WO2013073019A1 - 電気機器の冷却装置 - Google Patents
電気機器の冷却装置 Download PDFInfo
- Publication number
- WO2013073019A1 WO2013073019A1 PCT/JP2011/076397 JP2011076397W WO2013073019A1 WO 2013073019 A1 WO2013073019 A1 WO 2013073019A1 JP 2011076397 W JP2011076397 W JP 2011076397W WO 2013073019 A1 WO2013073019 A1 WO 2013073019A1
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- WIPO (PCT)
- Prior art keywords
- refrigerant
- cooling
- heat
- heat exchanger
- passage
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P3/00—Liquid cooling
- F01P3/20—Cooling circuits not specific to a single part of engine or machine
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K11/00—Arrangement in connection with cooling of propulsion units
- B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01L—SEMICONDUCTOR DEVICES NOT COVERED BY CLASS H10
- H01L23/00—Details of semiconductor or other solid state devices
- H01L23/34—Arrangements for cooling, heating, ventilating or temperature compensation ; Temperature sensing arrangements
- H01L23/46—Arrangements for cooling, heating, ventilating or temperature compensation ; Temperature sensing arrangements involving the transfer of heat by flowing fluids
- H01L23/467—Arrangements for cooling, heating, ventilating or temperature compensation ; Temperature sensing arrangements involving the transfer of heat by flowing fluids by flowing gases, e.g. air
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01L—SEMICONDUCTOR DEVICES NOT COVERED BY CLASS H10
- H01L23/00—Details of semiconductor or other solid state devices
- H01L23/34—Arrangements for cooling, heating, ventilating or temperature compensation ; Temperature sensing arrangements
- H01L23/46—Arrangements for cooling, heating, ventilating or temperature compensation ; Temperature sensing arrangements involving the transfer of heat by flowing fluids
- H01L23/473—Arrangements for cooling, heating, ventilating or temperature compensation ; Temperature sensing arrangements involving the transfer of heat by flowing fluids by flowing liquids
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/61—Types of temperature control
- H01M10/613—Cooling or keeping cold
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
- H01M10/625—Vehicles
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/65—Means for temperature control structurally associated with the cells
- H01M10/655—Solid structures for heat exchange or heat conduction
- H01M10/6551—Surfaces specially adapted for heat dissipation or radiation, e.g. fins or coatings
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/65—Means for temperature control structurally associated with the cells
- H01M10/655—Solid structures for heat exchange or heat conduction
- H01M10/6556—Solid parts with flow channel passages or pipes for heat exchange
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
- H01M10/663—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine
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- H—ELECTRICITY
- H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
- H05K—PRINTED CIRCUITS; CASINGS OR CONSTRUCTIONAL DETAILS OF ELECTRIC APPARATUS; MANUFACTURE OF ASSEMBLAGES OF ELECTRICAL COMPONENTS
- H05K7/00—Constructional details common to different types of electric apparatus
- H05K7/20—Modifications to facilitate cooling, ventilating, or heating
- H05K7/2089—Modifications to facilitate cooling, ventilating, or heating for power electronics, e.g. for inverters for controlling motor
- H05K7/20927—Liquid coolant without phase change
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
- B60H2001/00307—Component temperature regulation using a liquid flow
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
- B60K2001/0405—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion characterised by their position
- B60K2001/0416—Arrangement in the rear part of the vehicle
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01L—SEMICONDUCTOR DEVICES NOT COVERED BY CLASS H10
- H01L2924/00—Indexing scheme for arrangements or methods for connecting or disconnecting semiconductor or solid-state bodies as covered by H01L24/00
- H01L2924/0001—Technical content checked by a classifier
- H01L2924/0002—Not covered by any one of groups H01L24/00, H01L24/00 and H01L2224/00
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/65—Means for temperature control structurally associated with the cells
- H01M10/651—Means for temperature control structurally associated with the cells characterised by parameters specified by a numeric value or mathematical formula, e.g. ratios, sizes or concentrations
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M2220/00—Batteries for particular applications
- H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
Definitions
- the present invention generally relates to a cooling device for an electric device mounted on a vehicle, and more specifically, an electric device that uses both cooling using a refrigerant for air conditioning of a passenger compartment and cooling using a fin structure. It is a cooling device for equipment.
- Patent Document 1 discloses a vehicle air conditioner for efficiently cooling a heating element such as a battery and improving heating performance.
- a heating element cooling system using the above has been disclosed (Patent Document 1).
- a heat exchanger that exchanges heat with air-conditioning air and a heat exchanger that exchanges heat with the heating element are arranged in parallel in a refrigerant passage from an expansion valve to a compressor. And the heating element is cooled using the refrigerant for the air conditioner.
- Patent Document 2 discloses a cooling system for the purpose of efficiently cooling HV equipment using a vapor compression refrigeration cycle.
- heating element cooling means for cooling the heating element is provided in a bypass passage that bypasses the decompressor, the evaporator, and the compressor of the refrigeration cycle for air conditioning.
- Patent Document 3 Japanese Patent Application Laid-Open No. 2008-109131 discloses that it is thermally efficient, is completely embedded in a semiconductor module, avoids problems of fluid contamination and leakage, and facilitates module installation / replacement.
- An intended cooling system is disclosed (Patent Document 3).
- a power device is disposed in a recess defined in a housing.
- a refrigerant fluid is actively circulated in the housing, and pin fins are coupled to the housing.
- Japanese Patent Application Laid-Open No. 2002-270748 discloses a semiconductor module and an electrode having a high cooling capacity and a high reliability by eliminating the risk of dielectric breakdown due to thermal stress during manufacturing and operation.
- a conversion device is disclosed (Patent Document 4).
- a conductor member having a flow path therein is joined to the base plate.
- a power semiconductor element is joined to the conductor member by solder.
- JP 2007-69733 A JP 2005-90862 A JP 2008-109131 A JP 2002-270748 A
- a technology using a vapor compression refrigeration cycle for air conditioning in a passenger compartment has been proposed as a cooling device for cooling an electric device mounted on a vehicle.
- a cooling device it is necessary to increase the cooling efficiency of the electrical equipment using the refrigerant for air conditioning of the passenger compartment in order to avoid the deterioration of the fuel consumption of the vehicle and the deterioration of the air conditioning capability.
- an object of the present invention is to solve the above-mentioned problems and to provide a cooling device for an electric device having excellent cooling efficiency.
- the electrical device cooling device is an electrical device cooling device mounted on a vehicle.
- the cooling device for an electric device includes a cooling unit for cooling a heat source included in the electric device.
- the cooling unit has a first surface on which the heat generation source is provided and a second surface disposed on the back side of the first surface, and is provided on the second surface with a heat transfer member that transmits heat generated by the heat generation source.
- the fin part which radiates the heat transmitted through the heat transfer member, and the refrigerant passage forming member which is provided on the first surface and forms a refrigerant passage through which the refrigerant for air conditioning of the passenger compartment flows.
- heat generated in the heat generation source and transmitted through the heat transfer member is dissipated in the refrigerant passage forming member that forms the refrigerant passage and the fin portion.
- the refrigerant passage forming member and the fin portion are provided on the opposite side across the heat transfer member, and the refrigerant passage forming member and the heat source are provided on the same side, heat from the fin portion to the refrigerant passage forming member is provided. Heat transfer from the heat generation source to the refrigerant passage forming member can be promoted while suppressing transmission. Thereby, the cooling efficiency of an electric equipment can be improved.
- the cooling device for an electric device constitutes a vapor compression refrigeration cycle, a circulation passage through which a refrigerant for vehicle air conditioning circulates, a communication passage that connects between the circulation passage and the refrigerant passage, and a communication passage And a switching valve that allows or blocks the refrigerant flow between the circulation passage and the refrigerant passage.
- the cooling using the refrigerant for the passenger compartment air conditioning can be selectively used by the operation of the switching valve.
- the electrical device cooling apparatus includes a first temperature measuring unit for measuring the temperature of the heat generation source, a second temperature measuring unit for measuring the temperature of the heat transfer member, a first temperature measuring unit, and And a controller that controls the operation of the switching valve based on the temperature T0 of the heat source and the temperature T1 of the heat transfer member, respectively measured by the second temperature measuring unit.
- the control unit operates the switching valve so as to allow the refrigerant flow between the circulation passage and the refrigerant passage.
- the cooling device for an electric device configured as described above, when the difference between the temperature T0 of the heat source and the temperature T1 of the heat transfer member is equal to or less than a preset threshold value ⁇ 1, the heat source is transferred to the heat transfer member. It is determined that the temperature gradient is insufficient, and cooling using a refrigerant for air conditioning of the passenger compartment is added. Thereby, compared with the case where cooling using the refrigerant
- the cooling device for an electrical device includes a second temperature measuring unit for measuring the temperature of the heat transfer member, a third temperature measuring unit for measuring the temperature of the fin unit, a second temperature measuring unit, And a control unit for controlling the operation of the switching valve based on the temperature T1 of the heat transfer member and the temperature T2 of the fin portion respectively measured by the third temperature measurement unit.
- the control unit operates the switching valve so as to allow the refrigerant flow between the circulation passage and the refrigerant passage.
- the cooling device for an electric device configured as described above, when the difference between the temperature T1 of the heat transfer member and the temperature T2 of the fin portion is equal to or less than a preset threshold value ⁇ 1, the heat transfer member to the fin portion. It is determined that the temperature gradient is insufficient, and cooling using a refrigerant for air conditioning of the passenger compartment is added. Thereby, compared with the case where cooling using the refrigerant
- the fin portion is formed so as to protrude from the second surface.
- the third temperature measurement part is provided at the tip of the fin part protruding from the second surface.
- the cooling structure for an electric device configured as described above, when a refrigerant for vehicle compartment air conditioning is circulating in the refrigerant passage, the temperature of the fin portion is measured while eliminating the influence of cooling by the refrigerant. Can do.
- the electrical device includes a plurality of heat sources.
- the refrigerant passage forming member is disposed between a plurality of heat sources that are disposed adjacent to each other.
- cooling structure for an electrical device configured in this way, a plurality of heat sources can be cooled more evenly.
- FIG. 1 is a schematic diagram showing a vehicle to which a cooling device for an electric device according to an embodiment of the present invention is applied. It is a figure which shows typically the structure of the cooling device of the electric equipment in embodiment of this invention. It is a Mollier diagram which shows the state of the refrigerant
- FIG. 1 It is a figure which shows the opening-and-closing state of a flow regulating valve and a switching valve in the cooling device of the electric equipment in embodiment of this invention. It is sectional drawing which shows the structure of the cooling part in FIG. It is sectional drawing which shows the structure of the cooling part for a comparison. It is a block diagram which shows the control system of the cooling device of the electric equipment in embodiment of this invention. It is a table
- FIG. 1 is a schematic diagram showing a vehicle to which a cooling device for electric equipment according to an embodiment of the present invention is applied.
- a vehicle 1000 includes an engine 100 that is an internal combustion engine, a drive unit 200 that is an electric motor, a PCU (Power Control Unit) 700, and a traveling battery 400.
- the hybrid uses the engine 100 and the drive unit 200 as power sources. It is a car.
- Engine 100 may be a gasoline engine or a diesel engine.
- Drive unit 200 generates a driving force for driving vehicle 1000 together with engine 100.
- Engine 100 and drive unit 200 are both provided in the engine room of vehicle 1000.
- the drive unit 200 is electrically connected to the PCU 700 by a cable 500.
- PCU 700 is electrically connected to traveling battery 400 by cable 600.
- FIG. 2 is a diagram schematically showing a configuration of a cooling device for an electric device in the embodiment of the present invention.
- the cooling device for electric equipment in the present embodiment includes a vapor compression refrigeration cycle 10.
- the vapor compression refrigeration cycle 10 is mounted on the vehicle 1000, for example, for cooling the passenger compartment.
- a switch for performing cooling is turned on, or an automatic control mode for automatically adjusting the temperature in the passenger compartment to a set temperature is selected. And when the temperature in the passenger compartment is higher than the set temperature.
- the vapor compression refrigeration cycle 10 includes a compressor 12, a heat exchanger 14 as a first heat exchanger, a heat exchanger 15, an expansion valve 16 as an example of a decompressor, and a second heat exchanger. And a heat exchanger 18.
- the vapor compression refrigeration cycle 10 includes a gas-liquid separator 40 disposed on a refrigerant path between the heat exchanger 14 and the heat exchanger 15.
- the compressor 12 operates with a motor or engine mounted on the vehicle as a power source, and compresses the refrigerant gas in an adiabatic manner to form an overheated refrigerant gas.
- the compressor 12 sucks and compresses the refrigerant flowing from the heat exchanger 18 when the vapor compression refrigeration cycle 10 is operated, and discharges a high-temperature and high-pressure gas-phase refrigerant into the refrigerant passage 21.
- the compressor 12 circulates the refrigerant in the vapor compression refrigeration cycle 10 by discharging the refrigerant into the refrigerant passage 21.
- the heat exchangers 14 and 15 dissipate the superheated refrigerant gas compressed in the compressor 12 isothermally to an external medium to obtain a refrigerant liquid.
- the high-pressure gas-phase refrigerant discharged from the compressor 12 is condensed (liquefied) by releasing heat to the surroundings in the heat exchangers 14 and 15 and being cooled.
- the heat exchangers 14 and 15 have tubes that circulate the refrigerant, and fins for exchanging heat between the refrigerant that circulates in the tubes and the air around the heat exchangers 14 and 15.
- the heat exchangers 14 and 15 exchange heat between the cooling air and the refrigerant.
- the cooling air may be supplied to the heat exchangers 14 and 15 by natural ventilation generated by traveling of the vehicle.
- the cooling air may be supplied to the heat exchangers 14 and 15 by forced ventilation from a cooling fan such as the condenser fan 42 or a radiator fan for cooling the engine.
- a cooling fan such as the condenser fan 42 or a radiator fan for cooling the engine.
- the expansion valve 16 expands by injecting a high-pressure liquid refrigerant flowing through the refrigerant passage 25 from a small hole, and changes the low-temperature / low-pressure mist refrigerant.
- the expansion valve 16 depressurizes the refrigerant liquid condensed by the heat exchangers 14 and 15 to obtain wet steam in a gas-liquid mixed state.
- the decompressor for decompressing the refrigerant liquid is not limited to the expansion valve 16 that is squeezed and expanded, and may be a capillary tube.
- the heat exchanger 18 absorbs the heat of ambient air introduced so as to come into contact with the heat exchanger 18 by vaporizing the mist refrigerant flowing through the heat exchanger 18.
- the heat exchanger 18 uses the refrigerant decompressed by the expansion valve 16 to absorb the heat of vaporization when the refrigerant's wet vapor evaporates into the refrigerant gas from the air-conditioning air flowing into the vehicle interior. Cool the room.
- the air-conditioning air whose temperature has been lowered by the heat being absorbed by the heat exchanger 18 is returned to the passenger compartment, thereby cooling the passenger compartment.
- the refrigerant absorbs heat from the surroundings in the heat exchanger 18 and is heated.
- the heat exchanger 18 has a tube that circulates the refrigerant, and fins that exchange heat between the refrigerant that circulates in the tube and the air around the heat exchanger 18.
- a wet steam refrigerant circulates in the tube.
- the refrigerant evaporates by absorbing the heat of the air in the vehicle interior as latent heat of evaporation via the fins, and further becomes superheated steam by sensible heat.
- the vaporized refrigerant flows to the compressor 12 via the refrigerant passage 27.
- the compressor 12 compresses the refrigerant flowing from the heat exchanger 18.
- the vapor compression refrigeration cycle 10 includes a refrigerant passage 21 that communicates the compressor 12 and the heat exchanger 14, refrigerant passages 22, 23, and 24 that communicate the heat exchanger 14 and the heat exchanger 15, and a heat exchanger. 15 and a refrigerant passage 25 that communicates the expansion valve 16, a refrigerant passage 26 that communicates the expansion valve 16 and the heat exchanger 18, and a refrigerant passage 27 that communicates the heat exchanger 18 and the compressor 12.
- the refrigerant passage 21 is a passage for circulating the refrigerant from the compressor 12 to the heat exchanger 14.
- the refrigerant flows between the compressor 12 and the heat exchanger 14 from the outlet of the compressor 12 toward the inlet of the heat exchanger 14 via the refrigerant passage 21.
- the refrigerant passages 22 to 25 are passages for circulating the refrigerant from the heat exchanger 14 to the expansion valve 16.
- the refrigerant flows between the heat exchanger 14 and the expansion valve 16 from the outlet of the heat exchanger 14 toward the inlet of the expansion valve 16 via the refrigerant passages 22 to 25.
- the refrigerant passage 26 is a passage for circulating the refrigerant from the expansion valve 16 to the heat exchanger 18.
- the refrigerant flows between the expansion valve 16 and the heat exchanger 18 from the outlet of the expansion valve 16 toward the inlet of the heat exchanger 18 via the refrigerant passage 26.
- the refrigerant passage 27 is a passage for circulating the refrigerant from the heat exchanger 18 to the compressor 12. The refrigerant flows between the heat exchanger 18 and the compressor 12 from the outlet of the heat exchanger 18 toward the inlet of the compressor 12 via the refrigerant passage 27.
- the vapor compression refrigeration cycle 10 includes a compressor 12, heat exchangers 14 and 15, an expansion valve 16 and a heat exchanger 18 connected by refrigerant passages 21 to 27.
- refrigerant of the vapor compression refrigeration cycle 10 for example, carbon dioxide, hydrocarbons such as propane and isobutane, ammonia, chlorofluorocarbons or water can be used.
- the gas-liquid separator 40 is provided on the refrigerant path between the heat exchanger 14 and the heat exchanger 15.
- the gas-liquid separator 40 separates the refrigerant flowing out from the heat exchanger 14 into a gas phase refrigerant and a liquid phase refrigerant.
- a refrigerant liquid that is a liquid phase refrigerant and a refrigerant vapor that is a gas phase refrigerant are stored inside the gas-liquid separator 40.
- Refrigerant passages 22 and 23 and a refrigerant passage 34 are connected to the gas-liquid separator 40.
- the refrigerant On the outlet side of the heat exchanger 14, the refrigerant is in a gas-liquid two-phase wet steam state in which a saturated liquid and a saturated steam are mixed.
- the refrigerant that has flowed out of the heat exchanger 14 is supplied to the gas-liquid separator 40 through the refrigerant passage 22.
- the gas-liquid two-phase refrigerant flowing into the gas-liquid separator 40 from the refrigerant passage 22 is separated into a gas phase and a liquid phase inside the gas-liquid separator 40.
- the gas-liquid separator 40 separates the refrigerant condensed by the heat exchanger 14 into a liquid refrigerant liquid and a gaseous refrigerant vapor and temporarily stores them.
- the separated refrigerant liquid flows out of the gas-liquid separator 40 via the refrigerant passage 34.
- the end of the refrigerant passage 34 disposed in the liquid phase in the gas-liquid separator 40 forms an outlet for the liquid-phase refrigerant from the gas-liquid separator 40.
- the separated refrigerant vapor flows out of the gas-liquid separator 40 via the refrigerant passage 23.
- An end portion of the refrigerant passage 23 arranged in the gas phase in the gas-liquid separator 40 forms an outlet from the gas-liquid separator 40 for the gas-phase refrigerant.
- the vapor-phase refrigerant vapor derived from the gas-liquid separator 40 is condensed by releasing heat to the surroundings and cooling in the heat exchanger 15 as the third heat exchanger.
- the refrigerant liquid accumulates on the lower side and the refrigerant vapor accumulates on the upper side.
- the end portion of the refrigerant passage 34 for leading the refrigerant liquid from the gas-liquid separator 40 is connected to the bottom of the gas-liquid separator 40. Only the refrigerant liquid is sent out of the gas-liquid separator 40 from the bottom side of the gas-liquid separator 40 via the refrigerant passage 34.
- the end portion of the refrigerant passage 23 for leading the refrigerant vapor from the gas-liquid separator 40 is connected to the ceiling portion of the gas-liquid separator 40.
- the gas-liquid separator 40 can reliably separate the gas-phase refrigerant and the liquid-phase refrigerant.
- the path through which the refrigerant flowing from the outlet of the heat exchanger 14 toward the inlet of the expansion valve 16 flows is the refrigerant passage 22 extending from the outlet side of the heat exchanger 14 to the gas-liquid separator 40 and from the gas-liquid separator 40 to the refrigerant.
- the refrigerant flows into the expansion valve 16 from the outlet side of the heat exchanger 15, the refrigerant passage 23 connected to the inlet side of the heat exchanger 15, and the refrigerant passage 23 through which the steam flows out and flows through the flow rate adjusting valve 28 described later. And a refrigerant passage 25 to be made.
- the refrigerant passage 23 is a passage through which the gas-phase refrigerant separated by the gas-liquid separator 40 flows.
- the refrigerant path that flows between the heat exchanger 14 and the heat exchanger 15 includes a refrigerant passage 34 that communicates the gas-liquid separator 40 and the cooling unit 30, and a refrigerant that communicates the cooling unit 30 and the refrigerant passage 24. And a passage 36.
- the refrigerant liquid flows from the gas-liquid separator 40 to the cooling unit 30 via the refrigerant passage 34.
- the refrigerant that has passed through the cooling unit 30 returns to the refrigerant passage 24 via the refrigerant passage 36.
- the cooling unit 30 is provided on a refrigerant path that flows from the heat exchanger 14 toward the heat exchanger 15.
- point D is an end on the downstream side (side close to the heat exchanger 15) of the refrigerant passage 23, an end on the upstream side (side close to the heat exchanger 14) of the refrigerant passage 24, and the refrigerant passage.
- the downstream end of 36 is shown.
- the refrigerant passage 23 forms a part of the path through which the refrigerant from the gas-liquid separator 40 to the expansion valve 16 flows, from the gas-liquid separator 40 to the point D.
- the cooling device for an electrical device in the present embodiment includes a refrigerant path arranged in parallel with the refrigerant passage 23, and the cooling unit 30 is provided on the refrigerant path.
- the cooling unit 30 is provided in one of a plurality of passages connected in parallel in the path of the refrigerant flowing between the heat exchanger 14 and the expansion valve 16 from the gas-liquid separator 40 toward the heat exchanger 15. It has been.
- the cooling unit 30 includes an EV (Electric Vehicle) device 31 that is an electrical device mounted on the vehicle, and a refrigerant passage 32 through which a refrigerant for air conditioning of the passenger compartment flows.
- the EV device 31 includes a heat source that generates heat during the exercise.
- One end of the refrigerant passage 32 is connected to the refrigerant passage 34.
- the other end of the refrigerant passage 32 is connected to the refrigerant passage 36.
- the refrigerant path connected in parallel to the refrigerant passage 23 between the gas-liquid separator 40 and the point D shown in FIG. 2 is the refrigerant on the upstream side (the side close to the gas-liquid separator 40) from the cooling unit 30.
- the refrigerant passage 34 is a passage through which a liquid-phase refrigerant flows from the gas-liquid separator 40 to the cooling unit 30.
- the refrigerant passage 36 is a passage for circulating the refrigerant from the cooling unit 30 to the point D.
- Point D is a branch point between the refrigerant passages 23 and 24 and the refrigerant passage 36.
- the refrigerant liquid that has flowed out of the gas-liquid separator 40 flows toward the cooling unit 30 via the refrigerant passage 34.
- the refrigerant flowing to the cooling unit 30 and flowing via the refrigerant passage 32 takes heat from the heat source included in the EV device 31 as an electric device, and cools the EV device 31.
- the cooling unit 30 cools the EV device 31 using a liquid-phase refrigerant separated in the gas-liquid separator 40 and flowing to the refrigerant passage 32 via the refrigerant passage 34.
- the refrigerant flowing through the refrigerant passage 32 and the heat source included in the EV device 31 exchange heat, whereby the EV device 31 is cooled and the refrigerant is heated.
- the refrigerant further flows from the cooling unit 30 toward the point D via the refrigerant passage 36 and reaches the heat exchanger 15 via the refrigerant passage 24.
- the cooling unit 30 is provided so as to have a structure capable of exchanging heat between the EV device 31 and the refrigerant in the refrigerant passage 32.
- the structure of the cooling unit 30 will be described later in detail.
- the EV device 31 is disposed outside the cooling passage 32. In this case, the EV device 31 does not interfere with the flow of the refrigerant flowing through the refrigerant passage 32. For this reason, since the pressure loss of the vapor compression refrigeration cycle 10 does not increase, the EV device 31 can be cooled without increasing the power of the compressor 12.
- the EV device 31 is an electrical device that generates heat when power is transferred.
- the electrical equipment includes, for example, an inverter for converting DC power to AC power, a motor generator that is a rotating electrical machine, a battery that is a power storage device, a boost converter that boosts the voltage of the battery, and a voltage that lowers the voltage of the battery. It includes at least one of a DC / DC converter and the like.
- the battery is a secondary battery such as a lithium ion battery or a nickel metal hydride battery. A capacitor may be used instead of the battery.
- the heat exchanger 18 is disposed inside a duct 90 through which air flows.
- the heat exchanger 18 exchanges heat between the refrigerant and the air-conditioning air flowing through the duct 90 to adjust the temperature of the air-conditioning air.
- the duct 90 has a duct inlet 91 that is an inlet through which air-conditioning air flows into the duct 90 and a duct outlet 92 that is an outlet through which air-conditioning air flows out from the duct 90.
- a fan 93 is disposed in the vicinity of the duct inlet 91 inside the duct 90.
- air for air conditioning flows into the duct 90 via the duct inlet 91.
- the air flowing into the duct 90 may be outside air or air in the vehicle interior.
- An arrow 95 in FIG. 2 indicates the flow of air-conditioning air that circulates through the heat exchanger 18 and exchanges heat with the refrigerant of the vapor compression refrigeration cycle 10. During the cooling operation, the air-conditioning air is cooled in the heat exchanger 18, and the refrigerant is heated by receiving heat transfer from the air-conditioning air.
- An arrow 96 indicates the flow of air-conditioning air that is temperature-adjusted by the heat exchanger 18 and flows out of the duct 90 via the duct outlet 92.
- the refrigerant passes through the refrigerant circulation passage in which the compressor 12, the heat exchangers 14 and 15, the expansion valve 16 and the heat exchanger 18 are sequentially connected by refrigerant passages 21 to 27, and passes through the vapor compression refrigeration cycle 10. Circulate.
- the refrigerant flows through the vapor compression refrigeration cycle 10 through the points A, B, C, D, E, and F shown in FIG. 2 in order, and the compressor 12 and the heat exchangers 14 and 15
- the refrigerant circulates through the expansion valve 16 and the heat exchanger 18.
- FIG. 3 is a Mollier diagram showing the state of the refrigerant in the vapor compression refrigeration cycle in FIG.
- the horizontal axis in FIG. 3 indicates the specific enthalpy of the refrigerant, and the vertical axis indicates the absolute pressure of the refrigerant.
- the unit of specific enthalpy is kJ / kg, and the unit of absolute pressure is MPa.
- the curves in the figure are the saturated vapor line and saturated liquid line of the refrigerant.
- the refrigerant flows from the refrigerant passage 22 at the outlet of the heat exchanger 14 into the refrigerant passage 34 via the gas-liquid separator 40, cools the EV device 31, and passes through the point D from the refrigerant passage 36.
- the thermodynamic state of the refrigerant at each point in the vapor compression refrigeration cycle 10 ie, points A, B, C, D, E, and F
- the path through which the refrigerant flows that is, the refrigerant path 21, the refrigerant path 22, the refrigerant path 34, the refrigerant path 36, and the refrigerant paths 24 to 27 form a first path.
- the superheated vapor refrigerant (point A) sucked into the compressor 12 is adiabatically compressed along the isentropic line in the compressor 12.
- the pressure and temperature of the refrigerant rise and become high-temperature and high-pressure superheated steam with a high degree of superheat (point B), and the refrigerant flows to the heat exchanger 14.
- the gas-phase refrigerant discharged from the compressor 12 is condensed (liquefied) by releasing heat to the surroundings in the heat exchanger 14 and being cooled.
- the temperature of the refrigerant is lowered and the refrigerant is liquefied.
- the high-pressure refrigerant vapor that has entered the heat exchanger 14 changes from superheated steam to dry saturated vapor while maintaining the same pressure in the heat exchanger 14, releases latent heat of condensation, gradually liquefies, and becomes wet vapor in a gas-liquid mixed state. .
- the condensed refrigerant is in a saturated liquid state (point C).
- the refrigerant is separated into a gas phase refrigerant and a liquid phase refrigerant in the gas-liquid separator 40.
- the liquid-phase refrigerant liquid flows from the gas-liquid separator 40 through the refrigerant passage 34 to the refrigerant passage 32 of the cooling unit 30 to cool the EV device 31.
- the EV device 31 is cooled by releasing heat to the liquid refrigerant in the saturated liquid state that is condensed after passing through the heat exchanger 14.
- the refrigerant is heated and the dryness of the refrigerant increases.
- the refrigerant receives the latent heat from the EV device 31 and partially evaporates to become wet steam in which the saturated liquid and saturated steam are mixed (point D).
- the refrigerant flows into the heat exchanger 15.
- the wet steam of the refrigerant is condensed again by exchanging heat with the outside air in the heat exchanger 15 and is condensed again.
- it becomes a saturated liquid and further subcooled by releasing sensible heat. Become liquid (point E).
- the refrigerant flows into the expansion valve 16 via the refrigerant passage 25.
- the expansion valve 16 the refrigerant in the supercooled liquid state is squeezed and expanded, the specific enthalpy does not change, the temperature and pressure are reduced, and the low temperature and low pressure gas-liquid mixed vapor is obtained (point F).
- the wet steam refrigerant that has flowed out of the expansion valve 16 flows into the heat exchanger 18 via the refrigerant passage 26.
- a wet steam refrigerant flows into the tube of the heat exchanger 18.
- the refrigerant circulates in the tube of the heat exchanger 18, it absorbs the heat of the air in the vehicle interior via the fins as latent heat of vaporization, and evaporates at a constant pressure.
- the temperature of the refrigerant vapor further rises due to sensible heat and becomes superheated vapor (point A). Thereafter, the refrigerant is sucked into the compressor 12 via the refrigerant passage 27.
- the compressor 12 compresses the refrigerant flowing from the heat exchanger 18.
- the refrigerant continuously repeats compression, condensation, throttle expansion, and evaporation state changes according to such a cycle.
- the theoretical refrigeration cycle is described.
- the actual vapor compression refrigeration cycle 10 it is necessary to consider the loss in the compressor 12, the pressure loss of the refrigerant, and the heat loss. Of course there is.
- the refrigerant absorbs heat of vaporization from the air in the vehicle interior when evaporating in the heat exchanger 18 acting as an evaporator, thereby cooling the interior of the vehicle interior.
- the high-pressure liquid refrigerant that has flowed out of the heat exchanger 14 and separated into gas and liquid by the gas-liquid separator 40 flows to the cooling unit 30, and heat-exchanges with the EV device 31 to cool the EV device 31.
- the electric device cooling apparatus cools an EV device 31 that is a heat source mounted on a vehicle by using a vapor compression refrigeration cycle 10 for air conditioning in a passenger compartment.
- the temperature required for cooling the EV device 31 is desirably a temperature lower than the upper limit value of the target temperature range as the temperature range of the EV device 31.
- a dedicated water circulation pump is used to cool the EV equipment 31. Or it is not necessary to provide equipment, such as a cooling fan. For this reason, since a structure required for the cooling device of the EV equipment 31 can be reduced and the device structure can be simplified, the manufacturing cost of the cooling device can be reduced. In addition, it is not necessary to operate a power source such as a pump or a cooling fan for cooling the EV device 31, and power consumption for operating the power source is not required. Therefore, power consumption for cooling the EV device 31 can be reduced.
- the refrigerant in the gas-liquid mixed state is separated by the gas-liquid separator 40, and only the refrigerant liquid in the saturated liquid state is supplied to the cooling unit 30. .
- the refrigerant in the state of wet steam that has received the latent heat of vaporization from the EV device 31 and is partially vaporized is cooled again by the heat exchanger 15.
- the refrigerant changes its state at a constant temperature until the wet vapor state refrigerant is condensed and completely saturated.
- the heat exchanger 15 further subcools the liquid refrigerant to a degree of supercooling necessary for cooling the vehicle interior.
- the capacity of the heat exchangers 14 and 15 can be reduced. Therefore, the cooling capacity for the passenger compartment can be ensured, and the size of the heat exchangers 14 and 15 can be reduced, so that a cooling device for electric equipment that is downsized and advantageous for in-vehicle use can be obtained.
- the refrigerant passage 23 that forms part of the refrigerant path from the outlet of the heat exchanger 14 to the inlet of the expansion valve 16 is provided between the heat exchanger 14 and the heat exchanger 15.
- the refrigerant flow from the gas-liquid separator 40 to the expansion valve 16 is a refrigerant path 23 that is a path that does not pass through the cooling unit 30 and a refrigerant path that cools the EV device 31 via the cooling unit 30.
- the refrigerant passages 34 and 36 and the refrigerant passage 32 are provided in parallel.
- the cooling system of the EV device 31 including the refrigerant passages 34 and 36 is connected in parallel with the refrigerant passage 23.
- a refrigerant path flowing directly from the heat exchanger 14 to the heat exchanger 15 and a refrigerant path flowing from the heat exchanger 14 to the heat exchanger 15 via the cooling unit 30 are provided in parallel, and only a part of the refrigerant is provided. Is allowed to flow through the refrigerant passages 34 and 36, so that pressure loss when the refrigerant flows into the cooling system of the EV device 31 can be reduced. Since all the refrigerant does not flow to the cooling unit 30, it is possible to reduce pressure loss related to the circulation of the refrigerant passing through the cooling unit 30, and accordingly, consumption necessary for the operation of the compressor 12 for circulating the refrigerant. Electric power can be reduced.
- the cooling capacity of the air in the passenger compartment in the heat exchanger 18 decreases, and the cooling capacity for the passenger compartment decreases.
- the high-pressure refrigerant discharged from the compressor 12 is converted into a heat exchanger 14 as a first condenser, It is condensed by both the heat exchanger 15 as a second condenser.
- the two-stage heat exchangers 14 and 15 are disposed between the compressor 12 and the expansion valve 16, and the cooling unit 30 that cools the EV device 31 is provided between the heat exchanger 14 and the heat exchanger 15. ing.
- the heat exchanger 15 is provided on the path of the refrigerant that flows from the cooling unit 30 toward the expansion valve 16.
- the refrigerant heated by receiving the latent heat of vaporization from the EV device 31 is sufficiently cooled in the heat exchanger 15, so that the refrigerant at the outlet of the expansion valve 16 has a temperature originally required for cooling the vehicle interior. And having pressure. For this reason, the amount of heat received from the outside when the refrigerant evaporates in the heat exchanger 18 can be sufficiently increased.
- the EV device 31 can be cooled without affecting the cooling capability of cooling the air in the passenger compartment. Therefore, both the cooling capacity of the EV device 31 and the cooling capacity for the passenger compartment can be reliably ensured.
- the refrigerant flowing from the heat exchanger 14 to the cooling unit 30 receives heat from the EV device 31 and is heated when the EV device 31 is cooled.
- the refrigerant is heated to the saturated vapor temperature or higher in the cooling unit 30 and the entire amount of the refrigerant is vaporized, the amount of heat exchange between the refrigerant and the EV device 31 is reduced, and the EV device 31 cannot be efficiently cooled. Pressure loss during flow increases. For this reason, it is desirable to cool the refrigerant sufficiently in the heat exchanger 14 so that the entire amount of the refrigerant is not vaporized after the EV device 31 is cooled.
- the state of the refrigerant at the outlet of the heat exchanger 14 is brought close to the saturated liquid, and typically, the refrigerant is on the saturated liquid line at the outlet of the heat exchanger 14.
- the heat exchanger 14 having the ability to sufficiently cool the refrigerant in this way, the heat dissipating ability for releasing heat from the refrigerant of the heat exchanger 14 is higher than the heat dissipating ability of the heat exchanger 15.
- the EV device 31 can be cooled sufficiently efficiently.
- the refrigerant in the state of wet steam after cooling the EV device 31 is efficiently cooled again in the heat exchanger 15 and cooled to the state of the supercooled liquid below the saturation temperature. Therefore, it is possible to provide a cooling device for an electric device that secures both the cooling capability for the passenger compartment and the cooling capability of the EV device 31.
- the refrigerant in a gas-liquid two-phase state at the outlet of the heat exchanger 14 is separated into a gas phase and a liquid phase in the gas-liquid separator 40.
- the gas-phase refrigerant separated by the gas-liquid separator 40 flows through the refrigerant passages 23 and 24 and is directly supplied to the heat exchanger 15.
- the liquid phase refrigerant separated by the gas-liquid separator 40 flows through the refrigerant passage 34 and is supplied to the cooling unit 30 to cool the EV device 31.
- This liquid-phase refrigerant is a truly saturated liquid refrigerant with no excess or deficiency.
- the EV device 31 can be cooled by utilizing the capacity of the heat exchanger 14 to the maximum, so that the EV device 31 is cooled. It is possible to provide a cooling device for electric equipment with improved performance.
- the refrigerant flows through the cooling system of the EV device 31 including the refrigerant passages 34 and 36 and the refrigerant passage 32.
- the gas-phase refrigerant can be minimized. For this reason, since the flow velocity of the refrigerant vapor flowing through the cooling system of the EV device 31 can be prevented from increasing and the pressure loss can be suppressed, and the power consumption of the compressor 12 for circulating the refrigerant can be reduced. 10 performance degradation can be avoided.
- the gas-liquid separator 40 In the gas-liquid separator 40, a saturated liquid refrigerant is stored.
- the gas-liquid separator 40 functions as a liquid accumulator that temporarily stores a liquid refrigerant that is a liquid refrigerant.
- the flow rate of the refrigerant flowing from the gas-liquid separator 40 to the cooling unit 30 can be maintained even when the load changes. Since the gas-liquid separator 40 has a liquid reservoir function and becomes a buffer against load fluctuations and can absorb the load fluctuations, the cooling performance of the EV device 31 can be stabilized.
- the cooling device for electric equipment in the present embodiment includes a flow rate adjusting valve 28.
- the flow regulating valve 28 is disposed in the refrigerant passage 23 that forms one of the paths connected in parallel in the refrigerant path from the heat exchanger 14 to the expansion valve 16.
- the flow rate adjusting valve 28 varies the valve opening degree and increases or decreases the pressure loss of the refrigerant flowing through the refrigerant passage 23, whereby the flow rate of the refrigerant flowing through the refrigerant passage 23 and the cooling system of the EV device 31 including the refrigerant passage 32.
- the flow rate of the refrigerant flowing through is arbitrarily adjusted.
- the flow rate adjustment valve 28 when the flow rate adjustment valve 28 is fully closed and the valve opening degree is 0%, the entire amount of the refrigerant that has exited the heat exchanger 14 flows from the gas-liquid separator 40 into the refrigerant passage 34. If the valve opening degree of the flow rate adjustment valve 28 is increased, the flow rate of the refrigerant flowing from the heat exchanger 14 to the refrigerant passage 22 directly flowing to the heat exchanger 15 via the refrigerant passage 23 increases, and the refrigerant passage 34 is The flow rate of the refrigerant that flows to the refrigerant passage 32 via the cooling line and cools the EV device 31 is reduced.
- valve opening degree of the flow rate adjusting valve 28 is reduced, the flow rate of the refrigerant flowing from the heat exchanger 14 to the refrigerant passage 22 directly flowing to the heat exchanger 15 via the refrigerant passage 23 is reduced, and the refrigerant passage 32 is The flow rate of the refrigerant that cools the EV device 31 through the flow increases.
- valve opening degree of the flow rate adjusting valve 28 When the valve opening degree of the flow rate adjusting valve 28 is increased, the flow rate of the refrigerant that cools the EV device 31 decreases, and the cooling capacity of the EV device 31 decreases.
- valve opening degree of the flow rate adjusting valve 28 When the valve opening degree of the flow rate adjusting valve 28 is reduced, the flow rate of the refrigerant that cools the EV device 31 is increased, and the cooling capacity of the EV device 31 is improved. Since the amount of the refrigerant flowing to the EV device 31 can be optimally adjusted using the flow rate adjusting valve 28, the overcooling of the EV device 31 can be reliably prevented, and in addition, the refrigerant of the cooling system of the EV device 31 It is possible to reliably reduce the pressure loss and the power consumption of the compressor 12 for circulating the refrigerant.
- the electric device cooling apparatus further includes a refrigerant passage 51.
- the refrigerant passage 51 is a refrigerant downstream of the cooling unit 30 among the refrigerant passage 21 through which the refrigerant flows between the compressor 12 and the heat exchanger 14 and the refrigerant passages 34 and 36 through which the refrigerant flows through the cooling unit 30.
- the passage 36 communicates.
- the refrigerant passage 36 is divided into a refrigerant passage 36 a upstream from the branch with the refrigerant passage 51 and a refrigerant passage 36 b downstream from the branch with the refrigerant passage 51.
- the refrigerant passage 36 and the refrigerant passage 51 are provided with a switching valve 52 for switching the communication state between the refrigerant passage 51 and the refrigerant passages 21 and 36.
- the switching valve 52 enables or disables the circulation of the refrigerant through the refrigerant passage 51 by switching its opening and closing. By switching the refrigerant path using the switching valve 52, the refrigerant after cooling the EV device 31 passes through the refrigerant passages 36 b and 24 to the heat exchanger 15, or the refrigerant passage 51 and the refrigerant passage 21. Any route to the heat exchanger 14 via can be arbitrarily selected and distributed.
- valves 57 and 58 are provided as the switching valve 52.
- the valve 57 is fully opened (valve opening degree 100%)
- the valve 58 is fully closed (valve opening degree 0%)
- the valve opening degree of the flow control valve 28 is set to the cooling unit. 30 is adjusted so that sufficient refrigerant flows.
- circulates the refrigerant path 36a after cooling the EV apparatus 31 can be reliably distribute
- the valve 58 is fully opened, the valve 57 is fully closed, and the flow rate adjusting valve 28 is fully closed.
- the refrigerant flowing through the refrigerant passage 36 a after cooling the EV device 31 is circulated to the heat exchanger 14 via the refrigerant passage 51, and the cooling unit 30 and the heat exchanger without passing through the compressor 12. 14 can form an annular path for circulating the refrigerant.
- FIG. 4 is a schematic diagram showing a flow of refrigerant for cooling the EV equipment during operation of the vapor compression refrigeration cycle.
- FIG. 5 is a schematic diagram showing a flow of a refrigerant that cools the EV equipment while the vapor compression refrigeration cycle is stopped.
- FIG. 6 is a diagram showing an open / close state of the flow rate adjustment valve and the switching valve in the cooling apparatus for electric equipment according to the embodiment of the present invention.
- the “air-conditioner operation mode” refers to a case where the vapor compression refrigeration cycle 10 shown in FIG. 4 is operated, that is, the compressor 12 is operated and a refrigerant is introduced into the entire vapor compression refrigeration cycle 10. Is shown.
- the “heat pipe operation mode” refers to a case where the vapor compression refrigeration cycle 10 shown in FIG. 5 is stopped, that is, the compressor 12 is stopped and an annular path connecting the cooling unit 30 and the heat exchanger 14 is passed. In this case, the refrigerant is circulated.
- the flow rate adjusting valve 28 allows sufficient refrigerant to flow through the cooling unit 30.
- the valve opening is adjusted.
- the switching valve 52 is operated so that the refrigerant flows from the cooling unit 30 to the expansion valve 16 via the heat exchanger 15. That is, when the valve 57 is fully opened and the valve 58 is fully closed, the refrigerant path is selected so that the refrigerant flows through the entire cooling device. For this reason, while being able to ensure the cooling capacity of the vapor compression refrigeration cycle 10, the EV equipment 31 can be efficiently cooled.
- the refrigerant is circulated from the cooling unit 30 to the heat exchanger 14.
- the switching valve 52 is operated. That is, the valve 57 is fully closed, the valve 58 is fully opened, and the flow rate adjustment valve 28 is fully closed, whereby the refrigerant flows through the refrigerant passage 51 without flowing from the refrigerant passage 36a to the refrigerant passage 36b.
- the heat exchanger 14 reaches the cooling unit 30 through the refrigerant passage 22 and the refrigerant passage 34 in order, and further passes through the refrigerant passage 36a, the refrigerant passage 51, and the refrigerant passage 21 in order to the heat exchanger 14.
- a closed, closed circular path is formed.
- the path through which the refrigerant flows that is, the refrigerant path 21, the refrigerant path 22, the refrigerant path 34, the refrigerant path 36a, and the refrigerant path 51 form a second path.
- the refrigerant can be circulated between the heat exchanger 14 and the cooling unit 30 without operating the compressor 12 via this annular path.
- the refrigerant receives evaporation latent heat from the EV device 31 and evaporates.
- the refrigerant vapor evaporated by heat exchange with the EV device 31 flows to the heat exchanger 14 through the refrigerant passage 36a, the refrigerant passage 51, and the refrigerant passage 21 in order.
- the refrigerant vapor is cooled and condensed by the running air of the vehicle or the ventilation from the condenser fan 42 or the radiator fan for cooling the engine.
- the refrigerant liquid liquefied by the heat exchanger 14 returns to the cooling unit 30 via the refrigerant passages 22 and 34.
- a heat pipe is formed with the EV device 31 as a heating part and the heat exchanger 14 as a cooling part by an annular path passing through the cooling part 30 and the heat exchanger 14. Therefore, even when the vapor compression refrigeration cycle 10 is stopped, that is, when cooling for the vehicle is stopped, the EV device 31 can be reliably cooled without having to start the compressor 12. Since it is not necessary to always operate the compressor 12 for cooling the EV equipment 31, the power consumption of the compressor 12 can be reduced and the fuel consumption of the vehicle can be improved. In addition, the compressor 12 has a long service life. Therefore, the reliability of the compressor 12 can be improved.
- FIG. 4 and 5 show the ground 60.
- FIG. The cooling unit 30 is disposed below the heat exchanger 14 in the vertical direction perpendicular to the ground 60. In an annular path for circulating the refrigerant between the heat exchanger 14 and the cooling unit 30, the cooling unit 30 is disposed below and the heat exchanger 14 is disposed above. The heat exchanger 14 is disposed at a position higher than the cooling unit 30.
- the refrigerant vapor heated and vaporized in the cooling unit 30 rises in the annular path and reaches the heat exchanger 14, is cooled in the heat exchanger 14, is condensed and becomes a liquid refrigerant, and acts by gravity. It descends in the annular path and returns to the cooling unit 30. That is, the thermosiphon heat pipe is formed by the cooling unit 30, the heat exchanger 14, and the refrigerant path (that is, the second passage) connecting them. Since the heat transfer efficiency from the EV device 31 to the heat exchanger 14 can be improved by forming the heat pipe, the EV can be applied without applying power even when the vapor compression refrigeration cycle 10 is stopped. The device 31 can be cooled more efficiently.
- the above-described pair of valves 57, 58 may be used, or arranged at a branch between the refrigerant passage 36 and the refrigerant passage 51. It is also possible to use a three-way valve. In any case, the EV apparatus 31 can be efficiently cooled both when the vapor compression refrigeration cycle 10 is operated and when it is stopped.
- the valves 57 and 58 are inexpensive because they only need to have a simple structure capable of opening and closing the refrigerant passage. By using the two valves 57 and 58, it is possible to provide a cooling structure for electric equipment at a lower cost. it can.
- the space required for the arrangement of the three-way valve may be smaller than the arrangement of the two valves 57 and 58.
- the electric device having a smaller size and excellent vehicle mountability can be obtained.
- a cooling structure can be provided.
- the electrical device cooling structure in the present embodiment further includes a check valve 54.
- the check valve 54 is disposed on the refrigerant passage 21 between the compressor 12 and the heat exchanger 14 on the side closer to the compressor 12 than the connection point between the refrigerant passage 21 and the refrigerant passage 51.
- the check valve 54 allows the refrigerant flow from the compressor 12 to the heat exchanger 14 and prohibits the reverse refrigerant flow. In this way, in the heat pipe operation mode shown in FIG. 5, a closed loop refrigerant path for circulating the refrigerant between the heat exchanger 14 and the cooling unit 30 can be reliably formed.
- the refrigerant may flow from the refrigerant passage 51 to the refrigerant passage 21 on the compressor 12 side. Since the check valve 54 is provided, the flow of the refrigerant from the refrigerant passage 51 toward the compressor 12 can be surely prohibited. Therefore, the stop of the vapor compression refrigeration cycle 10 using the heat pipe formed by the annular refrigerant path is used. It is possible to prevent a decrease in the cooling capacity of the EV device 31 at the time. Therefore, the EV device 31 can be efficiently cooled even when the cooling for the passenger compartment of the vehicle is stopped.
- the compressor 12 is operated only for a short time, thereby passing through the check valve 54.
- the refrigerant can be supplied to the closed loop path.
- coolant amount in a closed loop can be increased and the heat exchange processing amount of a heat pipe can be increased. Therefore, since the amount of refrigerant in the heat pipe can be secured, it is possible to avoid insufficient cooling of the EV device 31 due to an insufficient amount of refrigerant.
- the cooling apparatus for electric equipment in the present embodiment constitutes a vapor compression refrigeration cycle, and includes refrigerant passages 21 to 27 as circulation passages through which refrigerant for vehicle air conditioning circulates, refrigerant passages 21 to 27, and refrigerant.
- refrigerant passages 34, 36, 51 serving as communication passages communicating with the passage 32, and refrigerant flow between the refrigerant passages 21 to 27 and the refrigerant passage 32 are provided on the passages of the refrigerant passages 34, 36, 51.
- a switching valve 52 (valve 57 and valve 58) for allowing or shutting off.
- FIG. 7 is a cross-sectional view showing the structure of the cooling section in FIG.
- the cooling unit 30 includes a heat mass 130, air cooling fins 140, and an A / C (Air Conditioner) refrigerant pipe 120.
- a / C Air Conditioner
- the heat mass 130 is formed of a material having excellent thermal conductivity.
- the heat mass 130 is made of a metal such as aluminum or copper.
- the heat mass 130 is formed in a substantially rectangular parallelepiped shape.
- the heat mass 130 has a front surface 131 and a back surface 136 disposed on the back side thereof.
- the front surface 131 and the back surface 136 extend in parallel to each other.
- the present invention is not limited to this, and the front surface 131 and the back surface 136 may be formed so as to cross each other on an extension in which the front surfaces extend.
- a plurality of inverter elements 110 are provided on the surface 131.
- the inverter element 110 is provided as a heat source included in the inverter.
- the plurality of inverter elements 110 are arranged on the surface 131 at intervals from each other.
- the plurality of inverter elements 110 are arranged at equal intervals.
- the surface 131 is further provided with a plurality of air conditioner refrigerant pipes 120.
- the air conditioner refrigerant pipe 120 forms the refrigerant passage 32 in FIG.
- the air conditioner refrigerant pipe 120 is disposed between the inverter elements 110 adjacent to each other.
- the air conditioner refrigerant pipe 120 is disposed at a position equidistant from the two inverter elements 110 provided on both sides thereof.
- Air cooling fins 140 are provided on the back surface 136.
- the air cooling fin 140 is made of a material having excellent heat conductivity.
- the air-cooling fin 140 is made of a metal such as aluminum or copper.
- the air cooling fin 140 protrudes from the back surface 136 and extends in a direction away from the heat mass 130.
- the air-cooling fin 140 has a root portion 146 connected to the back surface 136 and a tip portion 141 provided at the tip protruding from the back surface 136.
- the air cooling fins 140 are provided in a region overlapping the region where the plurality of inverter elements 110 are provided.
- the air cooling fins 140 are supplied with driving air from the vehicle or air from a fan (not shown) as cooling air.
- the distance between the inverter element 110 and the air conditioner refrigerant pipe 120 is smaller than the distance between the air cooling fin 140 and the air conditioner refrigerant pipe 120.
- the plurality of inverter elements 110 generate heat.
- the heat generated in the inverter element 110 is transmitted to the heat mass 130 and the air cooling fins 140 and is radiated to the cooling air supplied to the air cooling fins 140. Further, the heat generated in the inverter element 110 is transmitted to the heat mass 130 and the air conditioner refrigerant pipe 120 to be radiated to the refrigerant flowing through the refrigerant passage 32. That is, in the cooling apparatus for electric equipment in the present embodiment, cooling using the air-cooling fins 140 (fin cooling) and the refrigerant for vehicle compartment air conditioning that circulates through the refrigerant passage 32 are used for cooling the EV equipment 31. Cooling (A / C refrigerant cooling) is used in combination.
- FIG. 8 is a cross-sectional view showing the structure of a cooling unit for comparison.
- air conditioner refrigerant pipe 120 is built in heat mass 130.
- a plurality of inverter elements 110 are provided on the front surface 131, and air cooling fins 140 are provided on the back surface 136.
- An air conditioner refrigerant pipe 120 is disposed between the inverter element 110 and the air cooling fin 140.
- the air conditioner refrigerant pipe 120 and the air cooling fin 140 are arranged on the same side as viewed from the inverter element 110. Since the temperature of the refrigerant flowing through the air-conditioner refrigerant pipe 120 is lower than the temperature of the cooling air supplied to the air-cooling fins 140, in this case, the refrigerant flowing through the air-conditioner refrigerant pipe 120 absorbs heat generated by the inverter element 110. In addition to this, a large amount of heat is also absorbed from the cooling air (air) supplied to the air-cooling fins 140. As a result, there is a concern that the heat dissipation effect of heat generated in the inverter element 110 due to A / C refrigerant cooling may be impaired.
- air conditioner refrigerant pipe 120 and air cooling fin 140 are provided on the opposite side across heat mass 130, and air conditioner refrigerant pipe 120 is provided.
- the inverter element 110 are provided on the same side.
- FIG. 9 is a block diagram showing a control system of the cooling device for the electric equipment in the embodiment of the present invention.
- the cooling apparatus for electrical equipment in the present embodiment includes A / C_ECU (Electronic Control Unit) 180, element temperature sensor 150, heat mass temperature sensor 160, and fin temperature. Sensor 170.
- a / C_ECU Electronic Control Unit 180
- element temperature sensor 150 element temperature sensor 150
- heat mass temperature sensor 160 heat mass temperature sensor 160
- fin temperature fin temperature.
- Sensor 170 Sensor 170.
- the A / C_ECU 180 controls an air conditioner (A / C, Air Conditioner) mounted on the vehicle and also controls A / C refrigerant cooling for cooling the EV device 31.
- the element temperature sensor 150 is provided in the inverter element 110 and measures the temperature of the inverter element 110.
- the heat mass temperature sensor 160 is provided in the heat mass 130 and measures the temperature of the heat mass 130.
- the fin temperature sensor 170 is provided in the air cooling fin 140 and measures the temperature of the air cooling fin 140.
- the heat mass temperature sensor 160 is provided in the vicinity of the surface 131.
- the distance between the heat mass temperature sensor 160 and the front surface 131 is smaller than the distance between the heat mass temperature sensor 160 and the back surface 136.
- the fin temperature sensor 170 is provided at the front end portion 141 of the air cooling fin 140 protruding from the back surface 136. Thereby, the temperature of the air-cooling fin 140 can be measured while eliminating the influence of cooling by the refrigerant flowing through the A / C refrigerant pipe 120.
- FIG. 10 is a table showing the operating conditions of A / C refrigerant cooling.
- FIG. 11 is a flowchart showing a control flow when the A / C refrigerant is cooled.
- inverter elements measured by element temperature sensor 150, heat mass temperature sensor 160 and fin temperature sensor 170, respectively. 110, the operation of the A / C refrigerant cooling is controlled based on the temperatures of the heat mass 130 and the air cooling fins 140.
- the temperature T0 of the inverter element 110 and the temperature T1 of the heat mass 130 are measured by the element temperature sensor 150 and the heat mass temperature sensor 160, respectively.
- a / C_ECU 180 determines whether or not the difference (T0 ⁇ T1) between temperature T0 of inverter element 110 and temperature T1 of heat mass 130 is equal to or less than a predetermined ⁇ 1.
- (T0 ⁇ T1) ⁇ ⁇ 1 the A / C_ECU 180 fully opens and closes the valve 57 and the valve 58 in the air conditioner operation mode, and fully closes and closes the valve 57 and the valve 58 in the heat pipe operation mode, respectively.
- the air conditioner refrigerant cooling is activated by fully opening (CASE 1).
- (T0-T1)> ⁇ 1 the process proceeds to the next flow (CASE2).
- a / C_ECU 180 determines whether or not the difference (T0 ⁇ T1) between temperature T0 of inverter element 110 and temperature T1 of heat mass 130 is equal to or less than a predetermined ⁇ 2 ( ⁇ 2 is determined from ⁇ 1). Is also a large value).
- ⁇ 2 is determined from ⁇ 1.
- the A / C_ECU 180 fully closes the valve 57 and the valve 58 to stop the operation of cooling the air conditioner refrigerant (CASE 3).
- (T0 ⁇ T1) ⁇ ⁇ 2 the process proceeds to the next flow.
- the temperature T1 of the heat mass 130 and the temperature T2 of the air cooling fin 140 are measured by the heat mass temperature sensor 160 and the fin temperature sensor 170, respectively.
- the A / C_ECU 180 determines whether or not the difference (T1 ⁇ T2) between the temperature T1 of the heat mass 130 and the temperature T2 of the air cooling fin 140 is equal to or less than a predetermined ⁇ 1.
- T1-T2) ⁇ ⁇ 1 the A / C_ECU 180 fully opens and closes the valve 57 and the valve 58 in the air conditioner operation mode, and fully closes and closes the valve 57 and the valve 58 in the heat pipe operation mode, respectively.
- (T1-T2)> ⁇ 1 the A / C_ECU 180 fully closes the valve 57 and the valve 58 to stop the operation of cooling the air-conditioner refrigerant (CASE 5).
- heat generated in the inverter element 110 is dissipated by fin cooling using the air-cooling fins 140, and the cooling capacity is insufficient or the outside air temperature is high only by fin cooling.
- the air conditioner refrigerant cooling is activated.
- the operation of cooling the air conditioner refrigerant is stopped in CASE 3 and CASE 5, but if the air conditioner refrigerant cooling mode is the heat pipe operation mode, the air conditioner refrigerant cooling may be continued.
- the electric device cooling apparatus is an EV apparatus 31 as an electric apparatus mounted on a vehicle. It is a cooling device.
- the electric device cooling apparatus includes a cooling unit 30 for cooling the inverter element 110 as a heat source included in the EV device 31.
- the cooling unit 30 has a surface 131 as a first surface on which the inverter element 110 is provided and a back surface 136 as a second surface disposed on the back side of the surface 131, and transfers heat generated in the inverter element 110.
- an air conditioner refrigerant pipe 120 as a refrigerant passage forming member for forming the refrigerant.
- the air conditioner refrigerant pipe 120 is provided in the vicinity of the inverter element 110 and at a position far from the air cooling fins 140, whereby A / The cooling efficiency of the EV device 31 at the time of cooling the C refrigerant can be improved. Further, by controlling the A / C refrigerant cooling operation based on the temperatures of the inverter element 110, the heat mass 130, and the air cooling fin 140, the A / C refrigerant cooling can be efficiently used as auxiliary means for fin cooling. .
- the cooling device of the electric equipment using the air-conditioner refrigerant to which the present invention is applied is not limited to the cooling system shown in FIG.
- a cooling system in which the heat exchanger 15 is omitted by allowing the heat exchanger 14 to wait for a cooling performance for supercooling the refrigerant may be used.
- the heat exchanger that absorbs heat may be a cooling system provided in parallel with the heat exchanger 18.
- the cooling device for electric equipment according to the present invention is applicable not only to a hybrid vehicle using an engine and an electric motor as power sources, but also to an electric vehicle using only an electric motor as a power source.
- the present invention is applied to a vehicle such as a hybrid vehicle or an electric vehicle on which electric devices such as a motor generator and an inverter are mounted.
- Vapor compression refrigeration cycle 12 compressor, 14, 15, 18 heat exchanger, 16 expansion valve, 21, 22, 23, 24, 25, 26, 27, 32, 34, 36, 36a, 36b, 51 refrigerant Passage, 28 flow control valve, 30 cooling section, 31 EV equipment, 40 gas-liquid separator, 42 condenser fan, 52 switching valve, 54 check valve, 57, 58 valve, 60 ground, 90 duct, 91 duct inlet, 92 Duct outlet, 93 fan, 100 engine, 110 inverter element, 120 air conditioner refrigerant piping, 120 A / C refrigerant piping, 130 heat mass, 131 front surface, 136 back surface, 140 air cooling fin, 141 tip, 146 root, 150 element temperature Sensor, 160 heat mass temperature sensor, 170 fin temperature sensor Sa, 200 drive unit, 400 running battery, 500, 600 cable, 1000 vehicles.
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- Chemical Kinetics & Catalysis (AREA)
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- Physics & Mathematics (AREA)
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- Condensed Matter Physics & Semiconductors (AREA)
- Combustion & Propulsion (AREA)
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- Air-Conditioning For Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Cooling Or The Like Of Electrical Apparatus (AREA)
Abstract
Description
Claims (6)
- 車両に搭載された電気機器の冷却装置であって、
電気機器(31)に含まれる発熱源(110)を冷却するための冷却部(30)を備え、
前記冷却部(30)は、
前記発熱源(110)が設けられる第1表面(131)と、前記第1表面(131)の裏側に配置される第2表面(136)とを有し、前記発熱源(110)で発生した熱を伝える伝熱部材(130)と、
前記第2表面(136)に設けられ、前記伝熱部材(130)を通じて伝えられた熱を放熱するフィン部(140)と、
前記第1表面(131)に設けられ、車室空調用の冷媒が流通する冷媒通路(32)を形成する冷媒通路形成部材(120)とを含む、電気機器の冷却装置。 - 蒸気圧縮式の冷凍サイクルを構成し、車両空調用の冷媒が循環する循環通路(21,22,23,24,25,26,27)と、
前記循環通路(21,22,23,24,25,26,27)と前記冷媒通路(32)との間を連絡する連絡通路(34,36,51)と、
前記連絡通路(34,36,51)の経路上に設けられ、前記循環通路(21,22,23,24,25,26,27)と前記冷媒通路(32)との間の冷媒流れを許容もしくは遮断する切り換え弁(52)とをさらに備える、請求項1に記載の電気機器の冷却装置。 - 前記発熱源(110)の温度を測定するための第1温度測定部(150)と、
前記伝熱部材(130)の温度を測定するための第2温度測定部(160)と、
前記第1温度測定部(150)および前記第2温度測定部(160)でそれぞれ測定された前記発熱源(110)の温度T0および前記伝熱部材(130)の温度T1に基づいて、前記切り換え弁(52)の動作を制御する制御部(180)とをさらに備え、
前記制御部(180)は、T0-T1の値がβ1(β1は予め設定された閾値)以下である場合に、前記循環通路(21,22,23,24,25,26,27)と前記冷媒通路(32)との間の冷媒流れを許容するように、前記切り換え弁(52)を動作させる、請求項2に記載の電気機器の冷却装置。 - 前記伝熱部材(130)の温度を測定するための第2温度測定部(160)と、
前記フィン部(140)の温度を測定するための第3温度測定部(170)と、
前記第2温度測定部(160)および前記第3温度測定部(170)でそれぞれ測定された前記伝熱部材(130)の温度T1および前記フィン部(140)の温度T2に基づいて、前記切り換え弁(52)の動作を制御する制御部(180)とをさらに備え、
前記制御部(180)は、T1-T2の値がθ1(θ1は、予め設定された閾値)以下である場合に、前記循環通路(21,22,23,24,25,26,27)と前記冷媒通路(32)との間の冷媒流れを許容するように、前記切り換え弁(52)を動作させる、請求項2に記載の電気機器の冷却装置。 - 前記フィン部(140)は、前記第2表面(136)から突出して形成され、
前記第3温度測定部(170)は、前記第2表面(136)から突出する前記フィン部(140)の先端に設けられる、請求項4に記載の電気機器の冷却装置。 - 前記電気機器(31)は、複数の前記発熱源(110)を含み、
前記冷媒通路形成部材(120)は、互いに隣り合って配置される複数の前記発熱源(110)の間に配置される、請求項1に記載の電気機器の冷却装置。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP11875776.4A EP2781381B1 (en) | 2011-11-16 | 2011-11-16 | Device for cooling electrical apparatus |
US14/357,980 US9458756B2 (en) | 2011-11-16 | 2011-11-16 | Cooling device for electric equipment |
CN201180074869.5A CN103958234B (zh) | 2011-11-16 | 2011-11-16 | 电气设备的冷却装置 |
PCT/JP2011/076397 WO2013073019A1 (ja) | 2011-11-16 | 2011-11-16 | 電気機器の冷却装置 |
JP2013544030A JP5737424B2 (ja) | 2011-11-16 | 2011-11-16 | 電気機器の冷却装置 |
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PCT/JP2011/076397 WO2013073019A1 (ja) | 2011-11-16 | 2011-11-16 | 電気機器の冷却装置 |
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US (1) | US9458756B2 (ja) |
EP (1) | EP2781381B1 (ja) |
JP (1) | JP5737424B2 (ja) |
CN (1) | CN103958234B (ja) |
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TWI576196B (zh) * | 2012-12-05 | 2017-04-01 | Shinkawa Kk | The cooling method of the joining tool cooling device and the joining tool |
KR101589996B1 (ko) * | 2013-06-07 | 2016-01-29 | 주식회사 엘지화학 | 액상 냉매 유출에 대한 안전성이 향상된 전지팩 |
US10220725B2 (en) | 2015-05-13 | 2019-03-05 | Ge Global Sourcing Llc | System and method for passively cooling an enclosure |
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CN109690222B (zh) * | 2016-09-09 | 2020-07-03 | 株式会社电装 | 设备温度调节装置 |
CN108263164A (zh) * | 2017-01-04 | 2018-07-10 | 中达电子零组件(吴江)有限公司 | 一种汽车空调***及其散热装置 |
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JP7088861B2 (ja) * | 2019-02-12 | 2022-06-21 | ファナック株式会社 | 除湿機能を高めたレーザ発振器 |
JP7380248B2 (ja) * | 2019-02-26 | 2023-11-15 | 株式会社デンソー | 冷却システム |
CN114503337B (zh) * | 2019-10-08 | 2024-02-23 | 法雷奥日本株式会社 | 冷却装置 |
DE102020202203A1 (de) | 2020-02-20 | 2021-08-26 | Robert Bosch Gesellschaft mit beschränkter Haftung | Antriebsvorrichtung mit selbstgesteuerter Kühlung |
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JPWO2013073019A1 (ja) | 2015-04-02 |
US20140284043A1 (en) | 2014-09-25 |
EP2781381A4 (en) | 2014-11-19 |
EP2781381A1 (en) | 2014-09-24 |
CN103958234B (zh) | 2016-08-24 |
CN103958234A (zh) | 2014-07-30 |
JP5737424B2 (ja) | 2015-06-17 |
EP2781381B1 (en) | 2017-06-21 |
US9458756B2 (en) | 2016-10-04 |
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