4(d), a case where the control elements 30 are arranged on both side surfaces 103 of the tank 10 is illustrated.

[0016] Note that in FIG. 3, the darker the hatching indicated by dots, the higher the temperature of the fluid. Also, in FIG. 3, for clarity, the flow path R is shown by a solid line, and the heating unit 20 is shown by a dashed line. The same applies to FIGS. 4 and later.

[0017] As shown in FIG. 1A, the vehicle fluid heating device 1 is applicable to vehicle air conditioners, vehicle batteries, etc. mounted on vehicles such as EVs (Electric Vehicles), HEVs (Hybrid Electric Vehicles), and PHEVs (Plug-in Hybrid Electric Vehicles). When the vehicle fluid heating device 1 is applied to, for example, a vehicle air conditioner, it heats the fluid when the vehicle air conditioner performs a heating operation. Thereby, the vehicle air conditioner can send warm air into the vehicle interior.

[0018] As shown in FIGS. 1A and 2, the vehicle fluid heating device 1 includes a tank 10, a heating unit 20, and a control element 30.

[0019] As shown in FIG. 1A, the tank 10 is flat and elongated. Specifically, the tank 10 is flat in the Z-axis direction and elongated in the Y-axis direction. That is, the tank 10 is a container having a flat plate shape parallel to the XY plane. The tank 10 is made of a metal material such as aluminum, for example.

[0020] The tank 10 has a flow path R inside for guiding the fluid. Specifically, the tank 10 has a supply port 11 for supplying the fluid into the tank 10 from the outside, and a discharge port 12 for discharging the fluid that has passed through the flow path R of the tank 10 to the outside.

[0021] The supply port 11 and the discharge port 12 are located on the end face of the tank 10 on the negative Y-axis side. In other words, the supply port 11 and the discharge port 12 are located on one end of the tank 10. The supply port 11 and the discharge port 12 are aligned along the X-axis direction, with the supply port 11 located on the positive X-axis side of the discharge port 12. Due to this configuration, in this embodiment, the flow path R, when viewed along the Z-axis direction, has a turned shape such as a U-shape or V-shape as shown in Figure 1A and Figure 3(a). Alternatively, in this embodiment, as shown in Figure 1B and Figure 4(a), the flow path R may also have a straight shape such as an I-shape.

[0022] Each of the supply port 11 and discharge port 12 is a connection port to which a hose (not shown) can be connected. A hose for fluid inflow is connected to the supply port 11, and a hose for fluid outflow is connected to the discharge port 12. By connecting hoses to each of the supply port 11 and discharge port 12, fluid can pass through the flow path R of the tank 10. The fluid is, for example, a liquid such as coolant.

[0023] As shown in Figures 1A and 3, heating units 20 are arranged on one side of the tank 10 in the positive Z-axis direction and on the other side of the tank 10 in the negative Z-axis direction.

[0024] Specifically, the heating section 20 is positioned on the surface 101 on the Z-axis positive side and the back surface 102 on the Z-axis negative side of the tank 10. In other words, the heating section 20 is positioned on the surface 101 and back surface 102 of the tank 10, sandwiching the tank 10. The heating section 20 is a layered member and has a shape that conforms to the outer shape of the tank 10.

[0025] The heating unit 20 generates heat, thereby heating the tank 10. As a result, the fluid supplied from the supply port 11 of the tank 10 is heated by the heating unit 20 as it passes through the tank 10, and the heated fluid can be discharged from the outlet 12.

[0026] A heat transfer member may be placed between the heating unit 20 and the tank 10. That is, the heat transfer member may be positioned on one side of the tank 10 in the positive Z-axis direction and on the other side of the tank 10 in the negative Z-axis direction. The heat transfer member may be configured to transfer the heat generated by the heating unit 20 to the tank 10. The heat transfer member may be, for example, a thermal conductive material made of silicon.

[0027] Furthermore, a base material may be laminated on the other side of the heating unit 20 opposite to the side facing the tank 10. The base material may be made of a heat-resistant material such as stainless steel. The thermal conductivity of the base material may be lower than that of the tank 10. In this case, when the heating unit 20 generates heat, heat is transferred more easily to the tank 10 side than to the base material side.

[0028] The heating units 20 are stacked on both sides of the tank 10 and fixed to the tank 10 with screws or the like.

[0029] The heating unit 20 is electrically connected to the control elements 30 via a substrate 32. The substrate 32 is a long, plate-like structure extending in the Y-axis direction and is arranged alongside the tank 10. The substrate 32 can control the operation of the multiple control elements 30 for controlling the heating unit 20. By driving and controlling the heating unit 20, the substrate 32 can adjust the temperature of the fluid in the tank 10, the heating period, and the like. In this embodiment, the vehicle fluid heating device 1 may further include the substrate 32 as a component.

[0030] The control elements 30 are located on the side surface 103 of the rectangular parallelepiped tank 10. Specifically, the control elements 30 are located on a side surface 103 of the tank 10 that is different from the surface 101 and the back surface 102 of the tank 10 where the heating unit 20 is located. In the case shown in Figures 1A and 3(a), the supply port 11 is located on the X-axis positive side of the tank 10 than the discharge port 12, so multiple control elements 30 are arranged on the X-axis positive side surface 103 so as to be aligned along the Y-axis.

[0031] The multiple control elements 30 include a first element 131 and a second element 132.

[0032] As shown in Figure 2, the first element 131 is configured to control the heating unit 20. The first element 131 maintains a constant power supply per unit time to the heating unit 20 through switching control. As a result, the first element 131 experiences switching losses and tends to become hotter than the second element 132, which does not perform switching control.

[0033] The second element 132 is always in the ON state when the heating unit 20 is operating. Therefore, the second element 132 generates heat when it is in the ON state. The second element 132 is configured to control the heating unit 20, for example, in the event that the first element 131 fails. For example, if the first element 131 is stuck in the ON state, the second element 132 can stop supplying power to the heating unit 20. In this way, the heating unit 20 is controlled by one first element 131, and when one first element 131 fails, it is controlled by one second element 132.

[0034] In this embodiment, since four control elements 30 are arranged, as shown in Figures 1A and 2, for example, the four control elements 30, namely the first control element 30A, the second control element 30B, the third control element 30C, and the fourth control element 30D, may be arranged along the positive Y-axis direction. In this case, the first control element 30A may become the first element 131 and control the heating section 20 on the surface 101 of the tank 10, and the second control element 30B may become the second element 132 and control the heating section 20 on the surface 101 of the tank 10. Furthermore, the third control element 30C may become the first element 131 and control the heating section 20 on the back surface 102 of the tank 10, and the fourth control element 30D may become the second element 132 and control the heating section 20 on the back surface 102 of the tank 10. Note that the number of control elements 30 may be three or fewer, or five or more.

[0035] A malfunction includes cases where the heating unit 20 cannot be switched ON or OFF, and cases where the control element 30 has detached from the side surface 103 of the tank 10.

[0036] Furthermore, the vehicle fluid heating device 1 also has a planar contact layer 31. The contact layer 31 is positioned between the control element 30 and the tank 10. In other words, the control element 30 is positioned in close contact with the side surface 103 of the tank 10 via the contact layer 31. The contact layer 31 is insulating. Since the tank 10 is made of a metallic material such as aluminum, the contact layer 31 insulates the control element 30 from conducting electricity with the tank 10.

[0037] Each of the control elements 30 generates a different amount of heat. Therefore, in this embodiment, the control elements 30 that generate more heat are placed closer to the supply port 11. In other words, the liquid flowing through the flow path R of the tank 10 is colder as it approaches the supply port 11 and hotter as it approaches the discharge port 12. By placing the control elements 30 that generate more heat closer to the supply port 11, it becomes easier to cool the control elements 30 that generate more heat.

[0038] In the above description, an example was given in which the heating unit 20 heats the surface 101 and the back surface 102 of the tank 10, but this embodiment is not limited to this. Referring to Figures 3(b) and 4(b) and 4(c), a case will be described in which it is not necessary for a part of the surface 101 and a part of the back surface 102 of the tank 10 to be heated, and the heat generation density may be small.

[0039] For example, as shown in Figures 3(b) and 4(b), the heating unit 20 may be located in a separate area corresponding to the flow path R, except for the area corresponding to the area between the control element 30 and the flow path R. In other words, the tank 10 may have a heated region where the heating unit 20 is located and a non-heated region where the heating unit 20 is not located. The non-heated region may be located between the heated region and the control element 30.

[0040] Alternatively, as shown in Figures 3(c) and 4(c), the heating section 20 may be formed such that the heat generation density of the region between the control element 30 and the flow path R is lower than that of other regions. Specifically, the tank 10 may have a first heating region with a high heat generation density and a second heating region with a lower heat generation density than the first heating region. The first heating region may be located between the second heating region and the control element 30.

[0041] In this case, the heating unit 20 may have a first area E1 that heats the flow path R on the opposite side of the control element 30, and a second area E2 that heats the flow path R on the side of the control element 30. In Figure 3(c), it can also be said that the heating unit 20 has a second area E2 that heats the flow path R on the supply port 11 side, and a first area E1 that heats the flow path R on the discharge port 12 side.

[0042] Furthermore, the first heating region of the tank 10 may correspond to the second area E2 of the heating unit 20, and the second heating region of the tank 10 may correspond to the first area E1 of the heating unit 20. The heating unit 20 may be separated into the first area E1 and the second area E2, or the first area E1 and the second area E2 may be integrally configured but divided into the first area E1 and the second area E2 and controlled individually.

[0043] The control element 30 may also control the first area E1 and the second area E2 individually. For example, the control element 30 can turn on the heat generation in the first area E1 and turn off the heat generation in the second area E2. In this case, the second area E2 heats the flow path R due to the heat generated by the control element 30. The control element 30 can also set the heat generation in the first area E1 to "strong" and the heat generation in the second area E2 to "weak". Furthermore, when the fluid temperature is low, the control element 30 can set the heat generation in both the first area E1 and the second area E2 to "strong".

[0044] This prevents the control element 30 from being heated by the heating unit 20, and also allows the heat generated by the control element 30 to be dissipated to the tank 10.

[0045] The above example illustrates a case where multiple control elements 30 are arranged on one side surface 103 of the tank 10, but this embodiment is not limited to this. Referring to Figures 3(d) and 4(d), the case in which control elements 30 are arranged on both sides 103 of the tank 10 will be described.

[0046] For example, the multiple control elements 30 may be arranged in the tank 10 so as to sandwich the flow path R. Specifically, the control elements 30 may be arranged on the side surface 103 of the tank 10 on the positive X-axis side and on the negative X-axis side. In this case as well, the control elements 30 that generate more heat may be arranged on the side surface 103 on the supply port 11 side (positive X-axis side), and the control elements 30 that generate less heat may be arranged on the side surface 103 on the discharge port 12 side (negative X-axis side).

[0047] Although the above example illustrates a single flow path R, this embodiment is not limited to this. The flow path R will be described with reference to Figures 5 and 6A.

[0048] Figure 5 is a plan view showing the first flow path R1, second flow path R2, third flow path R3, and heating unit 20 of the vehicle fluid heating device 1. Figure 5(a) illustrates a case where the heating unit 20 is positioned in the tank 10 so as to cover the first flow path R1, second flow path R2, and third flow path R3. Figure 5(b) illustrates a case where the heating unit 20 is positioned in the tank 10 so as to cover the first flow path R1 and third flow path R3, but not the second flow path R2. Figure 5(c) illustrates a case where the third area E3 of the heating unit 20 is positioned in the tank 10 so as to cover the first flow path R1 and third flow path R3, and the fourth area E4 of the heating unit 20 is positioned so as to cover the second flow path R2. Figure 6A is another plan view showing the first flow path R1, second flow path R2, third flow path R3, and heating unit 20 of the vehicle fluid heating device 1. Figure 6A(a) illustrates a second channel R2 having a smaller cross-sectional area than the first channel R1 and the third channel R3. Figure 6A(b) illustrates a case where a second channel R2 is formed for arranging a high-temperature control element 30.

[0049] Note that while Figure 5 illustrates cases where the flow path R is U-shaped or V-shaped, the flow path R may also be I-shaped. The same applies to Figures 6 and onward.

[0050] For example, as shown in Figure 5(a), the flow path R may have a first flow path R1 and a second flow path R2 into which fluid flows from the supply port 11 of the tank 10, and a third flow path R3 through which fluid flows from at least one of the first flow path R1 and the second flow path R2.

[0051] The second channel R2 may be a channel that bypasses the first channel R1. In this case, the upstream end of the second channel R2 may be connected to the upstream end of the first channel R1, and the downstream end of the second channel R2 may be connected to at least one of the downstream end of the first channel R1 and the upstream end of the third channel R3.

[0052] The control element 30 may be positioned on the side surface 103 of the tank 10 so as to be in contact with the second flow path R2. In Figure 5, since the second flow path R2 is a flow path that bypasses the first flow path R1, the control element 30 may be positioned on the side surface 103 of the tank 10 so as to be in contact with the second flow path R2.

[0053] The second channel R2, which bypasses the first channel R1, is at a lower temperature than the first channel R1 and the third channel R3. This makes it easier to cool the control element 30.

[0054] For example, as shown in Figure 5(b), the heating unit 20 may be located in a separate area corresponding to the first channel R1 and the third channel R3, excluding the area corresponding to the space between the control element 30 and the first channel R1, i.e., the area corresponding to the second channel R2. In other words, the tank 10 may have a heated region where the heating unit 20 is located and a non-heated region where the heating unit 20 is not located. The non-heated region may be located between the heated region and the control element 30.

[0055] Alternatively, as shown in Figure 5(c), the heating section 20 may be formed such that the heat generation density of a region between the control element 30 and the first flow path R1 is lower than that of a different region. Specifically, the tank 10 may have a first heating region with a high heat generation density and a second heating region with a lower heat generation density than the first heating region. The second heating region may be located between the first heating region and the control element 30.

[0056] In this case, the heating unit 20 may have a third area E3 corresponding to the first flow path R1 and the third flow path R3, and a fourth area E4 corresponding to the second flow path R2. The fourth area E4 may be located between the third area E3 and the control element 30. In other words, the first heating region of the tank 10 may correspond to the third area E3 of the heating unit 20, and the second heating region of the tank 10 may correspond to the fourth area E4 of the heating unit 20.

[0057] The control element 30 may also control the third area E3 and the fourth area E4 individually. For example, the control element 30 can turn off the heat generation in the fourth area E4 and turn on the heat generation in the third area E3. Alternatively, the control element 30 can set the heat generation in the fourth area E4 to "weak" and the heat generation in the third area E3 to "strong". Furthermore, when the fluid temperature is low, the control element 30 can set the heat generation in both the third area E3 and the fourth area E4 to "strong".

[0058] Furthermore, Figure 6A(a) illustrates the cross-sectional areas of the first channel R1, the second channel R2, and the third channel R3.

[0059] The cross-sectional areas of the first channel R1, the second channel R2, and the third channel R3 may be the same, but as shown in Figure 6A(a), the cross-sectional area of ​​the second channel R2 may be smaller than the cross-sectional area of ​​the first channel R1 and also smaller than the cross-sectional area of ​​the third channel R3. The cross-sectional areas of the first channel R1 and the third channel R3 may be the same.

[0060] Furthermore, Figure 6A(b) illustrates the arrangement of the control elements 30.

[0061] Although the multiple control elements 30 are arranged on the side surface 103 of the tank 10 so as to be in contact with the second flow path R2, as shown in Figure 6A(b), the control element 30 with the largest heat generation among the multiple control elements 30 may be arranged on the side surface 103 of the tank 10 so as to be in contact with the second flow path R2. This allows the length of the second flow path R2 to be minimized, thereby suppressing the need to increase the size of the vehicle fluid heating device 1.

[0062] In the above description, an example was given in which the vehicle fluid heating device 1 comprises a tank 10, a heating unit 20, and a control element 30, but this embodiment is not limited to this. The vehicle fluid heating device 1 will be described with reference to Figure 6B.

[0063] Figure 6B is a plan view showing the first flow path R1, second flow path R2, third flow path R3, and heating section 20 of a vehicle fluid heating device 1 having a control unit 42 and a valve 41.

[0064] As shown in Figure 6B, the vehicle fluid heating device 1 may further include a valve 41, a temperature sensing unit 40, and a control unit 42.

[0065] Valve 41 may be located in the tank 10 and configured to control the amount of fluid flowing into the second flow path R2. Valve 41 may be located on both the upstream and downstream sides of the second flow path R2, or it may be located on only one of them.

[0066] The temperature sensing unit 40 may be configured to detect the temperature of the control element 30.

[0067] In this case, the temperature sensing unit 40 may be attached to the control element 30. Since the vehicle fluid heating device 1 has a plurality of control elements 30, the plurality of temperature sensing units 40 may be arranged so that they correspond one-to-one with the plurality of control elements 30.

[0068] The temperature detection unit 40 may output a detection result indicating the temperature of the detected control element 30 to the control unit 42.

[0069] The control unit 42 may be configured to control the opening and closing of the valve 41. The control unit 42 may close the valve 41 if the temperature detected by the temperature detection unit 40 is less than a first predetermined value, and open the valve 41 if the temperature detected by the temperature detection unit 40 is equal to or greater than the first predetermined value. The control unit 42 may be implemented, for example, by a processor such as a CPU executing a computer program.

[0070] For example, when the vehicle fluid heating device 1 is started, it is assumed that the vehicle fluid heating device 1 is in a low temperature state (for example, below 20°C), so the control unit 42 can close the valve 41. Also, after a predetermined period of time has elapsed since startup, the temperature of the control element 30 rises, so the control unit 42 can open the valve 41 to cool the control element 30.

[0071] In Figure 6B, an example is shown in which the temperature sensing unit 40 is attached to the control element 30, but the temperature sensing unit 40 may also be located on the tank 10. In this case, the control unit 42 may close the valve 41 if the temperature detected by the temperature sensing unit 40 is less than a first predetermined value, and open the valve 41 if the temperature detected by the temperature sensing unit 40 is equal to or greater than the first predetermined value.

[0072] For example, when the vehicle fluid heating device 1 is started up, it is assumed that the vehicle fluid heating device 1 is in a low temperature state (e.g., below 20°C). Therefore, if the temperature of the tank 10 is low (below the first predetermined value), heat can be dissipated from the control element 30 to the tank 10 itself. Consequently, there is no need to flow fluid through the second flow path R2. For this reason, the valve 41 can be closed to prevent fluid from flowing into the second flow path R2.

[0073] The above description illustrates cases where the tank 10 has a flow path R, but this embodiment is not limited to these cases. The tank 10 will be described with reference to Figures 7 and 8.

[0074] Figure 7 is a plan view showing the first flow path R1, second flow path R2, third flow path R3, and heating section 20 of the vehicle fluid heating device 1 in which the cavity 15 is formed. Figure 7(a) illustrates a case in which multiple control elements 30 are arranged in the cavity 15. Figure 7(b) illustrates a case in which multiple control elements 30 and a fixing part 43 are arranged in the cavity 15. Figure 7(c) illustrates a case in which multiple control elements 30 and a thermoelectric element 44 are arranged in the cavity 15. Figure 8 is another plan view showing the first flow path R1, second flow path R2, third flow path R3, and heating section 20 of the vehicle fluid heating device 1 in which the cavity 15 is formed. Figure 8(a) illustrates a case in which multiple control elements 30 are arranged so as to sandwich the second body 112 of the second flow path R2. Figure 8(b) illustrates a case in which two or more control elements 30 are arranged on either side of the second main body 112 of the second flow path R2, and two or more control elements 30 are also arranged on the first main body 111.

[0075] As shown in Figure 7(a), the tank 10 may have a cavity 15 formed between the first flow path R1 and the second flow path R2. That is, the tank 10 has a first body 111 in which the first flow path R1 and the third flow path R3 are formed, and a second body 112 which is integrally connected to the first body 111 and in which the second flow path R2 is formed. The cavity 15 may be formed between the first body 111 and the second body 112. In this embodiment, the cavity 15 may be a through hole formed in the tank 10.

[0076] At least one control element 30 may be placed in the cavity 15 so as to be in contact with the second flow path R2. In this case, at least one control element 30 may be placed on the inner wall surface of the cavity 15 (side surface 103 of the tank 10) via a contact layer 31.

[0077] Furthermore, as shown in Figure 7(b), the vehicle fluid heating device 1 may also include a fixing part 43.

[0078] The fixing portion 43 may be positioned in the cavity 15 so as to fill the space between the side surface 103 of the tank 10 that forms the first flow path R1 and the control element 30. The fixing portion 43 is made of, for example, a resin material. The fixing portion 43 presses the control element 30 against the inner wall surface of the cavity 15, making it difficult for the control element 30 to peel off from the inner wall surface of the cavity 15.

[0079] Furthermore, as shown in Figure 7(c), the vehicle fluid heating device 1 may also include a thermoelectric element 44 and a control unit 45 in place of the fixed part 43.

[0080] The thermoelectric element 44 may be positioned in the cavity 15 so as to fill the space between the side surface 103 of the tank 10 that forms the first flow path R1 and the control element 30. The thermoelectric element 44 is, for example, a Peltier element. In this case, the cooling surface 44b of the thermoelectric element 44 may be in close contact with the control element 30, and the heating surface 44a may be in close contact with the side surface 103 of the tank 10. The control element 30 is pressed against the inner wall surface of the cavity 15 by the thermoelectric element 44, making it difficult for the control element 30 to peel off from the inner wall surface of the cavity 15, and the thermoelectric element 44 can cool the control element 30 and further heat the first main body 111.

[0081] The control unit 45 may be configured to control the thermoelectric element 44. The control unit 45 may drive the thermoelectric element 44 so that the thermoelectric element 44 cools the control element 30 and further heats the first main body 111, or it may stop the thermoelectric element 44. By mounting the above-described temperature detection unit 40 on the vehicle fluid heating device 1, the control unit 45 may control the driving of the thermoelectric element 44 according to the temperature detected by the temperature detection unit 40, as described in Figure 6B above.

[0082] The control unit 45 is implemented, for example, by a processor such as a CPU executing a computer program.

[0083] Furthermore, as shown in Figure 8(a), some of the control elements 30 may be arranged on the inner wall surface (side surface 103) of the cavity 15, while the remaining control elements 30 are arranged on the outside of the cavity 15, on the side surface 103 of the second body 112, in contact with the second flow path R2. In this way, by sandwiching the second body 112 of the second flow path R2 with multiple control elements 30, the lengthening of the second body 112 can be suppressed, and therefore the lengthening of the first body 111 can also be suppressed. For this reason, it is expected that the size of the tank 10 will be suppressed.

[0084] Furthermore, as shown in Figure 8(b), some of the control elements 30 may be arranged so as to sandwich the second body 112 of the second flow path R2, and the remaining control elements 30 may be arranged on the side surface 103 of the first body 111 opposite to the second body 112 side. In this case as well, some of the control elements 30 may sandwich the second body 112 of the second flow path R2, and the remaining control elements 30 may be arranged on the side surface 103 of the first body 111 on the third flow path R3 side. This further suppresses the lengthening of the second body 112, and thus further suppresses the lengthening of the first body 111. Therefore, it is expected that the size of the tank 10 will be further suppressed.

[0085] In this case as well, the control elements 30 that generate more heat may be placed on the side surface 103 of the second main body 112, and the control elements 30 that generate less heat may be placed on the side surface 103 of the first main body 111.

[0086] In the above description, an example was given in which the vehicle fluid heating device 1 comprises a tank 10, a heating unit 20, and a control element 30, but this embodiment is not limited to this. The vehicle fluid heating device 1 will be described with reference to Figure 9.

[0087] Figure 9 is a plan view showing a vehicle fluid heating device 1 having a temperature sensing unit 40 located in a tank 10. In Figure 9, for clarity, three control elements 30 are illustrated and explained as examples.

[0088] As shown in Figure 9, the vehicle fluid heating device 1 may further include a temperature sensing unit 40.

[0089] The temperature sensing unit 40 may be configured to detect the temperature of the tank 10.

[0090] In this case, the temperature sensing unit 40 may be mounted on the side surface 103 of the tank 10 so as to be adjacent to the control element 30.

[0091] The control element 30 may control the heating unit 20 to stop heating the tank 10 if the temperature detected by the temperature detection unit 40 is equal to or greater than a second predetermined value. Alternatively, the control element 30 may control the heating unit 20 to continue heating the fluid if the temperature detected by the temperature detection unit 40 is less than the second predetermined value.

[0092] Furthermore, since the tank 10 has multiple control elements 30, the multiple control elements 30 may include a first control element 30a that generates the most heat, a second control element 30b that generates the next most heat after the first control element 30a, and a third control element 30c that generates less heat than the first control element 30a and the second control element 30b.

[0093] The control element 30 may control the heating unit 20 to stop heating the tank 10 if the temperature detected by at least one of the first temperature detection unit 40a and the second temperature detection unit 40b is equal to or greater than a second predetermined value.

[0094] In this case, the vehicle fluid heating device 1 may be equipped with a plurality of temperature sensing units 40.

[0095] The multiple temperature detection units 40 may include a first temperature detection unit 40a and a second temperature detection unit 40b that detect the temperatures of the multiple control elements 30.

[0096] The first temperature sensing unit 40a may be positioned on the side surface 103 adjacent to the first control element 30a and the third control element 30c.

[0097] The second temperature sensing unit 40b may be positioned on the side surface 103 adjacent to the second control element 30b and the third control element 30c.

[0098] In this case, if the first temperature detection unit 40a detects a temperature above the second predetermined value, it can be inferred that the first control element 30a has become overheated and malfunctioned because the first control element 30a, which generates a large amount of heat, and the third control element 30c, which generates less heat than the first control element 30a, are arranged side by side.

[0099] Furthermore, even if the second temperature detection unit 40b detects a temperature above the second predetermined value, it can be inferred that the second control element 30b has become overheated and malfunctioned because the second control element 30b, which generates a large amount of heat, and the third control element 30c, which generates less heat than the second control element 30b, are arranged side by side.

[0100] <Effects and Effects> Next, the effects and advantages of the vehicle fluid heating device 1 in this embodiment will be described.

[0101] As described above, the vehicle fluid heating device 1 of Technology 1 according to this embodiment comprises a tank 10 having a flow path R for guiding fluid inside, a heating unit 20 arranged on either side of the tank 10 and heating the fluid by heating the tank 10, and at least one control element 30 for controlling the heating unit 20. The tank 10 has a surface 101 and a back surface 102 on which the heating unit 20 is located, and a side surface 103 that is different from the surface 101 and back surface 102. The control element 30 is located on the side surface 103 of the tank 10.

[0102] According to this, even if the control element 30 generates heat, this heat can be dissipated to the tank 10. Therefore, heat can be dissipated from the control element 30 to the tank 10 without the need for a heat dissipation mechanism to cool the control element 30.

[0103] Furthermore, the heat generated by the control element 30 can be used to heat the fluid. This helps to suppress the need to enlarge the heating unit 20.

[0104] Therefore, this vehicle fluid heating device 1 makes it possible to suppress the increase in size and the soaring manufacturing costs.

[0105] In particular, since heat can be dissipated from the control element 30 to the tank 10, it is possible to suppress the control element 30 from becoming too hot. Therefore, it is possible to suppress an increase in the power consumption of the control element 30.

[0106] Furthermore, since the temperature of the control element 30 can be suppressed with a simple configuration, the complexity of the structure of the vehicle fluid heating device 1 can be suppressed.

[0107] Furthermore, the vehicle fluid heating device 1 of Technology 2 according to this embodiment is the vehicle fluid heating device 1 described in Technology 1. In this case, it further comprises a planar contact layer 31 arranged on the side surface 103 of the tank 10, and the contact layer 31 is arranged between the tank 10 and the control element 30.

[0108] According to this, since the control element 30 is in contact with the tank 10 via the contact layer 31, heat is more easily dissipated from the control element 30 to the tank 10.

[0109] Furthermore, since the control element 30 is in contact with the contact layer 31, the control element 30 can be held against the side surface 103 of the tank 10.

[0110] Furthermore, if the tank 10 is made of metal, and the contact layer 31 has insulating properties, it is possible to suppress the conduction of current between the control element 30 and the tank 10.

[0111] Furthermore, the vehicle fluid heating device 1 of Technology 3 according to this embodiment is the vehicle fluid heating device 1 described in Technology 2. In this case, the control element 30 is arranged in close contact with the side surface 103 via the contact layer 31.

[0112] According to this, the contact area between the control element 30 and the tank 10 via the contact layer 31 can be increased, making it easier for heat to be dissipated from the control element 30 to the tank 10.

[0113] Furthermore, the vehicle fluid heating device 1 of Technology 4 according to this embodiment is the vehicle fluid heating device 1 described in any one of Technologies 1 to 3. In this case, the flow path R has a supply port 11 into which fluid is supplied from the outside to the tank 10, and a discharge port 12 that discharges the fluid that has passed through the flow path R of the tank 10 to the outside. Multiple control elements 30 are arranged in the tank 10, and the control elements 30 that generate more heat are positioned closer to the supply port 11.

[0114] According to this, the temperature of the fluid flowing into the supply port 11 is lower than that of the discharge port 12, so the part of the tank 10 closer to the supply port 11 is cooler than the part closer to the discharge port 12. Therefore, by positioning the control element 30, which generates a large amount of heat, closer to the supply port 11 on the side surface 103 of the tank 10, heat can be dissipated from the control element 30 to the tank 10. In other words, it is expected that the cooling capacity for the control element 30, which generates a large amount of heat, will be improved.

[0115] Furthermore, the vehicle fluid heating device 1 of Technology 5 according to this embodiment is the vehicle fluid heating device 1 described in any one of Technologies 1 to 4. In this case, the flow path R has a supply port 11 into which fluid is supplied from the outside into the tank 10 and a discharge port 12 that discharges the fluid that has passed through the flow path R of the tank 10 to the outside. The tank 10 is equipped with a plurality of control elements 30, the plurality of control elements 30 including a first element 131 that controls the heating unit 20 and a second element 132 that controls the heating unit 20 when the first element 131 fails, and the first element 131 is positioned closer to the supply port 11 than the second element 132.

[0116] According to this, by positioning the first element 131, which generates more heat than the second element 132, closer to the supply port 11 on the side 103 of the tank 10, heat can be dissipated from the first element 131, which generates more heat, to the tank 10. In other words, it is expected that the cooling capacity for the first element 131, which generates more heat, will be improved.

[0117] Furthermore, the vehicle fluid heating device 1 of Technology 6 according to this embodiment is the vehicle fluid heating device 1 described in any one of Technologies 1 to 5. In this case, the heating unit 20 is located in a separate area corresponding to the flow path R, excluding the area between the control element 30 and the flow path R, or is formed such that the heat generation density of the separate area is smaller than that of the separate area.

[0118] According to this, the heating unit 20 can be positioned away from the control element 30. Therefore, it is possible to prevent the control element 30 from being overheated. In other words, it is possible to prevent the heating unit 20 from obstructing heat dissipation from the control element 30 to the tank 10.

[0119] Furthermore, because the heating unit 20 has a lower heat generation density in the area between the control element 30 and the flow path R than in other areas, it is possible to prevent the control element 30 from being overheated. In other words, it is possible to prevent the heating unit 20 from hindering heat dissipation from the control element 30 to the tank 10. In addition, because the control element 30 can heat the fluid passing through the second flow path R2, it is possible to prevent the temperature of the fluid returning to the first flow path R1 or the third flow path R3 from dropping too low. In this way, the fluid can be heated to an extent that does not affect the control element 30.

[0120] Furthermore, the vehicle fluid heating device 1 of Technology 7 according to this embodiment is the vehicle fluid heating device 1 described in any one of Technologies 1 to 5. In this case, the tank 10 has a heating region where the heating unit 20 is located and a non-heating region where the heating unit 20 is not located, and the non-heating region is located between the heating region and the control element 30.

[0121] According to this, since the tank 10 is not heated in the non-heating region, it is possible to suppress the control element 30 from being overheated. In other words, it is possible to suppress the heat dissipation from the control element 30 to the tank 10 being hindered by the heating unit 20.

[0122] Furthermore, the vehicle fluid heating device 1 of Technology 8 according to this embodiment is the vehicle fluid heating device 1 described in any one of Technologies 1 to 7. In this case, the heating unit 20 has a first area E1 that heats the flow path R on the side opposite to the control element, and a second area E2 that heats the flow path R on the side of the control element, and the control element 30 controls the first area E1 and the second area E2 individually.

[0123] According to this, the heating section 20 can be controlled for each area. For example, the control element 30 can control the heating section 20 of the second area E2 so that the second area E2 does not become too hot. This prevents the control element 30 from becoming overheated.

[0124] Furthermore, the vehicle fluid heating device 1 of Technology 9 according to this embodiment is the vehicle fluid heating device 1 described in any one of Technologies 1 to 8. In this case, a plurality of control elements 30 are arranged in the tank 10, and the plurality of control elements 30 are arranged so as to sandwich the flow path R.

[0125] According to this, control elements 30 can be placed on both sides of the tank 10. Therefore, it is not necessary to enlarge the tank 10 in order to dissipate heat from multiple control elements 30 to the tank 10. In other words, the flow path R can be shortened, and the tank 10 can be made smaller.

[0126] Furthermore, the vehicle fluid heating device 1 of Technology 10 according to this embodiment is the vehicle fluid heating device 1 described in any one of Technologies 1 to 9. In this case, the flow path R has a first flow path R1 and a second flow path R2 into which fluid flows from the supply port 11 of the tank 10, and a third flow path R3 through which fluid flows from at least one of the first flow path R1 and the second flow path R2. The second flow path R2 is a flow path R that bypasses the first flow path R1, and the control element 30 is arranged on the side surface 103 so as to be in contact with the second flow path R2.

[0127] According to this, the second channel R2 can be positioned further away from the first channel R1, so the temperature of the fluid flowing through the second channel R2 becomes lower than the temperature of the fluid flowing through the first channel R1. Therefore, the portion of the tank 10 forming the second channel R2 becomes cooler than the portion of the tank 10 forming the first channel R1. As a result, more heat can be dissipated from the control element 30 to the tank 10. In other words, the control element 30 can be cooled efficiently.

[0128] Furthermore, the vehicle fluid heating device 1 of Technology 11 according to this embodiment is the vehicle fluid heating device 1 described in Technology 10. In this case, the heating section 20 has a third area E3 corresponding to the first flow path R1 and the third flow path R3, and a fourth area E4 corresponding to the second flow path R2, and the heating section 20 is formed such that the heat generation density of the fourth area E4 is smaller than that of the third area E3.

[0129] According to this, since the heat generation density in the fourth area E4 is lower than that of the third area E3, it is possible to prevent the control element 30 from being overheated. In other words, it is possible to prevent the heating unit 20 from hindering heat dissipation from the control element 30 to the tank 10.

[0130] Furthermore, the vehicle fluid heating device 1 of Technology 12 according to this embodiment is the vehicle fluid heating device 1 described in Technology 10. In this case, the heating unit 20 has a third area E3 corresponding to the first flow path R1 and the third flow path R3, and a fourth area E4 corresponding to the second flow path R2, and the control element 30 controls the third area E3 and the fourth area E4 individually.

[0131] According to this, the heating section 20 can be controlled for each area. For example, the control element 30 can control the heating section 20 of the fourth area E4 so that the fourth area E4 does not become too hot. This prevents the control element 30 from becoming overheated.

[0132] Furthermore, the vehicle fluid heating device 1 of Technology 13 according to this embodiment is the vehicle fluid heating device 1 described in any one of Technologies 10 to 12. In this case, the cross-sectional area of ​​the second flow path R2 is smaller than the cross-sectional area of ​​the first flow path R1.

[0133] According to this, it is possible to suppress the increase in pressure loss of the fluid flowing through the flow path R of the tank 10, and also to suppress the increase in the size of the tank 10.

[0134] Furthermore, the vehicle fluid heating device 1 of Technology 14 according to this embodiment is the vehicle fluid heating device 1 described in any one of Technologies 10 to 12. In this case, a plurality of control elements 30 are arranged in the tank 10, and only the control element 30 with the largest heat generation among the plurality of control elements 30 is arranged on the side surface 103 so as to be in contact with the second flow path R2.

[0135] According to this, it is possible to suppress the length of the second flow path R2 from becoming too long, thereby suppressing an increase in the pressure loss of the fluid flowing through the flow path R of the tank 10, and also suppressing the need to enlarge the tank 10.

[0136] Furthermore, the control element 30, which generates the most heat, can dissipate more heat to the tank 10. In other words, it is expected that the cooling capacity for the control element 30, which generates the most heat, can be further improved.

[0137] Furthermore, the vehicle fluid heating device 1 of Technology 15 according to this embodiment is the vehicle fluid heating device 1 described in any one of Technologies 10 to 14. In this case, it further comprises a temperature detection unit 40 that detects the temperature of the control element 30, a valve 41 arranged in the tank 10 for controlling the amount of fluid flowing into the second flow path R2, and a control unit 42 that controls the opening and closing of the valve 41. The control unit 42 closes the valve 41 if the temperature detected by the temperature detection unit 40 is less than a first predetermined value, and opens the valve 41 if the temperature detected by the temperature detection unit 40 is equal to or greater than the first predetermined value.

[0138] According to this, if the temperature of the control element 30 is low (below the first predetermined value), there is no need to dissipate heat from the control element 30, and the valve 41 can be closed to prevent fluid from flowing into the second flow path R2. Therefore, the pressure loss of the fluid flowing through the flow path R of the tank 10 can be suppressed.

[0139] Furthermore, if the temperature of the control element 30 is high (above the first predetermined value), the valve 41 can be opened to control the flow of fluid into the second flow path R2. This allows more heat to be dissipated from the control element 30 to the tank 10. In other words, the control element 30 can be cooled efficiently.

[0140] Furthermore, the vehicle fluid heating device 1 of Technology 16 according to this embodiment is the vehicle fluid heating device 1 described in any one of Technologies 10 to 14. In this case, it further comprises a temperature detection unit 40 for detecting the temperature of the tank 10, a valve 41 disposed in the tank 10 for controlling the amount of fluid flowing into the second flow path R2, and a control unit 42 for controlling the opening and closing of the valve 41. The control unit 42 closes the valve 41 if the temperature detected by the temperature detection unit 40 is less than a first predetermined value, and opens the valve 41 if the temperature detected by the temperature detection unit 40 is equal to or greater than the first predetermined value.

[0141] According to this, if the temperature of the tank 10 is low (below the first predetermined value), heat can be dissipated from the control element 30 to the tank 10 itself, so there is no need to flow fluid through the second flow path R2. Therefore, by closing the valve 41, it is possible to control the flow so that fluid does not flow into the second flow path R2, thereby suppressing the pressure loss of the fluid flowing through the flow path R of the tank 10.

[0142] Furthermore, if the temperature of the tank 10 is high (above the first predetermined value), the valve 41 can be opened to control the flow of fluid into the second flow path R2. This allows for greater heat dissipation from the control element 30 to the tank 10 and the fluid. In other words, the control element 30 can be cooled efficiently.

[0143] Furthermore, the vehicle fluid heating device 1 of Technology 17 according to this embodiment is the vehicle fluid heating device 1 described in any one of Technologies 10 to 16. In this case, the tank 10 has a cavity 15 formed between the first flow path R1 and the second flow path R2, and at least one control element 30 is arranged in the cavity 15 so as to be in contact with the second flow path R2.

[0144] According to this, a space can be formed between the first flow path R1 and the second flow path R2, thereby suppressing heat transfer from the tank 10 (first body 111) forming the first flow path R1 to the tank 10 (second body 112) forming the second flow path R2. Therefore, the heating unit 20 can efficiently heat the tank 10.

[0145] Furthermore, the vehicle fluid heating device 1 of Technology 18 according to this embodiment is the vehicle fluid heating device 1 described in Technology 17. In this case, it further includes a fixing part 43 arranged in the cavity 15 so as to fill the space between the side surface 103 of the tank 10 that forms the first flow path R1 and the control element 30.

[0146] According to this, the control element 30 can be more firmly fixed to the side surface 103 of the tank 10 by the fixing part 43.

[0147] Furthermore, the vehicle fluid heating device 1 of Technology 19 according to this embodiment is the vehicle fluid heating device 1 described in Technology 17. In this case, it further comprises a thermoelectric element 44 arranged in a cavity 15 so as to fill the space between the side surface 103 of the tank 10 that forms the first flow path R1 and the control element 30, and a control unit 45 that controls the thermoelectric element 44.

[0148] According to this, by bringing the cooling surface 44b of the thermoelectric element 44 into contact with the control element 30 and the heating surface 44a of the thermoelectric element 44 into contact with the side surface 103 of the tank 10, the control element 30 can be cooled and the tank 10 (first body 111) that forms the first flow path R1 can be heated.

[0149] Furthermore, the vehicle fluid heating device 1 of Technology 20 according to this embodiment is the vehicle fluid heating device 1 described in any one of Technologies 1 to 19. In this case, it further includes a temperature detection unit 40 that detects the temperature of the control element 30, and the temperature detection unit 40 is attached to the control element 30.

[0150] According to this, the temperature detection unit 40 can accurately detect the temperature of the control element 30.

[0151] Furthermore, the vehicle fluid heating device 1 of Technology 21 according to this embodiment is the vehicle fluid heating device 1 described in any one of Technologies 1 to 19. In this case, it further includes a temperature detection unit 40 that detects the temperature of the control element 30, and the temperature detection unit 40 is mounted on the side surface 103 so as to be adjacent to the control element 30, and the control element 30 controls the heating unit 20 to stop heating the tank 10 if the temperature detected by the temperature detection unit 40 is equal to or greater than a second predetermined value.

[0152] According to this, by stopping the heating of the tank 10, it is possible to prevent the control element 30 from being overheated. In other words, it is possible to prevent the heating unit 20 from hindering heat dissipation from the control element 30 to the tank 10.

[0153] Furthermore, the vehicle fluid heating device 1 of Technology 22 according to this embodiment is the vehicle fluid heating device 1 described in any one of Technology 1 to 3. In this case, the tank 10 is equipped with a plurality of control elements 30, and further includes a first temperature detection unit 40a and a second temperature detection unit 40b that detect the temperature of the plurality of control elements 30, the plurality of control elements 30 include a first control element 30a that generates the most heat, a second control element 30b that generates the next most heat after the first control element 30a, and a third control element 30c that generates less heat than the first control element 30a and the second control element 30b, the first temperature detection unit 40a is positioned on the side surface 103 adjacent to the first control element 30a and the third control element 30c, and the second temperature detection unit 40b is positioned on the side surface 103 adjacent to the second control element 30b and the third control element 30c, the control elements 30 control the heating unit 20 to stop heating the tank 10 if the temperature detected by at least one of the first temperature detection unit 40a and the second temperature detection unit 40b is equal to or greater than a second predetermined value.

[0154] According to this, the third control element 30c can stop heating the tank 10 by turning off the power supply to the first control element 30a or the second control element 30b, which is presumed to be malfunctioning due to high temperature, thereby preventing the control element 30 from overheating.

[0155] Furthermore, since the temperature of the control element 30 can be detected with a minimum number of temperature sensing units 40, the number of temperature sensing units 40 installed in the vehicle fluid heating device 1 can be optimized. Therefore, the increase in manufacturing costs for the vehicle fluid heating device 1 can be suppressed.

[0156] (Other variations) The fluid heating device for vehicles relating to this disclosure has been described above based on the embodiments described above, but this disclosure is not limited to these embodiments. Various modifications to the embodiments that a person skilled in the art can conceive of may also be included in the scope of this disclosure, as long as they do not depart from the spirit of this disclosure.

[0157] For example, in the vehicle fluid heating device according to this disclosure, the heating region and the non-heating region are formed in a rectangular shape, but are not limited to this. For example, in Figure 3(b), the heating region may have a triangular or trapezoidal shape that widens as it moves away from the outlet 12, and the non-heating region may have a triangular or trapezoidal shape that narrows as it moves away from the supply port 11. In Figure 4(b), the heating region may have a triangular or trapezoidal shape that narrows as it moves away from the outlet 12, and the non-heating region may have a triangular or trapezoidal shape that narrows as it moves away from the supply port 11. This is expected to suppress heating on the side closer to the supply port 11, thereby preventing the control element 30 from being heated. The same applies to the heating region and non-heating region in Figures 5 and later.

[0158] From this perspective, in the relationship between the first and second areas, the first area may be interpreted as a heated area and the second area as a non-heated area. For this reason, the first and second areas are not limited to a rectangular shape, but may also be triangular or trapezoidal.

[0159] From this perspective, in the relationship between the third and fourth areas, the third area may be interpreted as a heated area, and the fourth area as a non-heated area. For this reason, the third and fourth areas are not limited to a rectangular shape, but may also be triangular or trapezoidal.

[0160] Furthermore, this disclosure also includes forms obtained by applying various modifications to the above embodiments that a person skilled in the art could conceive, and forms realized by arbitrarily combining the components and functions of the embodiments without departing from the spirit of this disclosure. [Industrial applicability]

[0161] This disclosure can be used for vehicle fluid heating devices such as air conditioning systems installed in vehicles. [Explanation of symbols]

[0162] 1. Fluid heating device for vehicles 10 tanks 11 supply ports 12 Outlet 15 Cavity 20 Heating section 30 control elements 30a, 30A First control element 30b, 30B Second control element 30C, 30C Third control element 30D Fourth control element 31 Contact layer 40 Temperature detection unit 40a First temperature detection unit 40b Second temperature detection unit 41 valves 42, 45 Control Unit 43 Fixed part 44 Thermoelectric elements 101 Surface 102 Back side 103 Side view 131 First element (control element) 132 Second element (control element) E1 Area 1 E2 Area 2 E3 Area 3 E4 Area 4 R channel R1 First channel R2 Second channel R3 Third channel

Claims

1. A tank having a fluid channel inside, A heating unit is positioned to sandwich the aforementioned tank and heats the fluid by heating the tank, The heating section comprises at least one control element for controlling the heating section, The tank has a front surface and a back surface on which the heating section is located, and a side surface that is different from the front surface and the back surface. The control element is located on the side surface of the tank. Fluid heating device for vehicles.

2. The tank further comprises a planar contact layer disposed on the side surface of the tank, The contact layer is positioned between the tank and the control element. The vehicle fluid heating device according to claim 1.

3. The control element is arranged in close contact with the side surface via the contact layer. The vehicle fluid heating device according to claim 2.

4. The flow path has a supply port for supplying the fluid into the tank from the outside, and a discharge port for discharging the fluid that has passed through the flow path of the tank to the outside. Multiple control elements are arranged in the tank. The control elements that generate more heat among the plurality of control elements are positioned closer to the supply port. A vehicle fluid heating device according to any one of claims 1 to 3.

5. The flow path has a supply port for supplying the fluid into the tank from the outside, and a discharge port for discharging the fluid that has passed through the flow path of the tank to the outside. Multiple control elements are arranged in the tank. The plurality of control elements include a first element that controls the heating section and a second element that controls the heating section when the first element fails. The first element is positioned closer to the supply port than the second element. A vehicle fluid heating device according to any one of claims 1 to 3.

6. The heating section is located in a separate area corresponding to the flow path, excluding the area between the control element and the flow path, or is formed such that the heat generation density in that area is lower than that of the separate area. A vehicle fluid heating device according to any one of claims 1 to 3.

7. The tank has a heating region where the heating unit is located and a non-heating region where the heating unit is not located. The non-heated region is located between the heated region and the control element. A vehicle fluid heating device according to any one of claims 1 to 3.

8. The heating unit has a first area that heats the flow path on the side opposite to the control element, and a second area that heats the flow path on the side of the control element. The control element controls the first area and the second area individually. A vehicle fluid heating device according to any one of claims 1 to 3.

9. Multiple control elements are arranged in the tank. The multiple control elements are arranged so as to sandwich the flow path. A vehicle fluid heating device according to any one of claims 1 to 3.

10. The flow path comprises a first flow path and a second flow path into which the fluid flows from the supply port of the tank, and a third flow path through which the fluid flows from at least one of the first flow path and the second flow path. The second channel is a channel that bypasses the first channel, The control element is positioned on the side surface so as to be in contact with the second flow path. A vehicle fluid heating device according to any one of claims 1 to 3.

11. The heating section has a third area corresponding to the first and third flow paths, and a fourth area corresponding to the second flow path. In the heating section, the heat generation density of the fourth area is formed to be lower than that of the third area. The vehicle fluid heating device according to claim 10.

12. The heating section has a third area corresponding to the first and third flow paths, and a fourth area corresponding to the second flow path. The control element controls the third area and the fourth area individually. The vehicle fluid heating device according to claim 10.

13. The cross-sectional area of ​​the second channel is smaller than the cross-sectional area of ​​the first channel. The vehicle fluid heating device according to claim 10.

14. Multiple control elements are arranged in the tank. Only the control element with the largest heat generation among the plurality of control elements is positioned on the side surface so as to be in contact with the second flow path. The vehicle fluid heating device according to claim 10.

15. A temperature detection unit for detecting the temperature of the control element, A valve is placed in the tank and controls the amount of fluid flowing into the second flow path, The system further comprises a control unit that controls the opening and closing of the valve, The control unit, If the temperature detected by the temperature detection unit is less than a first predetermined value, the valve is closed. If the temperature detected by the temperature detection unit is equal to or greater than the first predetermined value, the valve is opened. The vehicle fluid heating device according to claim 10.

16. A temperature detection unit for detecting the temperature of the tank, A valve is placed in the tank and controls the amount of fluid flowing into the second flow path, The system further comprises a control unit that controls the opening and closing of the valve, The control unit, If the temperature detected by the temperature detection unit is less than a first predetermined value, the valve is closed. If the temperature detected by the temperature detection unit is equal to or greater than the first predetermined value, the valve is opened. The vehicle fluid heating device according to claim 10.

17. The tank has a cavity formed between the first flow path and the second flow path, At least one of the control elements is positioned in the cavity so as to be in contact with the second flow path. The vehicle fluid heating device according to claim 10.

18. The system further includes a fixed portion positioned in the cavity to fill the space between the side surface of the tank forming the first flow path and the control element. The vehicle fluid heating device according to claim 17.

19. A thermoelectric element is placed in the cavity so as to fill the space between the side surface of the tank forming the first flow path and the control element, The system further comprises a control unit for controlling the thermoelectric element. The vehicle fluid heating device according to claim 17.

20. The system further includes a temperature detection unit for detecting the temperature of the control element, The temperature sensing unit is attached to the control element. A vehicle fluid heating device according to any one of claims 1 to 3.

21. The system further includes a temperature detection unit for detecting the temperature of the control element, The temperature sensing unit is mounted on the side so as to be adjacent to the control element. The control element controls the heating unit to stop heating the tank if the temperature detected by the temperature sensing unit is equal to or greater than a second predetermined value. A vehicle fluid heating device according to any one of claims 1 to 3.

22. Multiple control elements are arranged in the tank. The system further comprises a first temperature detection unit and a second temperature detection unit for detecting the temperatures of the plurality of control elements, The plurality of control elements include a first control element that generates the most heat, a second control element that generates the next most heat after the first control element, and a third control element that generates less heat than the first and second control elements. The first temperature detection unit is arranged on the side so as to be adjacent to the first control element and the third control element. The second temperature detection unit is arranged on the side so as to be adjacent to the second control element and the third control element. The control element controls the heating unit to stop heating the tank if the temperature detected by at least one of the first temperature detection unit and the second temperature detection unit is equal to or greater than a second predetermined value. A vehicle fluid heating device according to any one of claims 1 to 3.

Images