WO2024106247A1 - Cooling system - Google Patents

Cooling system Download PDF

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Publication number
WO2024106247A1
WO2024106247A1 PCT/JP2023/039879 JP2023039879W WO2024106247A1 WO 2024106247 A1 WO2024106247 A1 WO 2024106247A1 JP 2023039879 W JP2023039879 W JP 2023039879W WO 2024106247 A1 WO2024106247 A1 WO 2024106247A1
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WO
WIPO (PCT)
Prior art keywords
flow path
cooling
electronic circuit
unit
refrigerant
Prior art date
Application number
PCT/JP2023/039879
Other languages
French (fr)
Japanese (ja)
Inventor
岩田崇司
前田拓洋
間邉崇志
小野沢智
村上聡
勝田巧也
Original Assignee
株式会社アイシン
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社アイシン filed Critical 株式会社アイシン
Publication of WO2024106247A1 publication Critical patent/WO2024106247A1/en

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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
    • B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
    • 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
    • B60K11/04—Arrangement or mounting of radiators, radiator shutters, or radiator blinds
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • 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
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/08—Arrangements of lubricant coolers
    • 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
    • F01P3/12—Arrangements for cooling other engine or machine parts
    • 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
    • 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
    • F01P3/22—Liquid cooling characterised by evaporation and condensation of coolant in closed cycles; characterised by the coolant reaching higher temperatures than normal atmospheric boiling-point
    • 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
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • 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
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • 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
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control

Definitions

  • the present invention relates to a cooling system.
  • cooling systems are known in which heat exchange occurs between a cooling flow path in which cooling water circulates and a refrigerant flow path in which a refrigerant circulates (see, for example, Patent Document 1).
  • the cooling system of Patent Document 1 uses waste heat from electrical components to raise the temperature of the cooling water, thereby reducing the amount of heat given to the cooling water through heat exchange with the refrigerant and increasing the heating capacity of the refrigerant.
  • the cooling system described in Patent Document 1 has the coolant absorb heat from the outside air using a radiator, and the refrigerant absorb heat from the outside air using an outdoor unit.
  • both the radiator and the outdoor unit function as heat exchangers for absorbing heat.
  • the cooling system described in Patent Document 1 uses an outdoor unit in addition to a heat exchanger that exchanges heat between the refrigerant and the cooling water, so the refrigerant absorbs heat, which results in an increase in the size of the system even if the heating device is omitted.
  • the cooling system is characterized by comprising an electric vehicle drive unit including at least an electric motor that transmits drive torque to the vehicle's running system, an electronic circuit unit including at least an electronic circuit for driving the electric motor, a cooling flow path that circulates a coolant through the electronic circuit unit, an oil flow path that circulates oil through the electric vehicle drive unit and has a first heat exchanger that exchanges heat with the coolant circulating through the cooling flow path, and a refrigerant flow path that circulates a refrigerant for cooling and heating and has a second heat exchanger that exchanges heat with the coolant circulating through the cooling flow path, and the cooling flow path circulates the coolant through the electronic circuit unit, the first heat exchanger, and the second heat exchanger in that order.
  • This configuration includes a first heat exchanger that exchanges heat between the coolant and oil, and a second heat exchanger that exchanges heat between the coolant and refrigerant.
  • the temperature of the coolant changes as the first heat exchanger uses waste heat from the electric vehicle drive unit, and the second heat exchanger uses heat from the refrigerant.
  • the cooling flow path in this configuration circulates the coolant through the electronic circuit unit, the first heat exchanger, and the second heat exchanger in that order.
  • the coolant exchanges heat with the refrigerant while utilizing the heat generated by the electronic circuit unit and the waste heat from the electric vehicle drive unit, allowing the device to be made more compact.
  • the waste heat from the electric vehicle drive unit is applied to the coolant using the first heat exchanger, and then heat is exchanged between the refrigerant and the coolant using the second heat exchanger, so that the heating efficiency can be improved by utilizing the waste heat from the electric vehicle drive unit.
  • the waste heat from the electric vehicle drive unit is applied to the coolant using the first heat exchanger before heat is applied from the refrigerant to the coolant using the second heat exchanger, allowing the oil temperature to be lowered and motor performance to be improved.
  • FIG. 2 is an exploded perspective view of the integrated unit.
  • FIG. 2 is a side cross-sectional view of the integrated unit.
  • 1 is a diagram showing a circuit configuration of a cooling system according to a first embodiment.
  • FIG. FIG. 2 is a side cross-sectional view of an integrated unit with a heat exchanger.
  • FIG. 11 is a diagram showing a circuit configuration of a cooling system according to a second embodiment.
  • FIG. 13 is a diagram showing a circuit configuration of a cooling system according to a third embodiment.
  • FIG. 13 is a diagram showing a circuit configuration of a cooling system according to a fourth and fifth embodiment.
  • 13 is a side cross-sectional view of an integrated unit according to a fifth embodiment, in which a heat exchanger is integrated.
  • FIG. 1 is a diagram showing a circuit configuration of a cooling system according to a first embodiment.
  • FIG. FIG. 2 is a side cross-sectional view of an integrated unit with a heat exchanger.
  • An electric vehicle is equipped with an electric vehicle drive unit that drives the wheels using current supplied from a battery.
  • electric vehicles include vehicles that have a motor as a driving source, such as hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), battery electric vehicles (BEVs), and fuel cell electric vehicles (FCEVs).
  • HEVs hybrid electric vehicles
  • PHEVs plug-in hybrid electric vehicles
  • BEVs battery electric vehicles
  • FCEVs fuel cell electric vehicles
  • the electric vehicle includes an integrated unit 1 shown in FIG. 1 and FIG. 2.
  • the integrated unit 1 includes an electric vehicle drive unit 2 (hereinafter referred to as the "vehicle drive unit 2"), an electronic circuit unit 3, and a cooling module 4.
  • vehicle drive unit 2 hereinafter referred to as the "vehicle drive unit 2”
  • electronic circuit unit 3 the vehicle drive unit 2 and the electronic circuit unit 3 are housed and integrated in a unit case 5.
  • the cooling module 4 is disposed adjacent to the electronic circuit unit 3. In the example shown in FIG.
  • the cooling module 4 includes a chiller 86, a water-cooled condenser 81, an accumulator 82, and auxiliary equipment such as valves and pumps, which will be described later, and a part of a cooling flow path B and a refrigerant flow path D, which are modularized and housed in the unit case 5.
  • the cooling system A in the present embodiment shown below shows an example in which only the vehicle drive unit 2 and the electronic circuit unit 3 are housed in the unit case 5, but the shape and structure of the integrated unit 1 are not particularly limited.
  • the vehicle drive unit 2 includes at least an electric motor 21 that transmits a drive torque to the vehicle's running system.
  • the vehicle drive unit 2 includes the electric motor 21, a gear 22 with a reduction mechanism, and the like.
  • the electronic circuit unit 3 includes at least an electronic circuit 31 for driving the electric motor 21.
  • the electronic circuit unit 3 is housed in a unit case 5 to form a power supply module 100, and a plurality of electronic components that constitute the on-board charger (OBC) 32 (voltage conversion circuit) and the inverter (INV) 33 as the electronic circuit 31 are mounted on a board 35.
  • the electronic components mounted on the board 35 are cooled by a heat sink 36 that constitutes a part of the second flow path 55 of the cooling flow path B described later inside the board 35.
  • the electronic circuit unit 3 power supply module 100
  • the electronic circuit unit 3 is configured to be cooled by the coolant flowing through the cooling flow path B.
  • the cooling system A includes a vehicle drive unit 2, an electronic circuit unit 3 (power supply module 100), a cooling flow path B, an oil flow path C, and a refrigerant flow path D.
  • Cooling flow path B carries coolant such as antifreeze containing ethylene glycol as a main component, long-life coolant, cooling water, or insulating oil
  • refrigerant flow path D carries a refrigerant such as hydrofluorocarbon (HFC).
  • HFC hydrofluorocarbon
  • Cooling flow path B is the flow path shown above the electric motor 21 in FIG. 3.
  • Cooling flow path B includes the power supply module 100, an oil cooler 62 (an example of a first heat exchanger) described below, a water-cooled condenser 81 (an example of a second heat exchanger) described below, a water pump 51 (an example of a pump), and a radiator 53 along the way.
  • Cooling flow path B has a first flow path 54 that runs from the water-cooled condenser 81 to the radiator 53, and a second flow path 55 that runs from the radiator 53 to the water-cooled condenser 81.
  • the cooling flow path B is configured to circulate the cooling liquid to the electronic circuit unit 3 included in the power supply module 100.
  • a part of the second flow path 55 is formed inside the electronic circuit unit 3 as an internal flow path of the heat sink 36 (see FIG. 2). This allows the electronic circuit unit 3 to be cooled by the cooling liquid flowing through the second flow path 55.
  • cooling flow path B circulates the coolant through the power supply module 100, oil cooler 62, and water-cooled condenser 81 in that order.
  • cooling flow path B has a valve 52 (an example of a three-way valve) arranged in first flow path 54 that can be switched between a first state in which the coolant flows through radiator 53 and a second state in which the coolant is blocked from flowing into radiator 53 and diverted.
  • valve 52 an example of a three-way valve
  • the second flow path 55 of the cooling flow path B has a flow path 58 that runs from the electronic circuit unit 3 to the oil cooler 62, and a flow path 59 that runs from the oil cooler 62 to the water-cooled condenser 81.
  • the water pump 51 is disposed in the second flow path 55 adjacent to the valve 52, and is configured as a valve unit 6 in which the water pump 51 and the valve 52 are integrated.
  • Oil flow path C is the flow path shown below the electronic circuit unit 3 in FIG. 3.
  • Oil flow path C has an oil pump 61 and an oil cooler 62 (an example of a first heat exchanger) in the middle of the flow path, and supplies oil to the electric motor 21 etc. to circulate the oil to the vehicle drive unit 2.
  • the oil cooler 62 is also located downstream of the power supply module 100 (electronic circuit unit 3) in the cooling flow path B, and exchanges heat with the coolant circulating through the cooling flow path B.
  • valve unit 6 and the water-cooled condenser 81 are assembled to the unit case 5 of the electronic circuit unit 3.
  • the oil cooler 62 is built into the unit case 5 between the electronic circuit unit 3 and the vehicle drive unit 2.
  • the valve unit 6, the water-cooled condenser 81, and the oil cooler 62 are incorporated into the integrated unit 1.
  • the valve unit 6 and the water-cooled condenser 81 are fixed to the side of the unit case 5, but the valve unit 6 and the water-cooled condenser 81 may be fixed to the top surface of the unit case 5 or built into the unit case 5.
  • the refrigerant flow path D is a flow path shown on the right side in FIG. 3, and is configured to circulate a refrigerant for heating and cooling.
  • the refrigerant flow path D includes a heating flow path 71 that circulates a refrigerant for heating the vehicle interior, a cooling flow path 72 that circulates a refrigerant for cooling the vehicle interior, and a battery cooling flow path 73 that circulates a refrigerant to cool a battery 87 mounted on the vehicle.
  • the heating flow path 71 includes a water-cooled condenser 81, an accumulator 82, a compressor 83, and a cabin condenser 84 (heating condenser) arranged in order to form a heat pump as a whole.
  • the refrigerant flow path D includes a water-cooled condenser 81 (an example of a second heat exchanger) in the middle of the flow path that exchanges heat with the cooling liquid circulating in the cooling flow path B.
  • the water-cooled condenser 81 is also located in the middle of the second flow path 55 of the cooling flow path B, and exchanges heat with the cooling liquid circulating in the cooling flow path B.
  • an on-off valve 91 is disposed in the flow path 74 between the water-cooled condenser 81 and the accumulator 82, and a first expansion valve 92 is disposed in the flow path 76 between the cabin condenser 84 and the water-cooled condenser 81.
  • the compressor 83 and cabin condenser 84, and the flow path 75 passing through them, are disposed outside the unit case 5.
  • the cooling flow path 72 is composed of a flow path 77 that branches off from the flow path 74 upstream of the on-off valve 91.
  • the flow path 77 is configured to have a second expansion valve 93 and an evaporator 85, in that order, midway through the flow path, and to merge with the flow path 74 downstream of the on-off valve 91.
  • the second expansion valve 93 is driven with the on-off valve 91 closed, refrigerant flows through the flow path 77, and the evaporator 85 cools the passenger compartment.
  • the evaporator 85 is located outside the unit case 5 in the cooling flow path 72.
  • the battery cooling flow path 73 is composed of a flow path 78 that branches off from the upstream side of the second expansion valve 93 of the flow path 77 of the cooling flow path 72.
  • the flow path 78 is configured to have a third expansion valve 94 and a chiller 86 in that order along the way, and to merge with the downstream side of the evaporator 85 of the flow path 77.
  • the third expansion valve 94 is driven with the opening/closing valve 91 closed, the refrigerant flows through the flow path 78, and heat is exchanged between the refrigerant and the cooling liquid by the chiller 86.
  • the battery cooling flow path 73 is configured by arranging the chiller 86 in a cooling circulation path 79 through which coolant circulates between the battery 87 and the chiller 86.
  • a water pump 88 is arranged midway along the cooling circulation path 79.
  • the battery 87 is arranged, for example, in the space under the floor of the vehicle compartment, located outside and rearward of the unit case 5.
  • the flow of refrigerant in refrigerant flow path D will be described.
  • the refrigerant that flows through flow path 75 and becomes a high-temperature compressed gas in the compressor 83 has heat dissipated by the cabin condenser 84 and flows from flow path 76 through the first expansion valve 92 into the water-cooled condenser 81.
  • the refrigerant is then condensed and liquefied in the water-cooled condenser 81 as heat is absorbed by the cooling liquid flowing in from the cooling flow path B, and the gaseous refrigerant flows again into the compressor 83 through the accumulator 82.
  • the refrigerant liquefied in the water-cooled condenser 81 that is used for cooling the interior of the vehicle leaves the water-cooled condenser 81 and flows through the flow paths 74 and 77 in the cooling flow path 72, expands in the second expansion valve 93, and becomes a low-temperature, low-pressure mist. It is then sent to the evaporator 85 outside the unit case 5.
  • the mist of refrigerant absorbs heat from the air introduced from the outside in the evaporator 85 and evaporates. Conversely, the air is cooled by the refrigerant absorbing heat, and is sent to the interior of the vehicle as cold air.
  • the evaporated refrigerant is sent to the accumulator 82 via the flow paths 72 and 75.
  • the evaporated refrigerant contains liquid, the liquid is separated from the evaporated refrigerant.
  • the evaporated refrigerant then flows back to the compressor 83 in the flow path 75, where it is compressed again to become a high-temperature compressed gas.
  • the refrigerant liquefied in the water-cooled condenser 81 that is not used to cool the vehicle interior leaves the water-cooled condenser 81 and flows through the flow paths 74, 77, and 78, and is expanded in the third expansion valve 94 to become a low-temperature, low-pressure mist, which is then sent to the chiller 86.
  • the mist of refrigerant absorbs heat from the cooling liquid flowing in from the cooling circuit 79 and evaporates in the chiller 86.
  • the evaporated refrigerant is sent to the accumulator 82 via the flow paths 73 and 75. In the accumulator 82, if the evaporated refrigerant contains liquid, the liquid is separated from the evaporated refrigerant.
  • the evaporated refrigerant then flows back to the compressor 83 in the flow path 75, where it is compressed again to become a high-temperature compressed gas.
  • the cooling system A includes an oil cooler 62 that exchanges heat between the cooling liquid flowing through the cooling flow path B and the oil flowing through the oil flow path C, and a water-cooled condenser 81 that exchanges heat between the cooling liquid flowing through the cooling flow path B and the refrigerant flowing through the refrigerant flow path D.
  • the temperature of the cooling liquid changes in the oil cooler 62 by utilizing the waste heat of the vehicle drive unit 2, and in the water-cooled condenser 81 by utilizing the heat of the refrigerant.
  • the cooling flow path B in this embodiment circulates the coolant in the order of the power supply module 100 (electronic circuit unit 3), the oil cooler 62, and the water-cooled condenser 81.
  • the electronic circuit unit 3 is the part that becomes the hottest, by arranging the electronic circuit unit 3 upstream, it is possible to effectively recover the waste heat of the electronic circuit unit 3.
  • the coolant exchanges heat with the refrigerant while utilizing the heat generated by the electronic circuit unit 3 and the waste heat of the vehicle drive unit 2, so that the device can be made smaller.
  • the waste heat from the vehicle drive unit 2 is given to the coolant using the oil cooler 62, heat is exchanged between the refrigerant and the coolant using the water-cooled condenser 81, so that the heating efficiency can be improved by utilizing the waste heat of the vehicle drive unit 2.
  • the waste heat from the vehicle drive unit 2 is given to the coolant using the oil cooler 62, so that the temperature of the oil can be lowered and the motor performance can be improved.
  • a valve 52 (an example of a three-way valve) is arranged in the first flow path 54, which can be switched between a first state in which the coolant flows through the radiator 53 and a second state in which the coolant is blocked from flowing into the radiator 53 and diverted.
  • the coolant In the first state in which the coolant flows through the radiator 53, the coolant can be cooled by outside air when it is desired to exercise the cooling function of the coolant, such as in summer.
  • the refrigerant is circulated through the refrigerant flow path D in the order of the compressor 83, the cabin condenser 84, the water-cooled condenser 81, and the accumulator 82.
  • the second embodiment differs from the first embodiment in the following respects.
  • a bypass flow path 96 is provided to connect between the compressor 83 and the cabin condenser 84 and between the cabin condenser 84 and the water-cooled condenser 81, and a fourth expansion valve 95 is disposed in the bypass flow path 96.
  • the other configurations are the same as those of the first embodiment.
  • the efficiency of heat exchange between the refrigerant and the cooling liquid in the water-cooled condenser 81 is improved in situations where there is no need to use the cabin condenser 84, such as in summer.
  • the cooling flow path B is configured to circulate the coolant through the electronic circuit unit 3 included in the power supply module 100.
  • the third embodiment differs from the first embodiment in the following respects.
  • the cooling flow path B circulates the coolant through the power supply module 100, the water-cooled condenser 81, and the oil cooler 62 in that order.
  • the other configurations are the same as those of the first embodiment.
  • the cooling flow path B circulates the coolant through the power supply module 100, the water-cooled condenser 81, and the oil cooler 62 in that order, so that the coolant exchanges heat with the refrigerant while utilizing the heat generated by the electronic circuit unit 3 and the waste heat from the vehicle drive unit 2, thereby enabling the device to be made more compact.
  • the cooling flow path B circulates the coolant through the power supply module 100, the water-cooled condenser 81, and the oil cooler 62 in that order, so that the coolant exchanges heat with the refrigerant while utilizing the heat generated by the electronic circuit unit 3 and the waste heat from the vehicle drive unit 2, thereby enabling the device to be made more compact.
  • heat exchange is performed between the refrigerant and the coolant using the water-cooled condenser 81, so that it is possible to prevent the temperature of the refrigerant from becoming too high and reducing the cooling efficiency.
  • the refrigerant is circulated through the refrigerant flow path D in the order of the compressor 83, the cabin condenser 84, the water-cooled condenser 81, and the accumulator 82.
  • the fourth embodiment differs from the third embodiment in the following respects.
  • a bypass flow path 96 is provided to connect between the compressor 83 and the cabin condenser 84 and between the cabin condenser 84 and the water-cooled condenser 81, and a fourth expansion valve 95 is disposed in the bypass flow path 96.
  • the other configurations are the same as those of the third embodiment.
  • the efficiency of heat exchange between the refrigerant and the cooling liquid in the water-cooled condenser 81 is improved in situations where there is no need to use the cabin condenser 84, such as in summer.
  • the water pump 51 is disposed in the second flow passage 55 adjacent to the valve 52, and the water pump 51 and the valve 52 are integrated into a valve unit 6.
  • the valve unit 6 and the water-cooled condenser 81 are assembled to the unit case 5 of the electronic circuit unit 3.
  • the oil cooler 62 is assembled to the unit case 5 of the vehicle drive unit 2.
  • the valve unit 6 and the water-cooled condenser 81 are fixed to the side surface of the unit case 5, but the valve unit 6 and the water-cooled condenser 81 may be fixed to the upper surface of the unit case 5 or may be built in the unit case 5.
  • the oil cooler 62 is fixed to the side surface of the unit case 5, but may be built in the unit case 5.
  • a bypass flow path 96 is provided, and in the first or fifth embodiment, a valve unit 6 in which the water pump 51 and the valve 52 are integrated in the cooling flow path B is provided, but these embodiments may be combined as appropriate.
  • the flow direction of the cooling liquid and refrigerant that exchange heat, and the flow direction of the cooling liquid and oil may be either the same direction or opposite directions.
  • the vehicle drive unit 2 and the electronic circuit unit 3 are housed in the unit case 5 and integrated together, but the vehicle drive unit 2 and the electronic circuit unit 3 may be housed in different cases and connected together.
  • the cooling system A is characterized by the configuration of an electric vehicle drive unit 2 including at least an electric motor 21 that transmits drive torque to the vehicle's running system, an electronic circuit unit 3 including at least an electronic circuit 31 for driving the electric motor 21, a cooling flow path B that circulates a coolant through the electronic circuit unit 3, an oil flow path C that has a first heat exchanger (oil cooler 62) that exchanges heat with the coolant circulating through the cooling flow path B and circulates oil through the electric vehicle drive unit 2, and a refrigerant flow path D that has a second heat exchanger (water-cooled condenser 81) that exchanges heat with the coolant circulating through the cooling flow path B and circulates a refrigerant for heating and cooling.
  • the cooling flow path B circulates the coolant through the electronic circuit unit 3, the first heat exchanger (oil cooler 62), and the second heat exchanger (water-cooled condenser 81) in that order.
  • This configuration includes a first heat exchanger that exchanges heat between the coolant and oil, and a second heat exchanger (water-cooled condenser 81) that exchanges heat between the coolant and refrigerant.
  • the temperature of the coolant changes as the first heat exchanger (oil cooler 62) uses the waste heat from the electronic circuit unit 3 and the electric vehicle drive unit 2, and the second heat exchanger (water-cooled condenser 81) uses the heat of the refrigerant.
  • the cooling flow path B in this configuration circulates the coolant through the electronic circuit unit 3, the first heat exchanger (oil cooler 62), and the second heat exchanger (water-cooled condenser 81) in that order.
  • the coolant exchanges heat with the refrigerant while utilizing the heat generated by the electronic circuit unit 3 and the waste heat from the electric vehicle drive unit 2, making it possible to miniaturize the device.
  • the waste heat from the electric vehicle drive unit 2 is given to the coolant using the first heat exchanger (oil cooler 62), and then heat is exchanged between the refrigerant and the coolant using the second heat exchanger (water-cooled condenser 81), so that the heating efficiency can be improved by utilizing the waste heat from the electric vehicle drive unit 2.
  • the waste heat from the electric vehicle drive unit 2 is given to the coolant using the first heat exchanger (oil cooler 62) before heat is given from the refrigerant to the coolant using the second heat exchanger (water-cooled condenser 81), so that the oil temperature can be lowered and the motor performance can be improved.
  • the electronic circuit unit 3 is the part that generates the most heat, by placing the electronic circuit unit 3 upstream of the electric vehicle drive unit 2, it is possible to effectively recover the waste heat of the electronic circuit unit 3.
  • a three-way valve (valve 52) is disposed in the cooling flow path B, which can be switched between a first state in which the coolant flows through the radiator 53 and a second state in which the coolant is blocked from flowing into the radiator 53 and diverted.
  • valve unit 6 that integrates a pump (water pump 51) that circulates the cooling liquid through the cooling flow path B and a three-way valve (valve 52).
  • valve unit 6 that integrates a pump (water pump 51) and a three-way valve (valve 52), the integrated unit 1 can be made smaller.
  • valve unit 6 is assembled to the electronic circuit unit 3.
  • valve unit 6 Assembling the valve unit 6 to the electronic circuit unit 3 in this configuration allows the integrated unit 1 to be further miniaturized.
  • the electric vehicle drive unit 2 and the electronic circuit unit 3 are formed into an integrated unit 1, and it is preferable that the first heat exchanger (oil cooler 62) and the second heat exchanger (water-cooled condenser 81) are incorporated into the integrated unit 1.
  • the electronic circuit unit 3 includes an inverter 33.
  • the electronic circuit unit 3 includes an inverter 33, which allows the integrated unit 1 to be further miniaturized.
  • the electronic circuit unit 3 includes an on-board charger 32.
  • the electronic circuit unit 3 includes an on-board charger 32, which allows the integrated unit 1 to be further miniaturized.
  • the present invention can be widely used in cooling systems for electric vehicles.
  • Reference Signs List 1 integrated unit
  • 2 electric vehicle drive unit
  • 3 electronic circuit unit
  • 6 valve unit
  • 21 electric motor
  • 31 electronic circuit
  • 32 on-board charger
  • 33 inverter
  • 51 water pump (pump)
  • 52 valve (three-way valve)
  • 53 radiator
  • 62 oil cooler (first heat exchanger)
  • 81 water-cooled condenser (second heat exchanger)
  • B cooling flow path
  • C oil flow path
  • D refrigerant flow path

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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
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  • Physics & Mathematics (AREA)
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  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

A cooling system (A) comprises an electric vehicle drive unit (2) including, at least, an electric motor (21) for transmitting a driving rotational force to a running system of a vehicle, an electronic circuit unit (3) including, at least, an electronic circuit for driving the electric motor (21), a cooling flow path (B) for causing a cooling liquid to circulate to the electronic circuit unit (3), an oil flow path (C) which includes a first heat exchanger (62) for exchanging heat with the cooling liquid circulating through the cooling flow path (B), and which causes oil to circulate to the electric vehicle drive unit (2), and a refrigerant flow path (D) which includes a second heat exchanger (81) for exchanging heat with the cooling liquid circulating through the cooling flow path (B), and which causes a refrigerant for space cooling/heating to circulate, wherein the cooling flow path (B) causes the cooling liquid to circulate in the order of the electronic circuit unit (3), first heat exchanger (62), and second heat exchanger (81).

Description

冷却システムCooling System
　本発明は、冷却システムに関する。 The present invention relates to a cooling system.
　従来、冷却水が循環される冷却流路と冷媒が循環される冷媒流路との間で熱交換が行われる冷却システムが知られている（例えば、特許文献１参照）。特許文献１の冷却システムは、電気部品の廃熱を利用して冷却水の温度を上昇させることにより、冷媒との熱交換により冷却水に与える熱量を下げて冷媒による暖房能力を高めている。 　Conventionally, cooling systems are known in which heat exchange occurs between a cooling flow path in which cooling water circulates and a refrigerant flow path in which a refrigerant circulates (see, for example, Patent Document 1). The cooling system of Patent Document 1 uses waste heat from electrical components to raise the temperature of the cooling water, thereby reducing the amount of heat given to the cooling water through heat exchange with the refrigerant and increasing the heating capacity of the refrigerant.
　また、特許文献１に記載の冷却システムは、専用の加熱装置を省略するために、冷却水に対してはラジエータで外気から吸熱させ、冷媒に対しては室外器で外気から吸熱させている。つまり、ラジエータ及び室外器の両方を吸熱用熱交換器として機能させている。 Furthermore, in order to omit a dedicated heating device, the cooling system described in Patent Document 1 has the coolant absorb heat from the outside air using a radiator, and the refrigerant absorb heat from the outside air using an outdoor unit. In other words, both the radiator and the outdoor unit function as heat exchangers for absorbing heat.
特開２０１９－１９９１１３号公報JP 2019-199113 A
　特許文献１に記載の冷却システムは、冷媒と冷却水との間で熱交換する熱交換器に加えて室外器を用いて冷媒が吸熱しているため、加熱装置を省略したとしても、装置の大型化を招いてしまう。 The cooling system described in Patent Document 1 uses an outdoor unit in addition to a heat exchanger that exchanges heat between the refrigerant and the cooling water, so the refrigerant absorbs heat, which results in an increase in the size of the system even if the heating device is omitted.
　そこで、小型化を図りながら効率的な熱マネジメントが可能な冷却システムが望まれている。 Therefore, there is a demand for a cooling system that can efficiently manage heat while being compact.
　本発明に係る冷却システムの特徴構成は、駆動回転力を車両の走行系に伝える電動モータを少なくとも含む電動車両用駆動ユニットと、前記電動モータを駆動するための電子回路を少なくとも含む電子回路ユニットと、前記電子回路ユニットに冷却液を循環させる冷却流路と、前記冷却流路を循環する前記冷却液と熱交換を行う第１熱交換器を有し、前記電動車両用駆動ユニットにオイルを循環させるオイル流路と、前記冷却流路を循環する前記冷却液と熱交換を行う第２熱交換器を有し、冷暖房用の冷媒を循環させる冷媒流路と、を備え、前記冷却流路は、前記電子回路ユニット、前記第１熱交換器、前記第２熱交換器の順で前記冷却液を循環させる点にある。 The cooling system according to the present invention is characterized by comprising an electric vehicle drive unit including at least an electric motor that transmits drive torque to the vehicle's running system, an electronic circuit unit including at least an electronic circuit for driving the electric motor, a cooling flow path that circulates a coolant through the electronic circuit unit, an oil flow path that circulates oil through the electric vehicle drive unit and has a first heat exchanger that exchanges heat with the coolant circulating through the cooling flow path, and a refrigerant flow path that circulates a refrigerant for cooling and heating and has a second heat exchanger that exchanges heat with the coolant circulating through the cooling flow path, and the cooling flow path circulates the coolant through the electronic circuit unit, the first heat exchanger, and the second heat exchanger in that order.
　本構成では、冷却液とオイルとの間で熱交換を行う第１熱交換器と、冷却液と冷媒との間で熱交換を行う第２熱交換器とを備えている。つまり、冷却液は、第１熱交換器で電動車両用駆動ユニットの廃熱を利用し、第２熱交換器で冷媒の熱を利用して温度が変化する。 This configuration includes a first heat exchanger that exchanges heat between the coolant and oil, and a second heat exchanger that exchanges heat between the coolant and refrigerant. In other words, the temperature of the coolant changes as the first heat exchanger uses waste heat from the electric vehicle drive unit, and the second heat exchanger uses heat from the refrigerant.
　また、本構成における冷却流路は、電子回路ユニット、第１熱交換器、第２熱交換器の順で冷却液を循環させる。その結果、冷却液は、電子回路ユニットの発熱、電動車両用駆動ユニットの廃熱を利用しながら、冷媒との間で熱交換を行うため、装置の小型化を図ることができる。例えば、冬場であれば、第１熱交換器を用いて電動車両用駆動ユニットからの廃熱が冷却液に与えられた後に、第２熱交換器を用いて冷媒と冷却液との間で熱交換するため、電動車両用駆動ユニットの廃熱を活用して暖房効率を高めることができる。例えば、夏場であれば、第２熱交換器を用いて冷媒から冷却液に熱が与えられる前に、第１熱交換器を用いて電動車両用駆動ユニットからの廃熱が冷却液に与えられるので、オイルの温度を低下させてモータ性能を向上することができる。 In addition, the cooling flow path in this configuration circulates the coolant through the electronic circuit unit, the first heat exchanger, and the second heat exchanger in that order. As a result, the coolant exchanges heat with the refrigerant while utilizing the heat generated by the electronic circuit unit and the waste heat from the electric vehicle drive unit, allowing the device to be made more compact. For example, in winter, the waste heat from the electric vehicle drive unit is applied to the coolant using the first heat exchanger, and then heat is exchanged between the refrigerant and the coolant using the second heat exchanger, so that the heating efficiency can be improved by utilizing the waste heat from the electric vehicle drive unit. For example, in summer, the waste heat from the electric vehicle drive unit is applied to the coolant using the first heat exchanger before heat is applied from the refrigerant to the coolant using the second heat exchanger, allowing the oil temperature to be lowered and motor performance to be improved.
　このように、電動車両用駆動ユニット及び電子回路ユニットを備えた冷却システムにおいて、小型化を図りながら効率的な熱マネジメントが可能となっている。 In this way, efficient heat management is possible while still achieving compact size in a cooling system equipped with an electric vehicle drive unit and an electronic circuit unit.
は、統合ユニットの分解斜視図である。FIG. 2 is an exploded perspective view of the integrated unit. は、統合ユニットの側断面図である。FIG. 2 is a side cross-sectional view of the integrated unit. は、第１実施形態の冷却システムの回路構成を示す図である。1 is a diagram showing a circuit configuration of a cooling system according to a first embodiment. FIG. は、統合ユニットに熱交換器を一体化させた側断面図である。FIG. 2 is a side cross-sectional view of an integrated unit with a heat exchanger. は、第２実施形態の冷却システムの回路構成を示す図である。FIG. 11 is a diagram showing a circuit configuration of a cooling system according to a second embodiment. は、第３実施形態の冷却システムの回路構成を示す図である。FIG. 13 is a diagram showing a circuit configuration of a cooling system according to a third embodiment. は、第４、５実施形態の冷却システムの回路構成を示す図である。FIG. 13 is a diagram showing a circuit configuration of a cooling system according to a fourth and fifth embodiment. は、第５実施形態に係る統合ユニットに熱交換器を一体化させた側断面図である。13 is a side cross-sectional view of an integrated unit according to a fifth embodiment, in which a heat exchanger is integrated. FIG.
　以下に、本発明に係る冷却システムの実施形態について、図面に基づいて説明する。ただし、以下の実施形態に限定されることなく、その要旨を逸脱しない範囲内で種々の変形が可能である。 Below, an embodiment of the cooling system according to the present invention will be described with reference to the drawings. However, the present invention is not limited to the following embodiment, and various modifications are possible without departing from the spirit of the present invention.
　電動自動車は、バッテリから供給される電流により車輪を駆動する電動車両用駆動ユニットを備えて構成されている。電動自動車は、走行駆動源としてモータを備えた自動車（ハイブリッド車（ＨＥＶ：Hybrid Electric Vehicle）、プラグインハイブリッド車（ＰＨＥＶ：Plug-in Hybrid Electric Vehicle）、バッテリ車（ＢＥＶ：Battery Electric Vehicle）、燃料電池車（ＦＣＥＶ：Fuel Cell Electric Vehicle）等）が挙げられる。 An electric vehicle is equipped with an electric vehicle drive unit that drives the wheels using current supplied from a battery. Examples of electric vehicles include vehicles that have a motor as a driving source, such as hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), battery electric vehicles (BEVs), and fuel cell electric vehicles (FCEVs).
〔第１実施形態〕
　電動自動車は、図１及び図２に示される統合ユニット１を備える。統合ユニット１は、電動車両用駆動ユニット２（以下、「車両用駆動ユニット２」と称する）、電子回路ユニット３、及び、冷却モジュール４を備える。統合ユニット１において、車両用駆動ユニット２及び電子回路ユニット３は、ユニットケース５に収容されて一体化されている。冷却モジュール４は、電子回路ユニット３に隣接して配置される。図１に示す例では、冷却モジュール４として、後述するチラー８６、水冷コンデンサ８１、アキュムレータ８２、及び弁やポンプ等の補機類と、冷却流路Ｂ及び冷媒流路Ｄの一部がモジュール化されてユニットケース５に収容されている。以下に示す本実施形態における冷却システムＡは、ユニットケース５に車両用駆動ユニット２及び電子回路ユニット３のみが収容された例を示すが、統合ユニット１の形状や構造は特に限定されない。 First Embodiment
The electric vehicle includes an integrated unit 1 shown in FIG. 1 and FIG. 2. The integrated unit 1 includes an electric vehicle drive unit 2 (hereinafter referred to as the "vehicle drive unit 2"), an electronic circuit unit 3, and a cooling module 4. In the integrated unit 1, the vehicle drive unit 2 and the electronic circuit unit 3 are housed and integrated in a unit case 5. The cooling module 4 is disposed adjacent to the electronic circuit unit 3. In the example shown in FIG. 1, the cooling module 4 includes a chiller 86, a water-cooled condenser 81, an accumulator 82, and auxiliary equipment such as valves and pumps, which will be described later, and a part of a cooling flow path B and a refrigerant flow path D, which are modularized and housed in the unit case 5. The cooling system A in the present embodiment shown below shows an example in which only the vehicle drive unit 2 and the electronic circuit unit 3 are housed in the unit case 5, but the shape and structure of the integrated unit 1 are not particularly limited.
　車両用駆動ユニット２は、駆動回転力を車両の走行系に伝える電動モータ２１を少なくとも含んでいる。具体的には、車両用駆動ユニット２は、電動モータ２１、減速機構を有するギア２２等を有する。電子回路ユニット３は、電動モータ２１を駆動するための電子回路３１を少なくとも含んでいる。具体的には、電子回路ユニット３はユニットケース５に収容されて電源モジュール１００を構成しており、電子回路３１としてオンボードチャージャ（ＯＢＣ）３２（電圧変換回路）やインバータ（ＩＮＶ）３３を構成する複数の電子部品が基板３５に実装されている。基板３５に実装された電子部品は、その内部に後述する冷却流路Ｂの第２流路５５の一部を構成するヒートシンク３６により冷却される。これにより、電子回路ユニット３（電源モジュール１００）は、冷却流路Ｂを流れる冷却液によって冷却可能に構成されている。 The vehicle drive unit 2 includes at least an electric motor 21 that transmits a drive torque to the vehicle's running system. Specifically, the vehicle drive unit 2 includes the electric motor 21, a gear 22 with a reduction mechanism, and the like. The electronic circuit unit 3 includes at least an electronic circuit 31 for driving the electric motor 21. Specifically, the electronic circuit unit 3 is housed in a unit case 5 to form a power supply module 100, and a plurality of electronic components that constitute the on-board charger (OBC) 32 (voltage conversion circuit) and the inverter (INV) 33 as the electronic circuit 31 are mounted on a board 35. The electronic components mounted on the board 35 are cooled by a heat sink 36 that constitutes a part of the second flow path 55 of the cooling flow path B described later inside the board 35. As a result, the electronic circuit unit 3 (power supply module 100) is configured to be cooled by the coolant flowing through the cooling flow path B.
　図３に示されるように、冷却システムＡは、車両用駆動ユニット２と、電子回路ユニット３（電源モジュール１００）と、冷却流路Ｂと、オイル流路Ｃと、冷媒流路Ｄと、を備える。冷却流路Ｂにはエチレングリコール等を主成分とした不凍液、ロングライフクーラント等の冷却水や絶縁油等の冷却液が流通し、冷媒流路Ｄにはハイドロフルオロカーボン（ＨＦＣ）等の冷媒が流通する。 As shown in FIG. 3, the cooling system A includes a vehicle drive unit 2, an electronic circuit unit 3 (power supply module 100), a cooling flow path B, an oil flow path C, and a refrigerant flow path D. Cooling flow path B carries coolant such as antifreeze containing ethylene glycol as a main component, long-life coolant, cooling water, or insulating oil, while refrigerant flow path D carries a refrigerant such as hydrofluorocarbon (HFC).
　まず、冷却流路Ｂについて説明する。冷却流路Ｂは、図３において、電動モータ２１の上方に示される流路である。冷却流路Ｂは、電源モジュール１００と、後述のオイルクーラ６２（第１熱交換器の一例）と、後述の水冷コンデンサ８１（第２熱交換器の一例）と、ウォータポンプ５１（ポンプの一例）と、ラジエータ５３と、を流路途中に備える。冷却流路Ｂは、水冷コンデンサ８１からラジエータ５３に向かう第１流路５４と、ラジエータ５３から水冷コンデンサ８１に向かう第２流路５５とを有する。 First, cooling flow path B will be described. Cooling flow path B is the flow path shown above the electric motor 21 in FIG. 3. Cooling flow path B includes the power supply module 100, an oil cooler 62 (an example of a first heat exchanger) described below, a water-cooled condenser 81 (an example of a second heat exchanger) described below, a water pump 51 (an example of a pump), and a radiator 53 along the way. Cooling flow path B has a first flow path 54 that runs from the water-cooled condenser 81 to the radiator 53, and a second flow path 55 that runs from the radiator 53 to the water-cooled condenser 81.
　冷却流路Ｂは、電源モジュール１００に含まれる電子回路ユニット３に冷却液が循環するように構成されている。具体的には、第２流路５５の一部が電子回路ユニット３の内側に、ヒートシンク３６の内部流路として形成されている（図２参照）。これにより、電子回路ユニット３は、第２流路５５を流れる冷却液によって冷却することができる。 The cooling flow path B is configured to circulate the cooling liquid to the electronic circuit unit 3 included in the power supply module 100. Specifically, a part of the second flow path 55 is formed inside the electronic circuit unit 3 as an internal flow path of the heat sink 36 (see FIG. 2). This allows the electronic circuit unit 3 to be cooled by the cooling liquid flowing through the second flow path 55.
　本実施形態では、冷却流路Ｂは、電源モジュール１００、オイルクーラ６２、水冷コンデンサ８１の順で冷却液を循環させる。また、冷却流路Ｂには、第１流路５４に、ラジエータ５３に冷却液を流通させる第１状態と、ラジエータ５３への冷却液の流入を遮断して迂回させる第２状態と、に切替可能な弁５２（三方弁の一例）が配置されている。これにより、冷却流路Ｂは、弁５２によって、冷却液がラジエータ５３を経由して第２流路５５に合流する流路５６と、冷却液がラジエータ５３を経由せずに流れて第２流路５５に合流する流路５７とに切替えることができる。 In this embodiment, cooling flow path B circulates the coolant through the power supply module 100, oil cooler 62, and water-cooled condenser 81 in that order. In addition, cooling flow path B has a valve 52 (an example of a three-way valve) arranged in first flow path 54 that can be switched between a first state in which the coolant flows through radiator 53 and a second state in which the coolant is blocked from flowing into radiator 53 and diverted. As a result, cooling flow path B can be switched by valve 52 between flow path 56 in which the coolant passes through radiator 53 and merges with second flow path 55, and flow path 57 in which the coolant flows without passing through radiator 53 and merges with second flow path 55.
　冷却流路Ｂの第２流路５５は、電子回路ユニット３からオイルクーラ６２に向かう流路５８と、オイルクーラ６２から水冷コンデンサ８１に向かう流路５９と、を有する。冷却流路Ｂにおいて、ウォータポンプ５１は弁５２に近接する第２流路５５に配置されており、ウォータポンプ５１と弁５２が一体化された弁ユニット６で構成されている。 The second flow path 55 of the cooling flow path B has a flow path 58 that runs from the electronic circuit unit 3 to the oil cooler 62, and a flow path 59 that runs from the oil cooler 62 to the water-cooled condenser 81. In the cooling flow path B, the water pump 51 is disposed in the second flow path 55 adjacent to the valve 52, and is configured as a valve unit 6 in which the water pump 51 and the valve 52 are integrated.
　次に、オイル流路Ｃについて説明する。オイル流路Ｃは、図３において、電子回路ユニット３の下方に示される流路である。オイル流路Ｃは、オイルポンプ６１とオイルクーラ６２（第１熱交換器の一例）とを流路途中に備え、電動モータ２１等にオイルを供給して車両用駆動ユニット２にオイルを循環させる。オイルクーラ６２は、冷却流路Ｂにおいて電源モジュール１００（電子回路ユニット３）の下流側にも位置し、冷却流路Ｂを循環する冷却液と熱交換を行う。 Next, oil flow path C will be described. Oil flow path C is the flow path shown below the electronic circuit unit 3 in FIG. 3. Oil flow path C has an oil pump 61 and an oil cooler 62 (an example of a first heat exchanger) in the middle of the flow path, and supplies oil to the electric motor 21 etc. to circulate the oil to the vehicle drive unit 2. The oil cooler 62 is also located downstream of the power supply module 100 (electronic circuit unit 3) in the cooling flow path B, and exchanges heat with the coolant circulating through the cooling flow path B.
　図４に示すように、弁ユニット６及び水冷コンデンサ８１は、電子回路ユニット３のユニットケース５に組付けられている。また、オイルクーラ６２は、電子回路ユニット３と車両用駆動ユニット２との間でユニットケース５に内蔵されている。つまり、弁ユニット６及び水冷コンデンサ８１とオイルクーラ６２とは、統合ユニット１に組み込まれている。図４に示す例では、弁ユニット６及び水冷コンデンサ８１は、ユニットケース５の側面に固定されているが、弁ユニット６及び水冷コンデンサ８１をユニットケース５の上面に固定してもよいし、ユニットケース５に内蔵してもよい。 As shown in FIG. 4, the valve unit 6 and the water-cooled condenser 81 are assembled to the unit case 5 of the electronic circuit unit 3. The oil cooler 62 is built into the unit case 5 between the electronic circuit unit 3 and the vehicle drive unit 2. In other words, the valve unit 6, the water-cooled condenser 81, and the oil cooler 62 are incorporated into the integrated unit 1. In the example shown in FIG. 4, the valve unit 6 and the water-cooled condenser 81 are fixed to the side of the unit case 5, but the valve unit 6 and the water-cooled condenser 81 may be fixed to the top surface of the unit case 5 or built into the unit case 5.
　次に、冷媒流路Ｄについて説明する。冷媒流路Ｄは、図３において右側に示される流路であり、冷暖房用の冷媒が循環するように構成されている。冷媒流路Ｄは、車内の暖房用の冷媒を循環させる暖房流路７１と、車内の冷房用の冷媒を循環させる冷房流路７２と、車両に搭載されたバッテリ８７を冷却するために冷媒を循環させるバッテリ冷却流路７３と、を備える。暖房流路７１は、水冷コンデンサ８１、アキュムレータ８２、コンプレッサ８３、及び、キャビンコンデンサ８４（暖房用コンデンサ）が順に配置されて全体としてヒートポンプを構成する。冷媒流路Ｄは、冷却流路Ｂを循環する冷却液と熱交換を行う水冷コンデンサ８１（第２熱交換器の一例）を流路途中に備える。水冷コンデンサ８１は、冷却流路Ｂの第２流路５５の流路途中にも位置し、冷却流路Ｂを循環する冷却液と熱交換を行う。 Next, the refrigerant flow path D will be described. The refrigerant flow path D is a flow path shown on the right side in FIG. 3, and is configured to circulate a refrigerant for heating and cooling. The refrigerant flow path D includes a heating flow path 71 that circulates a refrigerant for heating the vehicle interior, a cooling flow path 72 that circulates a refrigerant for cooling the vehicle interior, and a battery cooling flow path 73 that circulates a refrigerant to cool a battery 87 mounted on the vehicle. The heating flow path 71 includes a water-cooled condenser 81, an accumulator 82, a compressor 83, and a cabin condenser 84 (heating condenser) arranged in order to form a heat pump as a whole. The refrigerant flow path D includes a water-cooled condenser 81 (an example of a second heat exchanger) in the middle of the flow path that exchanges heat with the cooling liquid circulating in the cooling flow path B. The water-cooled condenser 81 is also located in the middle of the second flow path 55 of the cooling flow path B, and exchanges heat with the cooling liquid circulating in the cooling flow path B.
　暖房流路７１において、水冷コンデンサ８１とアキュムレータ８２との間の流路７４に開閉弁９１が配置され、キャビンコンデンサ８４と水冷コンデンサ８１との間の流路７６には第１膨張弁９２が配置されている。図１に示す例では、コンプレッサ８３及びキャビンコンデンサ８４と、これらを経由する流路７５とが、ユニットケース５の外部に配置されている。 In the heating flow path 71, an on-off valve 91 is disposed in the flow path 74 between the water-cooled condenser 81 and the accumulator 82, and a first expansion valve 92 is disposed in the flow path 76 between the cabin condenser 84 and the water-cooled condenser 81. In the example shown in FIG. 1, the compressor 83 and cabin condenser 84, and the flow path 75 passing through them, are disposed outside the unit case 5.
　冷房流路７２は、流路７４の開閉弁９１の上流側から分岐する流路７７によって構成されている。流路７７は、流路途中に第２膨張弁９３とエバポレータ８５とを順に備え、流路７４の開閉弁９１の下流側に合流するように構成されている。つまり、開閉弁９１を閉じた状態で第２膨張弁９３を駆動させると、流路７７に冷媒が流通し、エバポレータ８５により車室冷房が実行される。図１に示す例では、冷房流路７２において、エバポレータ８５はユニットケース５の外部に配置されている。 The cooling flow path 72 is composed of a flow path 77 that branches off from the flow path 74 upstream of the on-off valve 91. The flow path 77 is configured to have a second expansion valve 93 and an evaporator 85, in that order, midway through the flow path, and to merge with the flow path 74 downstream of the on-off valve 91. In other words, when the second expansion valve 93 is driven with the on-off valve 91 closed, refrigerant flows through the flow path 77, and the evaporator 85 cools the passenger compartment. In the example shown in FIG. 1, the evaporator 85 is located outside the unit case 5 in the cooling flow path 72.
　バッテリ冷却流路７３は、冷房流路７２の流路７７の第２膨張弁９３の上流側から分岐する流路７８によって構成されている。流路７８は、流路途中に第３膨張弁９４とチラー８６とを順に備え、流路７７のエバポレータ８５の下流側に合流するように構成されている。つまり、開閉弁９１を閉じた状態で第３膨張弁９４を駆動させると、流路７８に冷媒が流通し、チラー８６により冷却液との間で熱交換される。なお、冷媒流路Ｄにおいて、開閉弁９１、第１膨張弁９２、第２膨張弁９３、第３膨張弁９４はモジュール化してユニットケース５の内部に収容することが好ましい。 The battery cooling flow path 73 is composed of a flow path 78 that branches off from the upstream side of the second expansion valve 93 of the flow path 77 of the cooling flow path 72. The flow path 78 is configured to have a third expansion valve 94 and a chiller 86 in that order along the way, and to merge with the downstream side of the evaporator 85 of the flow path 77. In other words, when the third expansion valve 94 is driven with the opening/closing valve 91 closed, the refrigerant flows through the flow path 78, and heat is exchanged between the refrigerant and the cooling liquid by the chiller 86. In addition, in the refrigerant flow path D, it is preferable to modularize the opening/closing valve 91, the first expansion valve 92, the second expansion valve 93, and the third expansion valve 94 and house them inside the unit case 5.
　さらに、バッテリ冷却流路７３は、チラー８６がバッテリ８７との間で冷却液が循環する冷却循環路７９に配置されて構成されている。冷却循環路７９には、流路途中にウォータポンプ８８が配置されている。図１に示す例では、バッテリ冷却流路７３において、バッテリ８７はユニットケース５の外部後方に位置する例えば車室床下空間に配置されている。 Furthermore, the battery cooling flow path 73 is configured by arranging the chiller 86 in a cooling circulation path 79 through which coolant circulates between the battery 87 and the chiller 86. A water pump 88 is arranged midway along the cooling circulation path 79. In the example shown in FIG. 1, in the battery cooling flow path 73, the battery 87 is arranged, for example, in the space under the floor of the vehicle compartment, located outside and rearward of the unit case 5.
　次に、冷媒流路Ｄにおける冷媒の流れについて説明する。暖房流路７１では、流路７５を流通してコンプレッサ８３で高温圧縮気体になった冷媒は、キャビンコンデンサ８４により放熱されて流路７６から第１膨張弁９２を介して水冷コンデンサ８１に流入する。その後、冷媒は、水冷コンデンサ８１で冷却流路Ｂから流入する冷却液に熱を奪われることにより凝縮されて液化し、再びアキュムレータ８２を介して気体状の冷媒がコンプレッサ８３に流入する。 Next, the flow of refrigerant in refrigerant flow path D will be described. In the heating flow path 71, the refrigerant that flows through flow path 75 and becomes a high-temperature compressed gas in the compressor 83 has heat dissipated by the cabin condenser 84 and flows from flow path 76 through the first expansion valve 92 into the water-cooled condenser 81. The refrigerant is then condensed and liquefied in the water-cooled condenser 81 as heat is absorbed by the cooling liquid flowing in from the cooling flow path B, and the gaseous refrigerant flows again into the compressor 83 through the accumulator 82.
　水冷コンデンサ８１で液化した冷媒のうち車内の冷房に使用されるものは、冷房流路７２において、水冷コンデンサ８１を出て流路７４から流路７７を流通し、第２膨張弁９３で膨張されて低温、低圧の霧状にされた後、ユニットケース５の外部のエバポレータ８５に送られる。霧状の冷媒は、エバポレータ８５で外部から導入された空気から熱を奪って蒸発する。逆に空気は冷媒に熱を奪われることにより冷却され、冷風となって車内に送られる。蒸発して気化された冷媒は、流路７２，７５を介してアキュムレータ８２に送られる。アキュムレータ８２では、気化された冷媒に液体が含まれている場合に、該液体を気化された冷媒から分離する。その後、気化した冷媒は、流路７５のコンプレッサ８３に環流し、再度圧縮されて高温圧縮気体になる。 The refrigerant liquefied in the water-cooled condenser 81 that is used for cooling the interior of the vehicle leaves the water-cooled condenser 81 and flows through the flow paths 74 and 77 in the cooling flow path 72, expands in the second expansion valve 93, and becomes a low-temperature, low-pressure mist. It is then sent to the evaporator 85 outside the unit case 5. The mist of refrigerant absorbs heat from the air introduced from the outside in the evaporator 85 and evaporates. Conversely, the air is cooled by the refrigerant absorbing heat, and is sent to the interior of the vehicle as cold air. The evaporated refrigerant is sent to the accumulator 82 via the flow paths 72 and 75. In the accumulator 82, if the evaporated refrigerant contains liquid, the liquid is separated from the evaporated refrigerant. The evaporated refrigerant then flows back to the compressor 83 in the flow path 75, where it is compressed again to become a high-temperature compressed gas.
　水冷コンデンサ８１で液化された冷媒のうち車内の冷房に使用されないものは、水冷コンデンサ８１を出て流路７４、７７，７８を流通し、第３膨張弁９４で膨張されて低温、低圧の霧状にされた後、チラー８６に送られる。霧状の冷媒は、チラー８６で、冷却循環路７９から流入する冷却液から熱を奪って蒸発する。蒸発して気化された冷媒は、流路７３，７５を介してアキュムレータ８２に送られる。アキュムレータ８２では、気化された冷媒に液体が含まれている場合に、該液体を気化された冷媒から分離する。その後、気化した冷媒は、流路７５のコンプレッサ８３に環流し、再度圧縮されて高温圧縮気体になる。 The refrigerant liquefied in the water-cooled condenser 81 that is not used to cool the vehicle interior leaves the water-cooled condenser 81 and flows through the flow paths 74, 77, and 78, and is expanded in the third expansion valve 94 to become a low-temperature, low-pressure mist, which is then sent to the chiller 86. The mist of refrigerant absorbs heat from the cooling liquid flowing in from the cooling circuit 79 and evaporates in the chiller 86. The evaporated refrigerant is sent to the accumulator 82 via the flow paths 73 and 75. In the accumulator 82, if the evaporated refrigerant contains liquid, the liquid is separated from the evaporated refrigerant. The evaporated refrigerant then flows back to the compressor 83 in the flow path 75, where it is compressed again to become a high-temperature compressed gas.
　本実施形態では、冷却システムＡが、冷却流路Ｂを流れる冷却液とオイル流路Ｃを流れるオイルとの間で熱交換を行うオイルクーラ６２と、冷却流路Ｂを流れる冷却液と冷媒流路Ｄを流れる冷媒との間で熱交換を行う水冷コンデンサ８１とを備えている。つまり、冷却液は、オイルクーラ６２で車両用駆動ユニット２の廃熱を利用し、水冷コンデンサ８１で冷媒の熱を利用して温度が変化する。 In this embodiment, the cooling system A includes an oil cooler 62 that exchanges heat between the cooling liquid flowing through the cooling flow path B and the oil flowing through the oil flow path C, and a water-cooled condenser 81 that exchanges heat between the cooling liquid flowing through the cooling flow path B and the refrigerant flowing through the refrigerant flow path D. In other words, the temperature of the cooling liquid changes in the oil cooler 62 by utilizing the waste heat of the vehicle drive unit 2, and in the water-cooled condenser 81 by utilizing the heat of the refrigerant.
　また、本実施形態における冷却流路Ｂは、電源モジュール１００（電子回路ユニット３）、オイルクーラ６２、水冷コンデンサ８１の順で冷却液を循環させる。特に、電子回路ユニット３は、最も高熱となる部分であるので、電子回路ユニット３を上流に配置することにより電子回路ユニット３の廃熱を有効に回収することが可能となる。その結果、冷却液は、電子回路ユニット３の発熱、車両用駆動ユニット２の廃熱を利用しながら、冷媒との間で熱交換を行うため、装置の小型化を図ることができる。例えば、冬場であれば、オイルクーラ６２を用いて車両用駆動ユニット２からの廃熱が冷却液に与えられた後に、水冷コンデンサ８１を用いて冷媒と冷却液との間で熱交換するため、車両用駆動ユニット２の廃熱を活用して暖房効率を高めることができる。また、例えば、夏場であれば、水冷コンデンサ８１を用いて冷媒から冷却液に熱が与えられる前に、オイルクーラ６２を用いて車両用駆動ユニット２からの廃熱が冷却液に与えられるので、オイルの温度を低下させてモータ性能を向上することができる。 In addition, the cooling flow path B in this embodiment circulates the coolant in the order of the power supply module 100 (electronic circuit unit 3), the oil cooler 62, and the water-cooled condenser 81. In particular, since the electronic circuit unit 3 is the part that becomes the hottest, by arranging the electronic circuit unit 3 upstream, it is possible to effectively recover the waste heat of the electronic circuit unit 3. As a result, the coolant exchanges heat with the refrigerant while utilizing the heat generated by the electronic circuit unit 3 and the waste heat of the vehicle drive unit 2, so that the device can be made smaller. For example, in winter, after the waste heat from the vehicle drive unit 2 is given to the coolant using the oil cooler 62, heat is exchanged between the refrigerant and the coolant using the water-cooled condenser 81, so that the heating efficiency can be improved by utilizing the waste heat of the vehicle drive unit 2. Also, for example, in summer, before heat is given from the refrigerant to the coolant using the water-cooled condenser 81, the waste heat from the vehicle drive unit 2 is given to the coolant using the oil cooler 62, so that the temperature of the oil can be lowered and the motor performance can be improved.
　このように、本実施形態では、車両用駆動ユニット２及び電子回路ユニット３を備えた冷却システムＡにおいて、小型化を図りながら効率的な熱マネジメントが可能となっている。 In this way, in this embodiment, efficient heat management is possible while achieving compactness in the cooling system A equipped with the vehicle drive unit 2 and the electronic circuit unit 3.
　また、冷却流路Ｂには、第１流路５４に、ラジエータ５３に冷却液を流通させる第１状態と、ラジエータ５３への冷却液の流入を遮断して迂回させる第２状態と、に切替可能な弁５２（三方弁の一例）が配置されているので、ラジエータ５３に冷却液を流通させる第１状態により、夏場のように冷却液の冷却機能を発揮したい場合、冷却液を外気によって冷却することが可能となる。また、ラジエータ５３に冷却液を流通させない第２状態により、冬場のように冷却液による暖機をしたい場合、車両用駆動ユニット２及び電子回路ユニット３（電源モジュール１００）の廃熱を活用して冷却液を速やかに昇温することが可能となる。その結果、水冷コンデンサ８１で冷却液から冷媒へ熱を与えることも可能となり、冷媒流路Ｄに加熱装置を設ける必要がなくなる。 In addition, in the cooling flow path B, a valve 52 (an example of a three-way valve) is arranged in the first flow path 54, which can be switched between a first state in which the coolant flows through the radiator 53 and a second state in which the coolant is blocked from flowing into the radiator 53 and diverted. In the first state in which the coolant flows through the radiator 53, the coolant can be cooled by outside air when it is desired to exercise the cooling function of the coolant, such as in summer. In addition, in the second state in which the coolant is not flowed through the radiator 53, it is possible to quickly raise the temperature of the coolant by utilizing the waste heat of the vehicle drive unit 2 and the electronic circuit unit 3 (power supply module 100) when it is desired to warm up the vehicle using the coolant, such as in winter. As a result, it is also possible to transfer heat from the coolant to the refrigerant in the water-cooled condenser 81, and there is no need to provide a heating device in the refrigerant flow path D.
〔第２実施形態〕
　図５に示すように、第２実施形態では、第１実施形態と同様に、冷媒流路Ｄは、コンプレッサ８３、キャビンコンデンサ８４、水冷コンデンサ８１、アキュムレータ８２の順で冷媒を循環させている。ただし、第２実施形態は、以下の点で第１実施形態とは異なる。第２実施形態では、コンプレッサ８３及びキャビンコンデンサ８４の間と、キャビンコンデンサ８４及び水冷コンデンサ８１の間とを接続するバイパス流路９６が設けられており、バイパス流路９６には第４膨張弁９５が配置されている。他の形態は第１実施形態と同じである。 Second Embodiment
As shown in Fig. 5, in the second embodiment, similarly to the first embodiment, the refrigerant is circulated through the refrigerant flow path D in the order of the compressor 83, the cabin condenser 84, the water-cooled condenser 81, and the accumulator 82. However, the second embodiment differs from the first embodiment in the following respects. In the second embodiment, a bypass flow path 96 is provided to connect between the compressor 83 and the cabin condenser 84 and between the cabin condenser 84 and the water-cooled condenser 81, and a fourth expansion valve 95 is disposed in the bypass flow path 96. The other configurations are the same as those of the first embodiment.
　本実施形態のようにバイパス流路９６を設ければ、夏場のようにキャビンコンデンサ８４を用いる必要のない状況下において、水冷コンデンサ８１による冷媒と冷却液との熱交換効率が良くなる。 By providing a bypass flow path 96 as in this embodiment, the efficiency of heat exchange between the refrigerant and the cooling liquid in the water-cooled condenser 81 is improved in situations where there is no need to use the cabin condenser 84, such as in summer.
〔第３実施形態〕
　図６に示すように、第３実施形態では、第１実施形態と同様に、冷却流路Ｂは、電源モジュール１００に含まれる電子回路ユニット３に冷却液が循環するように構成されている。ただし、第３実施形態は、以下の点で第１実施形態とは異なる。第３実施形態では、冷却流路Ｂは、電源モジュール１００、水冷コンデンサ８１、オイルクーラ６２の順で冷却液を循環させる。他の形態は第１実施形態と同じである。 Third Embodiment
As shown in Fig. 6, in the third embodiment, similarly to the first embodiment, the cooling flow path B is configured to circulate the coolant through the electronic circuit unit 3 included in the power supply module 100. However, the third embodiment differs from the first embodiment in the following respects. In the third embodiment, the cooling flow path B circulates the coolant through the power supply module 100, the water-cooled condenser 81, and the oil cooler 62 in that order. The other configurations are the same as those of the first embodiment.
　本実施形態のように、冷却流路Ｂが、電源モジュール１００、水冷コンデンサ８１、オイルクーラ６２の順で冷却液を循環させることにより、冷却液は、電子回路ユニット３の発熱、車両用駆動ユニット２の廃熱を利用しながら、冷媒との間で熱交換を行うため、装置の小型化を図ることができる。例えば、夏場であれば、オイルクーラ６２を用いて車両用駆動ユニット２からの廃熱が冷却液に与えられる前に、水冷コンデンサ８１を用いて冷媒と冷却液との間で熱交換するため、冷媒の温度が高くなりすぎて冷房効率が低下することを防止できる。また、例えば、冬場であれば、水冷コンデンサ８１を用いて冷媒から冷却液に熱が与えられた後、オイルクーラ６２を用いてオイルと冷却液との間で熱交換するため、オイルの熱が冷却液に過剰に奪われてモータ性能が低下することを防止できる。 As in this embodiment, the cooling flow path B circulates the coolant through the power supply module 100, the water-cooled condenser 81, and the oil cooler 62 in that order, so that the coolant exchanges heat with the refrigerant while utilizing the heat generated by the electronic circuit unit 3 and the waste heat from the vehicle drive unit 2, thereby enabling the device to be made more compact. For example, in summer, before the waste heat from the vehicle drive unit 2 is given to the coolant using the oil cooler 62, heat exchange is performed between the refrigerant and the coolant using the water-cooled condenser 81, so that it is possible to prevent the temperature of the refrigerant from becoming too high and reducing the cooling efficiency. Also, for example, in winter, after heat is given from the refrigerant to the coolant using the water-cooled condenser 81, heat exchange is performed between the oil and the coolant using the oil cooler 62, so that it is possible to prevent the heat of the oil from being excessively taken by the coolant and the motor performance from being reduced.
〔第４実施形態〕
　図７に示すように、第４実施形態では、第３実施形態と同様に、冷媒流路Ｄは、コンプレッサ８３、キャビンコンデンサ８４、水冷コンデンサ８１、アキュムレータ８２の順で冷媒を循環させている。ただし、第４実施形態は、以下の点で第３実施形態とは異なる。第４実施形態では、コンプレッサ８３及びキャビンコンデンサ８４の間と、キャビンコンデンサ８４及び水冷コンデンサ８１の間とを接続するバイパス流路９６が設けられており、バイパス流路９６には第４膨張弁９５が配置されている。他の形態は第３実施形態と同じである。 Fourth Embodiment
As shown in Fig. 7, in the fourth embodiment, similarly to the third embodiment, the refrigerant is circulated through the refrigerant flow path D in the order of the compressor 83, the cabin condenser 84, the water-cooled condenser 81, and the accumulator 82. However, the fourth embodiment differs from the third embodiment in the following respects. In the fourth embodiment, a bypass flow path 96 is provided to connect between the compressor 83 and the cabin condenser 84 and between the cabin condenser 84 and the water-cooled condenser 81, and a fourth expansion valve 95 is disposed in the bypass flow path 96. The other configurations are the same as those of the third embodiment.
　本実施形態のようにバイパス流路９６を設ければ、夏場のようにキャビンコンデンサ８４を用いる必要のない状況下において、水冷コンデンサ８１による冷媒と冷却液との熱交換効率が良くなる。 By providing a bypass flow path 96 as in this embodiment, the efficiency of heat exchange between the refrigerant and the cooling liquid in the water-cooled condenser 81 is improved in situations where there is no need to use the cabin condenser 84, such as in summer.
〔第５実施形態〕
　図７に示すように、第５実施形態では、冷却流路Ｂにおいて、ウォータポンプ５１は弁５２に近接する第２流路５５に配置されており、ウォータポンプ５１と弁５２が一体化された弁ユニット６で構成されている。図８に示すように、弁ユニット６及び水冷コンデンサ８１は、電子回路ユニット３のユニットケース５に組付けられている。また、オイルクーラ６２は、車両用駆動ユニット２のユニットケース５に組付けられている。図８に示す例では、弁ユニット６及び水冷コンデンサ８１は、ユニットケース５の側面に固定されているが、弁ユニット６及び水冷コンデンサ８１をユニットケース５の上面に固定してもよいし、ユニットケース５に内蔵してもよい。また、オイルクーラ６２は、ユニットケース５の側面に固定されているが、ユニットケース５に内蔵してもよい。 Fifth Embodiment
As shown in Fig. 7, in the fifth embodiment, in the cooling flow passage B, the water pump 51 is disposed in the second flow passage 55 adjacent to the valve 52, and the water pump 51 and the valve 52 are integrated into a valve unit 6. As shown in Fig. 8, the valve unit 6 and the water-cooled condenser 81 are assembled to the unit case 5 of the electronic circuit unit 3. In addition, the oil cooler 62 is assembled to the unit case 5 of the vehicle drive unit 2. In the example shown in Fig. 8, the valve unit 6 and the water-cooled condenser 81 are fixed to the side surface of the unit case 5, but the valve unit 6 and the water-cooled condenser 81 may be fixed to the upper surface of the unit case 5 or may be built in the unit case 5. In addition, the oil cooler 62 is fixed to the side surface of the unit case 5, but may be built in the unit case 5.
〔その他の実施形態〕
（１）第２実施形態では、バイパス流路９６を設け、第１実施形態又は第５実施形態では、冷却流路Ｂにおいてウォータポンプ５１と弁５２が一体化された弁ユニット６を設けたが、これらの実施形態は適宜組み合わせて設けてもよい。 Other embodiments
(1) In the second embodiment, a bypass flow path 96 is provided, and in the first or fifth embodiment, a valve unit 6 in which the water pump 51 and the valve 52 are integrated in the cooling flow path B is provided, but these embodiments may be combined as appropriate.
（２）熱交換をする冷却液と冷媒の流通方向、及び、冷却液とオイルの流通方向は同方向及び反対方向のいずれでもよい。 (2) The flow direction of the cooling liquid and refrigerant that exchange heat, and the flow direction of the cooling liquid and oil, may be either the same direction or opposite directions.
（３）上述した実施形態における統合ユニット１において、車両用駆動ユニット２及び電子回路ユニット３は、ユニットケース５に収容されて一体化されていたが、車両用駆動ユニット２及び電子回路ユニット３は、夫々異なるケースに収容して夫々のケースを連結して構成してもよい。 (3) In the integrated unit 1 in the above-described embodiment, the vehicle drive unit 2 and the electronic circuit unit 3 are housed in the unit case 5 and integrated together, but the vehicle drive unit 2 and the electronic circuit unit 3 may be housed in different cases and connected together.
〔上記実施形態の概要〕
　以下、上記において説明した冷却システムＡの概要について説明する。 [Summary of the above embodiment]
The cooling system A described above will now be outlined.
（１）冷却システムＡの特徴構成は、駆動回転力を車両の走行系に伝える電動モータ２１を少なくとも含む電動車両用駆動ユニット２と、電動モータ２１を駆動するための電子回路３１を少なくとも含む電子回路ユニット３と、電子回路ユニット３に冷却液を循環させる冷却流路Ｂと、冷却流路Ｂを循環する冷却液と熱交換を行う第１熱交換器（オイルクーラ６２）を有し、電動車両用駆動ユニット２にオイルを循環させるオイル流路Ｃと、冷却流路Ｂを循環する冷却液と熱交換を行う第２熱交換器（水冷コンデンサ８１）を有し、冷暖房用の冷媒を循環させる冷媒流路Ｄと、を備え、冷却流路Ｂは、電子回路ユニット３、第１熱交換器（オイルクーラ６２）、第２熱交換器（水冷コンデンサ８１）の順で冷却液を循環させる点にある。 (1) The cooling system A is characterized by the configuration of an electric vehicle drive unit 2 including at least an electric motor 21 that transmits drive torque to the vehicle's running system, an electronic circuit unit 3 including at least an electronic circuit 31 for driving the electric motor 21, a cooling flow path B that circulates a coolant through the electronic circuit unit 3, an oil flow path C that has a first heat exchanger (oil cooler 62) that exchanges heat with the coolant circulating through the cooling flow path B and circulates oil through the electric vehicle drive unit 2, and a refrigerant flow path D that has a second heat exchanger (water-cooled condenser 81) that exchanges heat with the coolant circulating through the cooling flow path B and circulates a refrigerant for heating and cooling. The cooling flow path B circulates the coolant through the electronic circuit unit 3, the first heat exchanger (oil cooler 62), and the second heat exchanger (water-cooled condenser 81) in that order.
　本構成では、冷却液とオイルとの間で熱交換を行う第１熱交換器と、冷却液と冷媒との間で熱交換を行う第２熱交換器（水冷コンデンサ８１）とを備えている。つまり、冷却液は、第１熱交換器（オイルクーラ６２）で電子回路ユニット３及び電動車両用駆動ユニット２の廃熱を利用し、第２熱交換器（水冷コンデンサ８１）で冷媒の熱を利用して温度が変化する。 This configuration includes a first heat exchanger that exchanges heat between the coolant and oil, and a second heat exchanger (water-cooled condenser 81) that exchanges heat between the coolant and refrigerant. In other words, the temperature of the coolant changes as the first heat exchanger (oil cooler 62) uses the waste heat from the electronic circuit unit 3 and the electric vehicle drive unit 2, and the second heat exchanger (water-cooled condenser 81) uses the heat of the refrigerant.
　また、本構成における冷却流路Ｂは、電子回路ユニット３、第１熱交換器（オイルクーラ６２）、第２熱交換器（水冷コンデンサ８１）の順で冷却液を循環させる。その結果、冷却液は、電子回路ユニット３の発熱、電動車両用駆動ユニット２の廃熱を利用しながら、冷媒との間で熱交換を行うため、装置の小型化を図ることができる。例えば、冬場であれば、第１熱交換器（オイルクーラ６２）を用いて電動車両用駆動ユニット２からの廃熱が冷却液に与えられた後に、第２熱交換器（水冷コンデンサ８１）を用いて冷媒と冷却液との間で熱交換するため、電動車両用駆動ユニット２の廃熱を活用して暖房効率を高めることができる。例えば、夏場であれば、第２熱交換器（水冷コンデンサ８１）を用いて冷媒から冷却液に熱が与えられる前に、第１熱交換器（オイルクーラ６２）を用いて電動車両用駆動ユニット２からの廃熱が冷却液に与えられるので、オイルの温度を低下させてモータ性能を向上することができる。特に、電子回路ユニット３は、最も高熱となる部分であるので、電子回路ユニット３を電動車両用駆動ユニット２よりも上流に配置することにより、電子回路ユニット３の廃熱を有効に回収することが可能となる。 In addition, the cooling flow path B in this configuration circulates the coolant through the electronic circuit unit 3, the first heat exchanger (oil cooler 62), and the second heat exchanger (water-cooled condenser 81) in that order. As a result, the coolant exchanges heat with the refrigerant while utilizing the heat generated by the electronic circuit unit 3 and the waste heat from the electric vehicle drive unit 2, making it possible to miniaturize the device. For example, in winter, the waste heat from the electric vehicle drive unit 2 is given to the coolant using the first heat exchanger (oil cooler 62), and then heat is exchanged between the refrigerant and the coolant using the second heat exchanger (water-cooled condenser 81), so that the heating efficiency can be improved by utilizing the waste heat from the electric vehicle drive unit 2. For example, in summer, the waste heat from the electric vehicle drive unit 2 is given to the coolant using the first heat exchanger (oil cooler 62) before heat is given from the refrigerant to the coolant using the second heat exchanger (water-cooled condenser 81), so that the oil temperature can be lowered and the motor performance can be improved. In particular, since the electronic circuit unit 3 is the part that generates the most heat, by placing the electronic circuit unit 3 upstream of the electric vehicle drive unit 2, it is possible to effectively recover the waste heat of the electronic circuit unit 3.
　このように、電動車両用駆動ユニット２及び電子回路ユニット３を備えた冷却システムＡにおいて、冷却システムＡを構成する装置の小型化を図りながら効率的な熱マネジメントが可能となっている。 In this way, in a cooling system A equipped with an electric vehicle drive unit 2 and an electronic circuit unit 3, efficient heat management is possible while miniaturizing the devices that make up the cooling system A.
（２）（１）に記載の冷却システムＡにおいて、冷却流路Ｂには、ラジエータ５３に冷却液を流通させる第１状態と、ラジエータ５３への冷却液の流入を遮断して迂回させる第２状態と、に切替える三方弁（弁５２）が配置されていると好適である。 (2) In the cooling system A described in (1), it is preferable that a three-way valve (valve 52) is disposed in the cooling flow path B, which can be switched between a first state in which the coolant flows through the radiator 53 and a second state in which the coolant is blocked from flowing into the radiator 53 and diverted.
　本構成のように、ラジエータ５３に冷却液を流通させる第１状態により、夏場のように冷却液の冷却機能を発揮したい場合、冷却液を外気によって冷却することが可能となる。また、ラジエータ５３に冷却液を流通させない第２状態により、冬場のように冷却液による暖機をしたい場合、電動車両用駆動ユニット２及び電子回路ユニット３の廃熱を活用して冷却液を速やかに昇温することが可能となる。その結果、第２熱交換器（水冷コンデンサ８１）で冷却液から冷媒へ熱を与えることも可能となり、冷媒流路Ｄに加熱装置を設ける必要がなくなる。 As in this configuration, in the first state where the coolant is circulated through the radiator 53, when it is desired to exert the cooling function of the coolant, such as in summer, it is possible to cool the coolant with outside air. Also, in the second state where the coolant is not circulated through the radiator 53, when it is desired to warm up the engine using the coolant, such as in winter, it is possible to quickly raise the temperature of the coolant by utilizing the waste heat from the electric vehicle drive unit 2 and the electronic circuit unit 3. As a result, it is also possible to transfer heat from the coolant to the refrigerant in the second heat exchanger (water-cooled condenser 81), eliminating the need to provide a heating device in the refrigerant flow path D.
（３）（２）に記載の冷却システムＡにおいて、冷却流路Ｂに冷却液を循環させるポンプ（ウォータポンプ５１）と、三方弁（弁５２）とを一体化させた弁ユニット６を備えていると好適である。 (3) In the cooling system A described in (2), it is preferable to provide a valve unit 6 that integrates a pump (water pump 51) that circulates the cooling liquid through the cooling flow path B and a three-way valve (valve 52).
　本構成のように、ポンプ（ウォータポンプ５１）と三方弁（弁５２）とを一体化させた弁ユニット６を設ければ、統合ユニット１の小型化を図ることができる。 As in this configuration, by providing a valve unit 6 that integrates a pump (water pump 51) and a three-way valve (valve 52), the integrated unit 1 can be made smaller.
（４）（３）に記載の冷却システムＡにおいて、弁ユニット６は、電子回路ユニット３に組み付けられていると好適である。 (4) In the cooling system A described in (3), it is preferable that the valve unit 6 is assembled to the electronic circuit unit 3.
　本構成のように弁ユニット６を電子回路ユニット３に組み付ければ、統合ユニット１の更なる小型化を図ることができる。 Assembling the valve unit 6 to the electronic circuit unit 3 in this configuration allows the integrated unit 1 to be further miniaturized.
（５）（１）～（４）のいずれか一つに記載の冷却システムＡにおいて、電動車両用駆動ユニット２と電子回路ユニット３とは、一体化された統合ユニット１で形成されており、第１熱交換器（オイルクーラ６２）と第２熱交換器（水冷コンデンサ８１）とは、統合ユニット１に組み込まれていると好適である。 (5) In the cooling system A described in any one of (1) to (4), the electric vehicle drive unit 2 and the electronic circuit unit 3 are formed into an integrated unit 1, and it is preferable that the first heat exchanger (oil cooler 62) and the second heat exchanger (water-cooled condenser 81) are incorporated into the integrated unit 1.
　本構成のように、電動車両用駆動ユニット２と電子回路ユニット３とを一体化した統合ユニット１で形成し、第１熱交換器（オイルクーラ６２）及び第２熱交換器（水冷コンデンサ８１）を統合ユニット１に組み込めば、統合ユニット１で冷却液を循環させることが可能となり、冷却配管の引き回しを無くして統合ユニット１の更なる小型化を図ることができる。 As in this configuration, by forming the electric vehicle drive unit 2 and the electronic circuit unit 3 into an integrated unit 1 and incorporating the first heat exchanger (oil cooler 62) and the second heat exchanger (water-cooled condenser 81) into the integrated unit 1, it becomes possible to circulate the coolant in the integrated unit 1, eliminating the need to run cooling piping and making the integrated unit 1 even more compact.
（６）（１）～（５）のいずれか一つに記載の冷却システムＡにおいて、電子回路ユニット３は、インバータ３３を含むと好適である。 (6) In the cooling system A described in any one of (1) to (5), it is preferable that the electronic circuit unit 3 includes an inverter 33.
　本構成のように、電子回路ユニット３がインバータ３３を含むことにより、統合ユニット１の更なる小型化を図ることができる。 As in this configuration, the electronic circuit unit 3 includes an inverter 33, which allows the integrated unit 1 to be further miniaturized.
（７）（１）～（５）のいずれか一つに記載の冷却システムＡにおいて、電子回路ユニット３は、オンボードチャージャ３２を含むと好適である。 (7) In the cooling system A described in any one of (1) to (5), it is preferable that the electronic circuit unit 3 includes an on-board charger 32.
　本構成のように、電子回路ユニット３がオンボードチャージャ３２を含むことにより、統合ユニット１の更なる小型化を図ることができる。 In this configuration, the electronic circuit unit 3 includes an on-board charger 32, which allows the integrated unit 1 to be further miniaturized.
　本発明は、電動車両の冷却システムに広く利用可能である。 The present invention can be widely used in cooling systems for electric vehicles.
１：統合ユニット、２：電動車両用駆動ユニット、３：電子回路ユニット、６：弁ユニット、２１：電動モータ、３１：電子回路、３２：オンボードチャージャ、３３：インバータ、５１：ウォータポンプ（ポンプ）、５２：弁（三方弁）、５３：ラジエータ、６２：オイルクーラ（第１熱交換器）、８１：水冷コンデンサ（第２熱交換器）、Ａ：冷却システム、Ｂ：冷却流路、Ｃ：オイル流路、Ｄ：冷媒流路
  Reference Signs List 1: integrated unit, 2: electric vehicle drive unit, 3: electronic circuit unit, 6: valve unit, 21: electric motor, 31: electronic circuit, 32: on-board charger, 33: inverter, 51: water pump (pump), 52: valve (three-way valve), 53: radiator, 62: oil cooler (first heat exchanger), 81: water-cooled condenser (second heat exchanger), A: cooling system, B: cooling flow path, C: oil flow path, D: refrigerant flow path

Claims (7)

  1. 　駆動回転力を車両の走行系に伝える電動モータを少なくとも含む電動車両用駆動ユニットと、
    　前記電動モータを駆動するための電子回路を少なくとも含む電子回路ユニットと、
    　前記電子回路ユニットに冷却液を循環させる冷却流路と、
    　前記冷却流路を循環する前記冷却液と熱交換を行う第１熱交換器を有し、前記電動車両用駆動ユニットにオイルを循環させるオイル流路と、
    　前記冷却流路を循環する前記冷却液と熱交換を行う第２熱交換器を有し、冷暖房用の冷媒を循環させる冷媒流路と、を備え、
    　前記冷却流路は、前記電子回路ユニット、前記第１熱交換器、前記第２熱交換器の順で前記冷却液を循環させる冷却システム。     a drive unit for an electric vehicle including at least an electric motor that transmits a drive torque to a running system of the vehicle;
    an electronic circuit unit including at least an electronic circuit for driving the electric motor;
    a cooling flow path for circulating a cooling liquid through the electronic circuit unit;
    an oil flow path that has a first heat exchanger that exchanges heat with the coolant circulating through the cooling flow path and circulates oil in the electric vehicle drive unit;
    a refrigerant flow path having a second heat exchanger for exchanging heat with the cooling liquid circulating through the cooling flow path and for circulating a refrigerant for heating and cooling;
    The cooling system includes a cooling passage that circulates the coolant through the electronic circuit unit, the first heat exchanger, and the second heat exchanger in this order.
  2. 　前記冷却流路には、ラジエータに前記冷却液を流通させる第１状態と、前記ラジエータへの前記冷却液の流入を遮断して迂回させる第２状態と、に切替える三方弁が配置されている請求項１に記載の冷却システム。 The cooling system of claim 1, wherein the cooling passage is provided with a three-way valve that switches between a first state in which the cooling liquid flows through the radiator and a second state in which the cooling liquid is blocked from flowing into the radiator and diverted.
  3. 　前記冷却流路に前記冷却液を循環させるポンプと、前記三方弁とを一体化させた弁ユニットを備えた請求項２に記載の冷却システム。 The cooling system of claim 2, further comprising a valve unit that integrates a pump that circulates the cooling liquid through the cooling flow path and the three-way valve.
  4. 　前記弁ユニットは、前記電子回路ユニットに組み付けられている請求項３に記載の冷却システム。 The cooling system of claim 3, wherein the valve unit is assembled to the electronic circuit unit.
  5. 　前記電動車両用駆動ユニットと前記電子回路ユニットとは、一体化された統合ユニットで形成されており、
    　前記第１熱交換器と前記第２熱交換器とは、前記統合ユニットに組み込まれている請求項１に記載の冷却システム。     the electric vehicle drive unit and the electronic circuit unit are formed as an integrated unit,
    The cooling system of claim 1 , wherein the first heat exchanger and the second heat exchanger are incorporated into the integrated unit.
  6. 　前記電子回路ユニットは、インバータを含む請求項１から５のいずれか一項に記載の冷却システム。 The cooling system according to any one of claims 1 to 5, wherein the electronic circuit unit includes an inverter.
  7. 　前記電子回路ユニットは、オンボードチャージャを含む請求項１から５のいずれか一項に記載の冷却システム。
          The cooling system of claim 1 , wherein the electronic circuit unit includes an on-board charger.
PCT/JP2023/039879 2022-11-16 2023-11-06 Cooling system WO2024106247A1 (en)

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