CN113508270B - Air conditioner for vehicle - Google Patents

Air conditioner for vehicle Download PDF

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Publication number
CN113508270B
CN113508270B CN202080019928.8A CN202080019928A CN113508270B CN 113508270 B CN113508270 B CN 113508270B CN 202080019928 A CN202080019928 A CN 202080019928A CN 113508270 B CN113508270 B CN 113508270B
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capacity
vehicle
heat exchanger
refrigerant
temperature
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CN202080019928.8A
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CN113508270A (en
Inventor
山崎雄满
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Sanden Corp
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Sanden Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B49/00—Arrangement or mounting of control or safety devices
    • F25B49/02—Arrangement or mounting of control or safety devices for compression type machines, plants or systems
    • 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
    • B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
    • 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
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00899—Controlling the flow of liquid in a heat pump system
    • B60H1/00921—Controlling the flow of liquid in a heat pump system where the flow direction of the refrigerant does not change and there is an extra subcondenser, e.g. in an air duct
    • 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
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3205—Control means therefor
    • B60H1/3213—Control means therefor for increasing the efficiency in a vehicle heat pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B41/00—Fluid-circulation arrangements
    • F25B41/20—Disposition of valves, e.g. of on-off valves or flow control valves
    • 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
    • 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
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H2001/00928—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising a secondary circuit
    • 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
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H2001/00949—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising additional heating/cooling sources, e.g. second evaporator
    • 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
    • B60H1/32—Cooling devices
    • B60H2001/3236—Cooling devices information from a variable is obtained
    • B60H2001/3238—Cooling devices information from a variable is obtained related to the operation of the compressor
    • 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
    • B60H1/32—Cooling devices
    • B60H2001/3269—Cooling devices output of a control signal
    • B60H2001/327—Cooling devices output of a control signal related to a compressing unit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2400/00—General features or devices for refrigeration machines, plants or systems, combined heating and refrigeration systems or heat-pump systems, i.e. not limited to a particular subgroup of F25B
    • F25B2400/04—Refrigeration circuit bypassing means
    • F25B2400/0403—Refrigeration circuit bypassing means for the condenser
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2400/00—General features or devices for refrigeration machines, plants or systems, combined heating and refrigeration systems or heat-pump systems, i.e. not limited to a particular subgroup of F25B
    • F25B2400/04—Refrigeration circuit bypassing means
    • F25B2400/0411—Refrigeration circuit bypassing means for the expansion valve or capillary tube
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B25/00—Machines, plants or systems, using a combination of modes of operation covered by two or more of the groups F25B1/00 - F25B23/00
    • F25B25/005—Machines, plants or systems, using a combination of modes of operation covered by two or more of the groups F25B1/00 - F25B23/00 using primary and secondary systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2600/00—Control issues
    • F25B2600/25—Control of valves
    • F25B2600/2501—Bypass valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2600/00—Control issues
    • F25B2600/25—Control of valves
    • F25B2600/2507—Flow-diverting valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2600/00—Control issues
    • F25B2600/25—Control of valves
    • F25B2600/2519—On-off valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2700/00—Sensing or detecting of parameters; Sensors therefor
    • F25B2700/21—Temperatures
    • F25B2700/2116—Temperatures of a condenser
    • F25B2700/21162—Temperatures of a condenser of the refrigerant at the inlet of the condenser
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2700/00—Sensing or detecting of parameters; Sensors therefor
    • F25B2700/21—Temperatures
    • F25B2700/2116—Temperatures of a condenser
    • F25B2700/21163—Temperatures of a condenser of the refrigerant at the outlet of the condenser
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2700/00—Sensing or detecting of parameters; Sensors therefor
    • F25B2700/21—Temperatures
    • F25B2700/2117—Temperatures of an evaporator
    • F25B2700/21175—Temperatures of an evaporator of the refrigerant at the outlet of the evaporator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B5/00—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity
    • F25B5/02—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity arranged in parallel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B5/00—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity
    • F25B5/04—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity arranged in series
    • 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/88—Optimized components or subsystems, e.g. lighting, actively controlled glasses

Abstract

Provided is an air conditioning device for a vehicle, which can improve the air conditioning performance in a vehicle interior by using a vehicle cooling system. An air conditioning device (1) for a vehicle is provided with a compressor (2) for compressing a refrigerant, a radiator (4) for exchanging heat between air supplied into a vehicle interior and the refrigerant, an outdoor heat exchanger (7) provided outside the vehicle interior, and a control device, and is configured to condition the air in the vehicle interior. The vehicle cooling system is provided with a refrigerant-heat medium heat exchanger (64) for exchanging heat between the vehicle cooling system (63) and a refrigerant, and the control device discharges cooling capacity to the vehicle cooling system (63) via the refrigerant-heat medium heat exchanger (64) without cooling the battery (55) of the vehicle cooling system (63) when the vehicle interior is heated via the radiator.

Description

Air conditioner for vehicle
Technical Field
The present invention relates to a heat pump type air conditioner for conditioning air in a vehicle interior.
Background
In recent years, environmental problems have become significant, and vehicles such as electric vehicles and hybrid vehicles, in which a traveling motor is driven by electric power supplied from a battery mounted on the vehicle, have been promoted to be widespread. As an air conditioner applicable to such a vehicle, the following air conditioners have been developed: the vehicle interior heating system includes a compressor, a radiator (an indoor heat exchanger), a heat exchanger (an indoor heat exchanger), and a refrigerant circuit to which the outdoor heat exchanger is connected, and is configured to execute a heating mode in which the refrigerant discharged from the compressor releases heat at the radiator and absorbs heat at the outdoor heat exchanger to heat the vehicle interior, a dehumidification heating mode in which the refrigerant discharged from the compressor releases heat at the radiator and absorbs heat at the outdoor heat exchanger and the heat exchanger to dehumidify the vehicle interior while heating the vehicle interior, a dehumidification cooling mode in which the refrigerant discharged from the compressor releases heat at the radiator and the outdoor heat exchanger to absorb heat at the heat exchanger to cool the vehicle interior, and a dehumidification cooling mode in which the refrigerant discharged from the compressor absorbs heat at the heat exchanger to dehumidify the vehicle interior, and a cooling mode in which the vehicle interior is cooled by absorbing heat at the heat exchanger (see patent literature 1, for example).
Further, for example, when the battery is charged and discharged in an environment of high temperature due to self-heating or the like caused by charging and discharging, deterioration progresses, and there is a risk that malfunction occurs and damage is caused in the near future. In addition, the charge and discharge performance is also reduced in a low-temperature environment. Therefore, the following devices have also been developed: the battery is a subject to be temperature-adjusted, a heat exchanger for the battery is separately provided in the refrigerant circuit, the refrigerant circulating in the refrigerant circuit and the refrigerant for the battery (heat medium) are heat-exchanged in the heat exchanger for the battery, and the heat medium for the heat exchange is circulated through the battery, whereby an operation mode for cooling the battery can be performed (for example, see patent documents 2 and 3).
In addition to the battery described above, an engine (in the case of a hybrid vehicle), a motor for traveling, an inverter for controlling the motor, and the like generate heat by themselves, and are referred to as objects to be temperature-regulated that require cooling. The battery (subject to be temperature-adjusted) mounted on these vehicles and the system for cooling the same constitute a vehicle cooling system.
Patent document 1, japanese patent laid-open No. 2014-213765.
Patent document 2, japanese patent No. 5860360.
Patent document 3, japanese patent No. 5860361.
Conventionally, since the temperature of the vehicle cooling system is cooled to a predetermined target temperature, cooling is not necessary when the temperature is in the vicinity of the target temperature, and cooling of the vehicle cooling system is actually stopped.
However, for example, in a heating mode in which the vehicle interior is heated by a radiator, when the outside air temperature becomes low, the temperature of the refrigerant sucked into the compressor becomes low only by heat absorption in the exterior heat exchanger, and the cooling capacity is in an excessive state in which the rotation speed is reduced. Therefore, there is a problem that the ability to heat the vehicle interior is also reduced. In addition, in the dehumidification-air heating mode and the dehumidification-air cooling mode, the temperature of the heat absorber is likely to decrease, and therefore, the cooling capacity is excessive, the rotation speed of the compressor is decreased, and the capacity to heat the vehicle interior is decreased. On the other hand, in the cooling mode in which the vehicle interior is cooled by the heat absorber, the ability to cool the vehicle interior is sometimes insufficient only by the heat radiation in the outdoor heat exchanger, and a solution to these problems is desired.
Disclosure of Invention
The present invention has been made to solve the above conventional problems, and an object of the present invention is to provide an air conditioning device for a vehicle, which can improve air conditioning performance in a vehicle interior by using a vehicle cooling system.
The air conditioning apparatus for a vehicle according to the invention of claim 1 includes a compressor for conditioning air in a vehicle interior, the compressor compressing a refrigerant, an indoor heat exchanger for exchanging heat between air supplied into the vehicle interior and the refrigerant, an outdoor heat exchanger provided outside the vehicle interior, and a control device for releasing cooling capacity to the vehicle cooling system via the capacity releasing heat exchanger when the vehicle cooling system is not required to be cooled when the vehicle interior is heated via the indoor heat exchanger.
In the air conditioning device for a vehicle according to the invention of claim 2, in the above invention, the control device releases the cooling capacity to the vehicle cooling system through the capacity releasing heat exchanger when the temperature Tw of the vehicle cooling system is higher than a predetermined lower limit value TwLL set below a predetermined target temperature twoo of the vehicle cooling system.
In the air conditioning apparatus for a vehicle according to the invention of claim 3, in the above invention, the controller is configured to discharge the cooling capacity to the vehicle cooling system through the capacity-discharge heat exchanger when the temperature Tw of the vehicle cooling system is higher than a lower limit value TwLL + a predetermined margin DF1.
In the air conditioning apparatus for a vehicle pertaining to the invention of claim 4, in each of the above inventions, the control device controls the release of the cooling capacity of the capacity releasing heat exchanger based on the required heating capacity TGQh required by the indoor heat exchanger and the heating capacity Qhph generated by the indoor heat exchanger.
In the air conditioning apparatus for a vehicle pertaining to the invention of claim 5, in the above-described invention, the control device starts the discharge of the cooling capacity of the capacity-discharging heat exchanger when the heating capacity Qhph falls to the lower limit capacity, and stops the discharge of the cooling capacity of the capacity-discharging heat exchanger when the heating capacity Qhph rises to the upper limit capacity, based on the predetermined upper limit capacity and lower limit capacity and heating capacity Qhph set at the upper and lower sides of the required heating capacity TGQh.
The air conditioner for a vehicle according to claim 6 of the present invention is characterized in that in the invention according to claim 4, the control device feedback-controls the discharge of the cooling capacity of the capacity-discharge heat exchanger based on the difference between the required heating capacity TGQh and the heating capacity Qhph so that the heating capacity Qhph becomes the required heating capacity TGQh.
The air conditioner for a vehicle according to the invention of claim 7 is characterized in that, in the invention of claims 4 to 6, the controller restricts the release of the cooling capacity of the capacity releasing heat exchanger when the temperature Tw of the vehicle cooling system is equal to or less than a predetermined lower limit value TwLL + a predetermined margin DF1 set below a predetermined target temperature TWO of the vehicle cooling system.
The air conditioner for a vehicle according to the invention of claim 8 is characterized in that, in the above invention, the controller sets the 1 st threshold value and the 2 nd threshold value higher than the 1 st threshold value between the target temperature TWOs and the lower limit value TwLL + predetermined margin DF1, and stops the discharge of the cooling capacity of the capacity-discharge heat exchanger when the temperature Tw of the vehicle cooling system falls to the 1 st threshold value and starts the discharge of the cooling capacity of the capacity-discharge heat exchanger when the temperature rises to the 2 nd threshold value, regardless of the heating capacity Qhph.
The air conditioner for a vehicle according to the invention of claim 9 is characterized in that, in the invention of claim 7, the controller performs discharge feedback control of the cooling capacity of the capacity discharge heat exchanger based on a difference between the lower limit value TwLL + a predetermined margin DF1 and the temperature Tw of the vehicle cooling system, regardless of the heating capacity Qhph, such that the temperature Tw of the vehicle cooling system is the lower limit value TwLL + the predetermined margin DF1.
The air conditioning apparatus for a vehicle pertaining to the invention of claim 10 is characterized in that, in the invention pertaining to claim 7 to claim 9, the control device cancels the discharge restriction of the cooling capacity of the capacity-discharge heat exchanger when the heating capacity Qhph rises to a predetermined upper limit capacity set above the required heating capacity TGQh.
A vehicle air conditioning apparatus according to the invention of claim 11 is characterized by comprising a compressor for conditioning air in a vehicle interior, an indoor heat exchanger for exchanging heat between air supplied into the vehicle interior and a refrigerant, an outdoor heat exchanger provided outside the vehicle interior, and a controller for controlling the vehicle interior, wherein the compressor compresses the refrigerant, the indoor heat exchanger is provided outside the vehicle interior for exchanging heat between the air supplied into the vehicle interior and the refrigerant, and the outdoor heat exchanger is provided outside the vehicle interior, and the controller is characterized by comprising a capacity radiation heat exchanger for exchanging heat between a vehicle cooling system and the refrigerant, and wherein the controller radiates heating capacity to the vehicle cooling system via the capacity radiation heat exchanger in a state where the vehicle cooling system does not need to be cooled in a case where the vehicle interior is cooled by the indoor heat exchanger.
The air conditioning apparatus for a vehicle pertaining to the invention of claim 12 is characterized in that, in the above-described invention, the control device is configured to cause the capacity-releasing heat exchanger to release the heating capacity to the vehicle cooling system when the temperature Tw of the vehicle cooling system is lower than a predetermined upper limit value TwUL set above a predetermined target temperature TWO of the vehicle cooling system.
The air conditioning apparatus for a vehicle according to the invention recited in claim 13 is characterized in that, in the above invention, the control device releases the heating capacity to the vehicle cooling system via the capacity-releasing heat exchanger when the temperature Tw of the vehicle cooling system is lower than the upper limit value TwUL — predetermined margin DF4.
The air conditioner for a vehicle of the invention of claim 14 is characterized in that in the invention of claims 11 to 13, the control device controls the release of the heating capacity of the capacity releasing heat exchanger based on the required cooling capacity TGQc required by the indoor heat exchanger and the cooling capacity Qhpc generated by the indoor heat exchanger.
The air conditioning apparatus for a vehicle according to claim 15 of the present invention is characterized in that, in the above-described invention, the control device starts the release of the heating capacity of the capacity-releasing heat exchanger when the cooling capacity Qhpc is decreased to the lower limit capacity, and stops the release of the heating capacity of the capacity-releasing heat exchanger when the cooling capacity Qhph is increased to the upper limit capacity, based on the predetermined upper limit capacity and lower limit capacity set at the upper and lower sides of the required cooling capacity TGQc and the cooling capacity Qhpc.
The air conditioning apparatus for a vehicle pertaining to the invention of claim 16 is characterized in that, in the invention of claim 14, the control device feedback-controls the discharge of the heating capacity of the capacity-discharge heat exchanger such that the cooling capacity Qhpc becomes the required cooling capacity TGQc, based on the difference between the required cooling capacity TGQc and the cooling capacity Qhpc.
The air conditioner for a vehicle of the invention recited in claim 17 is characterized in that, in the invention recited in claim 14 to claim 16, the control device restricts the release of the heating capacity of the capacity releasing heat exchanger when the temperature Tw of the vehicle cooling system is equal to or higher than a predetermined upper limit value TwUL-a predetermined margin DF4 set above a predetermined target temperature twoo of the vehicle cooling system.
The air conditioning apparatus for a vehicle according to the invention of claim 18 is characterized in that, in the above-described invention, the controller sets the 1 st threshold and the 2 nd threshold lower than the 1 st threshold between the target temperature TWOs and the upper limit value TwLL — the predetermined margin DF4, and stops the release of the heating capacity of the capacity releasing heat exchanger when the temperature Tw of the vehicle cooling system rises to the 1 st threshold irrespective of the cooling capacity Qhpc, and starts the release of the heating capacity of the capacity releasing heat exchanger when the temperature falls to the 2 nd threshold.
The air conditioner for a vehicle according to the invention of claim 19 is characterized in that, in the invention of claim 17, the controller performs feedback control of the discharge of the heating capacity of the capacity-discharge heat exchanger so that the temperature Tw of the vehicle cooling system becomes the upper limit value TwUL — the predetermined margin DF4, based on the difference between the upper limit value TwUL — the predetermined margin DF4 and the temperature Tw of the vehicle cooling system, regardless of the cooling capacity Qhpc.
The air conditioner for a vehicle according to the invention of claim 20 is characterized in that, in the invention of claim 17 to claim 19, the control device cancels the limitation of the discharge of the heating capacity of the capacity-discharge heat exchanger when the cooling capacity Qhpc increases to a predetermined upper limit capacity set at an upper side of the required cooling capacity TGQc.
The air conditioning apparatus for a vehicle according to the invention of claim 21 is characterized in that each of the above inventions includes an independent heat exchanger for exchanging heat between air outside the vehicle compartment and a refrigerant, and a switching device for switching between releasing cooling capacity or heating capacity to the vehicle cooling system or releasing air outside the vehicle compartment through the independent heat exchanger, and the control device controls the switching device in accordance with a temperature of the vehicle cooling system.
Effects of the invention
According to the invention of claim 1, the air conditioner for a vehicle includes a compressor for conditioning air in a vehicle interior, the compressor compressing a refrigerant, an indoor heat exchanger for exchanging heat between air supplied into the vehicle interior and the refrigerant, an outdoor heat exchanger provided outside the vehicle interior, and a controller for controlling the air conditioner for a vehicle interior, wherein the controller is provided with a capacity-releasing heat exchanger for exchanging heat between a vehicle cooling system and the refrigerant, and wherein the controller releases cooling capacity to the vehicle cooling system via the capacity-releasing heat exchanger even in a situation where the vehicle cooling system does not need to be cooled when the vehicle interior is heated via the indoor heat exchanger, so that the controller can release the excessive cooling capacity to the vehicle cooling system and can avoid a decrease in the heating capacity in the vehicle interior when the cooling capacity is excessive in an environment where the outside air temperature is low, for example. This can enlarge the possible range of the operation mode for heating the vehicle interior, and contributes to energy saving and comfortable vehicle interior air conditioning.
In this case, if the control device according to the invention of claim 2 releases the cooling capacity to the vehicle cooling system via the capacity release heat exchanger when the temperature Tw of the vehicle cooling system is higher than the predetermined lower limit value TwLL set below the predetermined target temperature TWOs of the vehicle cooling system, the control device can release the cooling capacity to the vehicle cooling system by using a situation where cooling is not necessary but is not impaired.
In particular, the control device according to the invention of claim 3 can release the cooling capacity to the vehicle cooling system through the capacity release heat exchanger when the temperature Tw of the vehicle cooling system is higher than the lower limit value TwLL + the predetermined margin DF1, thereby allowing the cooling capacity to be released with a margin to the lower limit value TwLL of the temperature Tw of the vehicle cooling system.
Further, in the control device according to the invention recited in claim 4, when the control device controls the release of the cooling capacity of the capacity releasing heat exchanger based on the required heating capacity TGQh required by the indoor heat exchanger and the heating capacity Qhph generated by the indoor heat exchanger, the control device can improve the heating capacity by releasing the cooling capacity by the vehicle cooling system when the heating capacity Qhph generated by the indoor heat exchanger is insufficient with respect to the required heating capacity TGQh.
For example, the control device according to the invention of claim 5 is configured to start the discharge of the cooling capacity of the capacity-releasing heat exchanger when the heating capacity Qhph falls to the lower limit capacity and stop the discharge of the cooling capacity of the capacity-releasing heat exchanger when the heating capacity Qhph rises to the upper limit capacity, based on the predetermined upper limit capacity, lower limit capacity, and heating capacity Qhph set above and below the required heating capacity TGQh, whereby the discharge of the cooling capacity to the vehicle cooling system can be appropriately controlled so that the heating capacity Qhph satisfies the required heating capacity TGQh.
Alternatively, the control device according to the invention of claim 6 controls the release of the cooling capacity of the capacity release heat exchanger in feedback manner based on the difference between the required heating capacity TGQh and the heating capacity Qhph so that the heating capacity Qhph becomes the required heating capacity TGQh, thereby smoothly controlling the release of the cooling capacity to the vehicle cooling system and making the heating capacity Qhph become the required heating capacity TGQh.
Here, if the control device according to the invention of claim 7 restricts the discharge of the cooling capacity of the capacity-discharge heat exchanger when the temperature Tw of the vehicle cooling system is equal to or less than the predetermined lower limit value TwLL + the predetermined rich margin DF1 set below the predetermined target temperature twoo of the vehicle cooling system, it is possible to avoid a problem that the temperature Tw of the vehicle cooling system falls to the lower limit value TwLL when the discharge of the cooling capacity of the capacity-discharge heat exchanger is controlled in accordance with the required heating capacity TGQh and the heating capacity Qhph, as described above.
For example, as in the invention of claim 8, by setting the 1 st threshold and the 2 nd threshold higher than the 1 st threshold between the target temperature TWOs and the lower limit TwLL + predetermined margin DF1, and stopping the discharge of the cooling capacity of the capacity discharge heat exchanger when the temperature Tw of the vehicle cooling system decreases to the 1 st threshold regardless of the heating capacity Qhph, and starting the discharge of the cooling capacity of the capacity discharge heat exchanger when the temperature rises to the 2 nd threshold, the temperature Tw of the vehicle cooling system can be maintained between the target temperature TWOs and the lower limit TwLL + predetermined margin DF1.
Alternatively, the control device according to the invention of claim 9 can smoothly control the temperature Tw of the vehicle cooling system to a value higher than the lower limit value TwLL by feedback-controlling the discharge of the cooling capacity of the capacity-discharge heat exchanger such that the temperature Tw of the vehicle cooling system becomes the lower limit value TwLL + the predetermined margin DF1, based on the difference between the lower limit value TwLL + the predetermined margin DF1 and the temperature Tw of the vehicle cooling system, regardless of the heating capacity Qhph.
Further, if the control device according to the invention of claim 10 releases the limitation of the discharge of the cooling capacity of the capacity-discharge heat exchanger when the heating capacity Qhph rises to the predetermined upper limit capacity set above the required heating capacity TGQh, the control device can smoothly release the limitation of the discharge of the cooling capacity in response to the cooling system of the vehicle not being cooled without the need for the discharge of the cooling capacity.
According to the invention of claim 11, the air conditioner for a vehicle is provided with a compressor for compressing a refrigerant, an indoor heat exchanger for exchanging heat between air supplied into the vehicle interior and the refrigerant, an outdoor heat exchanger provided outside the vehicle interior, and a controller for adjusting air in the vehicle interior, wherein the controller is provided with a capacity-releasing heat exchanger for exchanging heat between a vehicle cooling system and the refrigerant, and wherein the controller releases heating capacity to the vehicle cooling system via the capacity-releasing heat exchanger when the vehicle interior is cooled via the indoor heat exchanger and the vehicle cooling system does not need to be cooled, so that the controller releases the excessive heating capacity to the vehicle cooling system when the heating capacity is excessive only via the outdoor heat exchanger, and can avoid a decrease in the cooling capacity in the vehicle interior. Thus, the cooling capacity in the vehicle interior can be improved, and comfortable air conditioning in the vehicle interior can be realized.
In this case, as in the control device according to the invention of claim 12, when the temperature Tw of the vehicle cooling system is lower than the predetermined upper limit value TwUL set above the predetermined target temperature TWO of the vehicle cooling system, the heating capacity is released to the vehicle cooling system via the capacity release heat exchanger, and the vehicle cooling system can be released with heating capacity in a state where there is no need to cool the vehicle cooling system and heating is not hindered.
In particular, the control device according to the invention recited in claim 13 is configured to release the heating capacity to the vehicle cooling system via the capacity release heat exchanger when the temperature Tw of the vehicle cooling system is lower than the upper limit value TwUL — the predetermined margin DF4, thereby allowing the heating capacity to be released with a margin up to the upper limit value TwUL of the temperature Tw of the vehicle cooling system.
Further, as in the control device according to the invention of claim 14, when the control device controls the release of the heating capacity of the capacity release heat exchanger based on the required cooling capacity TGQc required by the indoor heat exchanger and the cooling capacity Qhpc generated by the indoor heat exchanger, the control device can release the heating capacity by the vehicle cooling system when the cooling capacity Qhpc generated by the indoor heat exchanger is insufficient with respect to the required cooling capacity TGQc, thereby improving the cooling capacity.
For example, the control device according to claim 15 is configured to start the discharge of the heating capacity of the capacity-discharge heat exchanger when the cooling capacity Qhpc decreases to the lower limit capacity and stop the discharge of the heating capacity of the capacity-discharge heat exchanger when the cooling capacity Qhph increases to the upper limit capacity, based on the predetermined upper limit capacity and lower limit capacity set at the upper and lower sides of the required cooling capacity TGQc, thereby appropriately controlling the discharge of the heating capacity to the vehicle cooling system and bringing the cooling capacity Qhpc into a state in which the required cooling capacity TGQc is satisfied.
Alternatively, the control device according to the invention recited in claim 16 controls the discharge of the heating capacity of the capacity discharge heat exchanger in feedback manner based on the difference between the required cooling capacity TGQc and the cooling capacity Qhpc so that the cooling capacity Qhpc becomes the required cooling capacity TGQc, thereby smoothly controlling the discharge of the heating capacity to the vehicle cooling system and making the cooling capacity Qhpc become the required cooling capacity TGQc.
Here, if the control device of the invention according to claim 17 restricts the release of the heating capacity of the capacity releasing heat exchanger when the temperature Tw of the vehicle cooling system is equal to or higher than the predetermined upper limit value TwUL — the predetermined margin DF4 set above the predetermined target temperature twoo of the vehicle cooling system, it is possible to avoid a problem that the temperature Tw of the vehicle cooling system rises to the upper limit value TwUL even when the release of the heating capacity of the capacity releasing heat exchanger is controlled in accordance with the required cooling capacity TGQc and the cooling capacity Qhpc as described above.
For example, as in the invention according to claim 18, by setting the 1 st threshold and the 2 nd threshold lower than the 1 st threshold between the target temperature TWOs and the upper limit TwLL — the predetermined margin DF4, and stopping the release of the heating capacity of the capacity releasing heat exchanger when the temperature Tw of the vehicle cooling system rises to the 1 st threshold irrespective of the cooling capacity Qhpc, and starting the release of the heating capacity of the capacity releasing heat exchanger when the temperature Tw of the vehicle cooling system falls to the 2 nd threshold, the temperature Tw of the vehicle cooling system can be maintained between the target temperature TWOs and the upper limit TwUL — the predetermined margin DF4.
Alternatively, the control device according to the invention of claim 19 can smoothly control the temperature Tw of the vehicle cooling system to a value lower than the upper limit value TwUL by the predetermined margin DF4 by performing discharge feedback control of the heating capacity of the capacity-discharge heat exchanger so that the temperature Tw of the vehicle cooling system becomes the upper limit value TwUL — the predetermined margin DF4, based on the difference between the upper limit value TwUL-the predetermined margin DF4 and the temperature Tw of the vehicle cooling system, regardless of the cooling capacity Qhpc.
Further, if the control device according to the invention of claim 20 releases the limitation of the release of the heating capacity of the capacity-releasing heat exchanger when the cooling capacity Qhpc has increased to the predetermined upper limit capacity set at the upper side of the required cooling capacity TGQc, the release of the heating capacity is not necessary, and the limitation of the release of the heating capacity can be smoothly released in response to the non-heating of the vehicle cooling system.
Further, according to the invention of claim 21, if the independent heat exchanger for exchanging heat between air outside the vehicle compartment and the refrigerant and the switching device for switching between releasing the cooling capacity or the heating capacity to the vehicle cooling system or releasing the air outside the vehicle compartment through the independent heat exchanger are provided and the control device controls the switching device in accordance with the temperature of the vehicle cooling system, even in the case where the cooling capacity or the heating capacity cannot be released in accordance with the temperature of the vehicle cooling system, the cooling capacity or the heating capacity can be released to the air outside the vehicle compartment by the independent heat exchanger.
Drawings
Fig. 1 is a configuration diagram of a vehicle air conditioner to which an embodiment of the present invention is applied (example 1).
Fig. 2 is a block diagram of an electric circuit of the control device of the vehicle air conditioner of fig. 1.
Fig. 3 is a configuration diagram illustrating a vehicle air conditioner in a heating mode of a heat pump controller of the control device of fig. 2.
Fig. 4 is a configuration diagram illustrating a vehicle air conditioner in a dehumidification and heating mode of a heat pump controller of the control device of fig. 2.
Fig. 5 is a configuration diagram illustrating the vehicle air conditioner in the dehumidification and cooling mode of the heat pump controller of the control device of fig. 2.
Fig. 6 is a configuration diagram illustrating a vehicle air conditioner in a cooling mode of a heat pump controller of the control device of fig. 2.
Fig. 7 is a configuration diagram illustrating an air conditioning + battery cooling mode of the heat pump controller of the control device of fig. 2.
Fig. 8 is a diagram illustrating a cooling capacity releasing operation of the heat pump controller in the control device of fig. 2.
Fig. 9 is a diagram illustrating a cooling capacity discharge limiting operation of the heat pump controller in the control device of fig. 2.
Fig. 10 is a diagram illustrating a cooling capacity release restriction cancellation operation of the heat pump controller in the control device of fig. 2.
Fig. 11 is a diagram illustrating a heating capacity releasing operation of the heat pump controller in the control device of fig. 2.
Fig. 12 is a p-h diagram showing a cooling mode.
Fig. 13 is a diagram illustrating a heating capacity release limiting operation of the heat pump controller of the control device of fig. 2.
Fig. 14 is a diagram illustrating a heating capacity release restriction cancellation operation of the heat pump controller of the control device of fig. 2.
Fig. 15 is a configuration diagram of a vehicle air conditioner to which another embodiment of the present invention is applied (example 2).
Detailed Description
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
Example 1
Fig. 1 is a block diagram of a vehicle air conditioner 1 according to an embodiment of the present invention. A vehicle to which an embodiment of the present invention is applied is an Electric Vehicle (EV) not equipped with an engine (internal combustion engine), and travels by supplying electric power charged in a battery 55 mounted on the vehicle to a travel motor (electric motor; not shown), and a compressor 2, which will be described later, of the vehicle air conditioner 1 of the present invention is also driven by the electric power supplied from the battery 55.
That is, in the vehicle air conditioning apparatus 1 of the embodiment, in the electric vehicle which cannot perform heating by using the residual engine heat, the heating mode, the dehumidification cooling mode, the air conditioning + battery cooling mode are switched and executed by the heat pump operation using the refrigerant circuit R, thereby performing air conditioning of the vehicle interior and temperature adjustment of the battery 55.
The present invention is effective not only for an electric vehicle but also for a so-called hybrid vehicle in which an engine and a traveling motor are used in common. In addition, the vehicle to which the vehicle air conditioner 1 of the embodiment is applied can charge the battery 55 from an external charger (rapid charger, normal charger). Further, the battery 55, the traveling motor, an inverter for controlling the same, an engine (in the case of a hybrid vehicle), and the like are objects to be temperature-adjusted mounted on the vehicle of the present invention, and the objects to be temperature-adjusted and a system for cooling the objects to be temperature-adjusted are the vehicle cooling system 63 described later, but the battery 55 is exemplified in the following embodiment.
The air conditioning apparatus 1 for a vehicle according to the embodiment performs air conditioning (heating, cooling, dehumidification, and ventilation) in a vehicle interior of an electric vehicle, and includes an electric compressor 2 for compressing a refrigerant, a radiator 4, an outdoor expansion valve 6, an outdoor heat exchanger 7, an indoor expansion valve 8, a heat absorber 9, a reservoir 12, and the like, which are connected in order by refrigerant pipes 13 to form a refrigerant circuit R, the radiator 4 serving as the indoor heat exchanger is disposed in an air flow passage 3 of an HVAC unit 10 through which air in the vehicle interior is ventilated, a high-temperature and high-pressure refrigerant discharged from the compressor 2 flows in through a muffler 5 and a refrigerant pipe 13G, the refrigerant releases heat into the vehicle interior (releases heat of the refrigerant), the outdoor expansion valve 6 is configured by an electric valve (electronic expansion valve) for decompressing and expanding the refrigerant during heating, the outdoor heat exchanger 7 functions as a radiator for releasing heat from the refrigerant during cooling, functions as an evaporator for absorbing heat (absorbing heat of the refrigerant) during heating, heat exchange is performed between the indoor expansion valve 8 configured by a mechanical heat exchanger for decompressing and expanding the refrigerant during cooling, the indoor expansion valve 9 serves as the indoor heat exchanger, and is disposed in the indoor heat exchanger for absorbing heat during cooling and dehumidifying the air flow from the indoor heat exchanger (evaporating the indoor heat exchanger) during heating, and dehumidifying the indoor heat absorption of the air flow passage.
The outdoor expansion valve 6 is capable of fully closing and fully opening while decompressing and expanding the refrigerant discharged from the radiator 4 and flowing into the outdoor heat exchanger 7. In the embodiment, the indoor expansion valve 8 using a mechanical expansion valve decompresses and expands the refrigerant flowing into the heat exchanger 9, and adjusts the degree of superheat of the refrigerant in the heat exchanger 9.
In addition, an outdoor blower 15 is provided at the outdoor heat exchanger 7. The outdoor fan 15 is configured to forcibly ventilate the outdoor heat exchanger 7 with the outdoor air to exchange heat between the outdoor air and the refrigerant, thereby ventilating the outdoor heat exchanger 7 with the outdoor air even when the vehicle is stopped (i.e., the vehicle speed is 0 km/h).
The exterior heat exchanger 7 includes a receiver drier portion 14 and a subcooling portion 16 in this order on the refrigerant downstream side, a refrigerant pipe 13A on the refrigerant outlet side of the exterior heat exchanger 7 is connected to the receiver drier portion 14 via an electromagnetic valve 17 (for cooling) which is an opening/closing valve opened when the refrigerant passes through the heat absorber 9, and a refrigerant pipe 13B on the outlet side of the subcooling portion 16 is connected to the refrigerant inlet side of the heat absorber 9 via a check valve 18, an indoor expansion valve 8, and an electromagnetic valve 35 (for the vehicle cabin) in this order. The receiver drier section 14 and the subcooling section 16 structurally constitute a part of the outdoor heat exchanger 7. The check valve 18 is oriented in the forward direction of the indoor expansion valve 8.
The refrigerant pipe 13A from the exterior heat exchanger 7 branches into a refrigerant pipe 13D, and the branched refrigerant pipe 13D is connected to a refrigerant pipe 13C on the refrigerant outlet side of the heat absorber 9 via an electromagnetic valve 21 (for heating) that is an opening/closing valve opened during heating. The refrigerant pipe 13C is connected to an inlet side of the accumulator 12, and an outlet side of the accumulator 12 is connected to a refrigerant pipe 13K on a refrigerant suction side of the compressor 2.
Further, a filter 19 is connected to a refrigerant pipe 13E on the refrigerant outlet side of the radiator 4, the refrigerant pipe 13E is branched into a refrigerant pipe 13J and a refrigerant pipe 13F in front of (on the refrigerant upstream side of) the outdoor expansion valve 6, and the branched refrigerant pipe 13J is connected to the refrigerant inlet side of the outdoor heat exchanger 7 via the outdoor expansion valve 6. The other branched refrigerant pipe 13F is connected to the refrigerant pipe 13B located on the refrigerant downstream side of the check valve 18 and on the refrigerant upstream side of the indoor expansion valve 8 via an electromagnetic valve 22 (for dehumidification) that is opened during dehumidification.
Thus, the refrigerant pipe 13F is connected in parallel to the series circuit of the outdoor expansion valve 6, the outdoor heat exchanger 7, and the check valve 18, and is a bypass circuit that bypasses the outdoor expansion valve 6, the outdoor heat exchanger 7, and the check valve 18. Further, solenoid valves 20 as bypass opening/closing valves are connected in parallel to the outdoor expansion valve 6.
Further, an outside air suction port and an inside air suction port (representatively, a suction port 25 in fig. 1) are formed in the air flow path 3 on the air upstream side of the heat absorber 9, and a suction switching damper 26 for switching the air introduced into the air flow path 3 to the inside air (inside air circulation) which is the air in the vehicle interior and the outside air (outside air introduction) which is the air outside the vehicle interior is provided in the suction port 25. Further, an indoor blower (blower fan) 27 for feeding the introduced internal air and external air to the airflow path 3 is provided on the air downstream side of the intake switching damper 26.
In the air flow path 3 on the leeward side (air downstream side) of the radiator 4, an auxiliary heater 23 as an auxiliary heating device constituted by a PTC heater (electric heater) is provided in the embodiment, and the air supplied into the vehicle interior through the radiator 4 can be heated. Further, an air mix damper 28 is provided in the air flow path 3 on the air upstream side of the radiator 4, and the air mix damper 28 adjusts the ratio of ventilation of the air (internal air, external air) in the air flow path 3 that flows into the air flow path 3 and passes through the heat absorber 9 to the radiator 4 and the auxiliary heater 23.
Further, in the air flow passage 3 on the air downstream side of the radiator 4, respective outlet ports (representatively shown as an outlet port 29 in fig. 1) of a FOOT blow (FOOT), a VENT (VENT), and a Defrost (DEF) are formed, and an outlet port switching damper 31 for controlling the switching of the air blown from the respective outlet ports is provided in the outlet port 29.
Further, the vehicle air conditioner 1 of the embodiment includes a device temperature adjusting device 61 for adjusting the temperature of the battery 55 (subject to be temperature-adjusted) by circulating a heat medium through the battery 55. The device temperature adjusting apparatus 61 of the embodiment includes a circulation pump 62 as a circulation device for circulating the heat medium to the battery 55, and a refrigerant-heat medium heat exchanger 64 as a capacity discharge heat exchanger, and these are connected to the battery 55 in an annular shape by a heat medium pipe 66. The battery 55 (subject to temperature adjustment) and the device temperature adjusting apparatus 61, which is a system for cooling the battery, constitute a vehicle cooling system 63 of the present invention.
In the case of the embodiment, the inlet of the heat medium passage 64A of the refrigerant-heat medium heat exchanger 64 is connected to the discharge side of the circulation pump 62, the outlet of the heat medium passage 64A is connected to the inlet of the battery 55, and the outlet of the battery 55 is connected to the suction side of the circulation pump 62. As the heat medium used in the device temperature adjusting apparatus 61, for example, water, a refrigerant such as HFO-1234yf, a liquid such as a coolant, or a gas such as air can be used. In addition, water is used as the heating medium in the embodiment. Further, a jacket structure through which a heat medium can flow in heat exchange relation with the battery 55 is provided around the battery 55, for example.
When the circulation pump 62 is operated, the heat medium discharged from the circulation pump 62 flows into the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64. The heat medium from the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 reaches the battery 55, where the heat medium exchanges heat with the battery 55. The heat medium that exchanges heat with the battery 55 is sucked into the circulation pump 62, and circulates through the heat medium pipe 66.
On the other hand, one end of a branch pipe 67 as a branch circuit is connected to the refrigerant pipe 13D located on the refrigerant downstream side of the connection portion between the refrigerant pipe 13A and the refrigerant pipe 13D of the refrigerant circuit R and on the refrigerant upstream side of the solenoid valve 21. An auxiliary expansion valve 68, which is an electrically operated valve (electronic expansion valve) in the embodiment, is provided in the branch pipe 67. The auxiliary expansion valve 68 is capable of fully closing and fully opening while decompressing and expanding the refrigerant flowing into a refrigerant passage 64B, described later, of the refrigerant/heat medium heat exchanger 64.
The other end of the branch pipe 67 is connected to the refrigerant passage 64B of the refrigerant/heat medium heat exchanger 64, one end of a refrigerant pipe 80 is connected to an outlet of the refrigerant passage 64B, and the other end of the refrigerant pipe 80 is connected to an inlet of the three-way valve 75. One end of the refrigerant pipe 71 is connected to one outlet of the three-way valve 75, and the other end of the refrigerant pipe 71 is connected to the refrigerant pipe 13C on the refrigerant upstream side (refrigerant upstream side of the accumulator 12) of the merging point with the refrigerant pipe 13D.
One end of the refrigerant pipe 70 is connected to the other outlet of the three-way valve 75, and the other end of the refrigerant pipe 70 is connected to the refrigerant pipe 13F on the refrigerant downstream side of the solenoid valve 22. The auxiliary expansion valve 68, the refrigerant passage 64B of the refrigerant/heat medium heat exchanger 64, the three-way valve 75, and the like constitute a part of the refrigerant circuit R and also constitute a part of the device temperature adjusting apparatus 61.
When the solenoid valve 68 is opened, the refrigerant (a part or all of the refrigerant) that has flowed out of the exterior heat exchanger 7 flows into the branch pipe 67, is decompressed by the auxiliary expansion valve 68 or passes through it, flows into the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64, and evaporates (absorbs heat) or releases heat there. While the refrigerant flows through the refrigerant passage 64B, heat exchange between the refrigerant and the vehicle cooling system 63 flowing through the heat medium passage 64A absorbs or releases heat from or to the heat medium, and then reaches the three-way valve 75 through the refrigerant pipe 80.
When the three-way valve 75 is in a state where its inlet is communicated with one of the outlets, the refrigerant is sucked into the compressor 2 from the refrigerant pipe 13K through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12. When the three-way valve 75 is switched to a state in which the inlet thereof communicates with the other outlet, the refrigerant flows into the refrigerant pipe 13B through the refrigerant pipe 70 and the refrigerant pipe 13F, and merges with the refrigerant from the subcooling portion 16. Then, the refrigerant flows into heat absorber 9 through indoor expansion valve 8 and solenoid valve 35.
Next, fig. 2 shows a block diagram of the control device 11 of the vehicle air conditioner 1 according to the embodiment. The control device 11 is composed of an air conditioning Controller 45 and a heat pump Controller 32, and the air conditioning Controller 45 and the heat pump Controller 32 are each composed of a microcomputer as an example of a computer having a processor, and both are connected to a vehicle communication bus 65 constituting a Control Area Network (CAN) and a Local Interconnect Network (LIN). The compressor 2, the auxiliary heater 23, and the circulation pump 62 are also connected to the vehicle communication bus 65, and the air conditioning controller 45, the heat pump controller 32, the compressor 2, the auxiliary heater 23, and the circulation pump 62 are configured to transmit and receive data via the vehicle communication bus 65.
Further, a vehicle controller 72 (ECU) that manages control of the entire vehicle including traveling, a Battery controller (BMS) 73 that manages control of charging and discharging of the Battery 55, and a GPS navigation device 74 are connected to the vehicle communication bus 65. The vehicle controller 72, the battery controller 73, and the GPS navigation device 74 are also constituted by a microcomputer as an example of a computer provided with a processor, and the air conditioning controller 45 and the heat pump controller 32 constituting the control device 11 are constituted to transmit and receive information (data) to and from the vehicle controller 72, the battery controller 73, and the GPS navigation device 74 via the vehicle communication bus 65.
The air conditioning controller 45 is a high-level controller that manages control of air conditioning in the vehicle interior, and the air conditioning controller 45 receives inputs and detects an outside air temperature sensor 33 that detects an outside air temperature Tam of the vehicle, an outside air humidity sensor 34 that detects an outside air humidity, an HVAC intake temperature sensor 36 that detects a temperature of air that is taken into the air flow path 3 from the intake port 25 and flows into the heat absorber 9, an inside air temperature sensor 37 that detects a temperature of air (inside air) in the vehicle interior, and an inside air temperature sensor 37 that detects a humidity of air in the vehicle interiorBody humidity sensor 38, and indoor CO detecting carbon dioxide concentration in vehicle interior 2 The concentration sensor 39, the discharge temperature sensor 41 that detects the temperature of the air discharged into the vehicle interior, the insolation sensor 51 of, for example, a photo sensor type that detects the amount of insolation in the vehicle interior, the outputs of the vehicle speed sensor 52 that detects the moving speed (vehicle speed) of the vehicle, and the air conditioning operation unit 53 that performs the air conditioning setting operation and the display of information in the vehicle interior, such as the switching of the set temperature and the operation mode in the vehicle interior, are connected. In the figure, 53A is a display as a display output device provided in the air conditioning operation unit 53.
The output of the air conditioning controller 45 is connected to the outdoor air-sending device 15, the indoor air-sending device (blower fan) 27, the intake switching damper 26, the air mixing damper 28, and the outlet switching damper 31, and these are controlled by the air conditioning controller 45.
The heat pump controller 32 is a controller that mainly manages control of the refrigerant circuit R, and inputs of the heat pump controller 32 are connected to respective outputs of a radiator inlet temperature sensor 43 that detects a refrigerant inlet temperature Tcxin of the radiator 4 (also, a discharge refrigerant temperature of the compressor 2), a radiator outlet temperature sensor 44 that detects a refrigerant outlet temperature Tci of the radiator 4, a suction temperature sensor 46 that detects a suction refrigerant temperature Ts of the compressor 2, a radiator pressure sensor 47 that detects a refrigerant pressure on a refrigerant outlet side of the radiator 4 (a pressure of the radiator 4: a radiator pressure Pci), a heat absorber temperature sensor 48 that detects a temperature of the heat absorber 9 (a temperature of the heat absorber 9 itself: hereinafter, a heat absorber temperature Te), an outdoor heat exchanger temperature sensor 49 that detects a refrigerant temperature of an outlet of the outdoor heat exchanger 7 (a refrigerant evaporation temperature of the outdoor heat exchanger 7: an outdoor heat exchanger temperature TXO), and auxiliary heater temperature sensors 50A (on the driver's seat side) and 50B (on the auxiliary driver's seat side) that detect a temperature of the auxiliary heater 23. In the embodiment, the radiator pressure sensor 47 is provided in the refrigerant pipe 13 on the refrigerant outlet side immediately after the radiator 4, and the heat exchanger temperature sensor 48 is provided in the heat exchanger 9.
The outputs of the heat pump controller 32 are connected to the respective solenoid valves of the outdoor expansion valve 6, the solenoid valve 22 (for dehumidification), the solenoid valve 17 (for cooling), the solenoid valve 21 (for heating), the solenoid valve 20 (for bypass), and the solenoid valve 35 (for vehicle compartment), the auxiliary expansion valve 68, and the three-way valve 75, and are controlled by the heat pump controller 32. In the embodiment, the compressor 2, the auxiliary heater 23, and the circulation pump 62 each have a built-in controller, and the controllers of the compressor 2, the auxiliary heater 23, and the circulation pump 62 transmit and receive data to and from the heat pump controller 32 via the vehicle communication bus 65, and are controlled by the heat pump controller 32.
The circulation pump 62 constituting the device temperature adjusting apparatus 61 may be controlled by the battery controller 73. The battery controller 73 is connected to outputs of a heat medium temperature sensor 76 as a temperature sensor to be temperature-adjusted, which detects the temperature of the heat medium (heat medium temperature Tw) on the outlet side of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 of the device temperature adjusting apparatus 61, and a battery temperature sensor 77, which detects the temperature of the battery 55 (the temperature of the battery 55 itself: battery temperature Tcell). In the embodiment, the remaining amount (the amount of stored electricity) of the battery 55, the charge information (the information on the charge, the charge completion time, the remaining charge time, and the like) of the battery 55, the heat medium temperature Tw, and the battery temperature Tcell are transmitted from the battery controller 73 to the air conditioning controller 45 and the vehicle controller 72 via the vehicle communication bus 65.
The information on the charge completion time and the remaining charge time when charging the battery 55 is supplied from an external charger such as a rapid charger described later. In the following description, the heat medium temperature Tw is the temperature of the heat medium circulating through the vehicle cooling system 63, and therefore, the heat medium temperature Tw may be used as the temperature of the vehicle cooling system 63 according to the present invention (embodiment), and the battery temperature Tcell may be used as the temperature of the vehicle cooling system (in this case, tcell is replaced by the temperature Tw of the vehicle cooling system according to the present invention).
In the embodiment, the heat medium temperature sensor 76 is provided in the heat medium pipe 66 immediately after the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64, and the battery temperature sensor 77 is provided in the battery 55.
The heat pump controller 32 and the air conditioning controller 45 are via the vehicle communication bus 65 mutually transmit and receive data, and control the respective devices based on the outputs of the respective sensors and the settings input by the air conditioning operation unit 53, but in this embodiment, the external air temperature sensor 33, the external air humidity sensor 34, the HVAC intake temperature sensor 36, the internal air temperature sensor 37, the internal air humidity sensor 38, and the indoor CO are configured as 2 The density sensor 39, the outlet temperature sensor 41, the solar radiation sensor 51, the vehicle speed sensor 52, the air volume Ga of the air flowing into the air flow path 3 and flowing through the air flow path 3 (calculated by the air conditioning controller 45), the air volume ratio SW of the air mix door 28 (calculated by the air conditioning controller 45), the voltage (BLV) of the indoor air-sending device 27, information from the battery controller 73, information from the GPS navigation device 74, and the output of the air conditioning operation unit 53 are transmitted from the air conditioning controller 45 to the heat pump controller 32 via the vehicle communication bus 65, and are used for controlling the heat pump controller 32.
Data (information) regarding control of the refrigerant circuit R is also transmitted from the heat pump controller 32 to the air conditioning controller 45 via the vehicle communication bus 65. The air volume ratio SW of the air mix door 28 is calculated by the air conditioning controller 45 in the range of 0 SW 1. When SW =1, all the air passing through the heat absorber 9 is ventilated to the radiator 4 and the auxiliary heater 23 through the air mix damper 28.
With the above configuration, the operation of the vehicular air conditioning device 1 according to the embodiment will be described below. In this embodiment, the control device 11 (the air conditioning controller 45 and the heat pump controller 32) switches each air conditioning operation among the heating mode, the dehumidification cooling mode, the cooling mode, and the air conditioning + battery cooling mode to execute the operation. In the embodiment, the heat pump controller 32 operates the circulation pump 62 of the equipment temperature adjusting device 61 to circulate the heat medium through the heat medium pipe 66 as shown by the broken line in fig. 3 to 7.
(1) Heating mode
First, a heating mode will be described with reference to fig. 3. The control of each device is executed by the cooperative operation of the heat pump controller 32 and the air conditioning controller 45, but the following description will be briefly made by taking the heat pump controller 32 as a control subject. Fig. 3 shows the flow direction of the refrigerant (thin solid line arrow) in the refrigerant circuit R in the heating mode. When the heating mode is selected by the heat pump controller 32 (automatic mode) or by a manual air-conditioning setting operation (manual mode) to the air-conditioning operation unit 53 of the air-conditioning controller 45, the heat pump controller 32 opens the electromagnetic valve 21 and closes the electromagnetic valve 17, the electromagnetic valve 20, the electromagnetic valve 22, and the electromagnetic valve 35.
The compressor 2 and the air-sending devices 15 and 27 are operated, and the air mixing damper 28 is in a state of adjusting the ratio of air blown out from the indoor air-sending device 27 to the radiator 4 and the auxiliary heater 23. The control of the auxiliary expansion valve 68 will be described in detail later.
Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow path 3 is ventilated to the radiator 4, the air in the air flow path 3 is heated by heat exchange with the high-temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by taking heat from the air, and condensed and liquefied.
The refrigerant liquefied in the radiator 4 flows out of the radiator 4, and then reaches the outdoor expansion valve 6 through the refrigerant pipes 13E and 13J. The refrigerant flowing into the outdoor expansion valve 6 is decompressed and then flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 evaporates, and heat is absorbed (absorbed) by traveling or from outside air ventilated by the outdoor fan 15. That is, the refrigerant circuit R is a heat pump. And, the following cycle is repeated: the low-temperature refrigerant discharged from the exterior heat exchanger 7 passes through the refrigerant pipe 13A, the refrigerant pipe 13D, and the solenoid valve 21 to reach the refrigerant pipe 13C, and further passes through the refrigerant pipe 13C to enter the accumulator 12, where the gas-liquid separation is performed, and then the gas refrigerant is sucked into the compressor 2 through the refrigerant pipe 13K. The air heated by the radiator 4 is blown out from the air outlet 29, and thus the vehicle interior is heated.
The heat pump controller 32 calculates a target radiator pressure PCO from a target heater temperature TCO (target temperature of the radiator 4) calculated from a target outlet temperature TAO (described later), which is a target temperature of air blown into the vehicle interior (target value of temperature of air blown into the vehicle interior), controls the rotation speed of the compressor 2 based on the target radiator pressure PCO and a radiator pressure Pci (high pressure of the refrigerant circuit R: parameter) detected by the radiator pressure sensor 47, and controls the degree of supercooling of the refrigerant at the outlet of the radiator 4 by controlling the valve opening of the outdoor expansion valve 6 based on the refrigerant outlet temperature Tci of the radiator 4 detected by the radiator outlet temperature sensor 44 and the radiator pressure Pci detected by the radiator pressure sensor 47.
When the heating capacity (heating capacity) of the radiator 4 is insufficient for the necessary heating capacity, the heat pump controller 32 compensates for the shortage by the heat generation of the auxiliary heater 23. This allows the vehicle interior to be smoothly heated even at a low outside air temperature.
(2) Dehumidification heating mode
Next, the dehumidification and heating mode will be described with reference to fig. 4. Fig. 4 shows the flow direction of the refrigerant (thin solid line arrow) in the refrigerant circuit R in the dehumidification and heating mode. In the dehumidification and heating mode, the heat pump controller 32 opens the solenoid valves 21, 22, 35, and closes the solenoid valves 17, 20, 69. The auxiliary expansion valve 68 will be described in detail later. The compressor 2 and the air-sending devices 15 and 27 are operated, and the air mixing damper 28 is in a state of adjusting the ratio of air blown out from the indoor air-sending device 27 to the radiator 4 and the auxiliary heater 23.
Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow path 3 is ventilated to the radiator 4, the air in the air flow path 3 is heated by heat exchange with the high-temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by taking heat from the air, and condensed and liquefied.
The refrigerant liquefied in the radiator 4 exits from the radiator 4, and a part of the refrigerant enters the refrigerant pipe 13J through the refrigerant pipe 13E and reaches the outdoor expansion valve 6. The refrigerant flowing into the outdoor expansion valve 6 is decompressed and then flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 evaporates, and absorbs heat (absorbs heat) by traveling or from outside air ventilated by the outdoor fan 15. And, the following cycle is repeated: the low-temperature refrigerant that has exited the exterior heat exchanger 7 passes through the refrigerant pipe 13A, the refrigerant pipe 13D, and the electromagnetic valve 21 to reach the refrigerant pipe 13C, enters the accumulator 12 through the refrigerant pipe 13C, is subjected to gas-liquid separation, and then is sucked into the compressor 2 through the refrigerant pipe 13K.
On the other hand, the remaining part of the condensed refrigerant flowing through the refrigerant pipe 13E via the radiator 4 is branched, and the branched refrigerant flows into the refrigerant pipe 13F via the solenoid valve 22 and reaches the refrigerant pipe 13B. Next, the refrigerant reaches the indoor expansion valve 8, is decompressed by the indoor expansion valve 8, and then flows into the heat absorber 9 through the solenoid valve 35 to be evaporated. At this time, moisture in the air blown out from the indoor fan 27 is condensed and adheres to the heat absorber 9 by the heat absorption action of the refrigerant generated by the heat absorber 9, and therefore, the air is cooled and dehumidified.
The refrigerant evaporated in the heat exchanger 9 repeats the following cycle: the refrigerant (the refrigerant from the exterior heat exchanger 7) from the refrigerant pipe 13D that has flowed out of the refrigerant pipe 13C merges with the refrigerant, and is sucked into the compressor 2 from the refrigerant pipe 13K via the accumulator 12. The air dehumidified by the heat absorber 9 is reheated while passing through the radiator 4 and the auxiliary heater 23 (when generating heat), and thus, the vehicle interior is dehumidified and heated.
In the embodiment, the heat pump controller 32 controls the rotation speed of the compressor 2 based on the target radiator pressure PCO calculated from the target heater temperature TCO and the radiator pressure Pci (high pressure of the refrigerant circuit R: parameter) detected by the radiator pressure sensor 47, or controls the rotation speed of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te: parameter) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO as the target value thereof. At this time, the heat pump controller 32 selects the lower one of the target compressor rotation speeds obtained by a certain calculation to control the compressor 2, based on the radiator pressure Pci or the heat absorber temperature Te. Further, the valve opening degree of the outdoor expansion valve 6 is controlled based on the heat absorber temperature Te.
In the case where the heating capacity (heating capacity) of the radiator 4 is insufficient for the necessary heating capacity in the dehumidification-heating mode, the heat pump controller 32 compensates for the shortage by the heat generation of the auxiliary heater 23. This allows the interior of the vehicle to be smoothly dehumidified and heated even at a low outside air temperature.
(3) Dehumidification cooling mode
Next, the dehumidification and cooling mode will be described with reference to fig. 5. Fig. 5 shows the flow direction of the refrigerant (thin solid line arrow) in the refrigerant circuit R in the dehumidification-air cooling mode. In the dehumidification cooling mode, the heat pump controller 32 opens the solenoid valves 17 and 35 and closes the solenoid valves 20, 21 and 22. The auxiliary expansion valve 68 will be described in detail later. The compressor 2 and the air-sending devices 15 and 27 are operated, and the air mixing damper 28 is in a state of adjusting the ratio of the air blown from the indoor air-sending device 27 to be ventilated to the radiator 4 and the auxiliary heater 23.
Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow path 3 is ventilated to the radiator 4, the air in the air flow path 3 is heated by heat exchange with the high-temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by taking heat from the air, and condensed and liquefied.
The refrigerant from the radiator 4 passes through the refrigerant pipes 13E and 13J to reach the outdoor expansion valve 6, and flows into the outdoor heat exchanger 7 through the outdoor expansion valve 6 controlled to be opened more (in a region having a larger valve opening degree) than in the heating mode and the dehumidification and heating mode. The refrigerant flowing into the outdoor heat exchanger 7 is condensed by traveling or by air-cooling with outside air ventilated by the outdoor fan 15. The refrigerant flowing out of the exterior heat exchanger 7 enters the refrigerant pipe 13B through the refrigerant pipe 13A, the solenoid valve 17, the receiver-drier unit 14, and the subcooling unit 16, and reaches the indoor expansion valve 8 through the check valve 18. The refrigerant is decompressed by the indoor expansion valve 8, flows into the heat absorber 9 through the solenoid valve 35, and evaporates. By the heat absorption action at this time, moisture in the air blown out from the indoor fan 27 condenses and adheres to the heat absorber 9, and the air is cooled and dehumidified.
The refrigerant evaporated in the heat exchanger 9 repeats the following cycle: reaches the accumulator 12 through the refrigerant pipe 13C, and is sucked from the refrigerant pipe 13K by the compressor 2 through this passage. The air cooled and dehumidified by the heat absorber 9 is reheated (lower heating capacity than in the case of dehumidification and heating) while passing through the radiator 4 and the auxiliary heater 23 (in the case of heat generation), and thus the vehicle interior is dehumidified and cooled.
The heat pump controller 32 controls the rotation speed of the compressor 2 so that the heat absorber temperature Te becomes the target heat absorber temperature TEO based on the temperature of the heat absorber 9 (heat absorber temperature Te: parameter) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO which is the target temperature of the heat absorber 9 (target value of heat absorber temperature Te), and controls the valve opening degree of the outdoor expansion valve 6 so that the radiator pressure Pci becomes the target radiator pressure PCO based on the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47 and the target radiator pressure PCO (target value of radiator pressure Pci), thereby obtaining the required reheating amount (reheating amount) of the radiator 4.
In addition, when the heating capacity (reheating capacity) of the heat radiator 4 is insufficient for the necessary heating capacity in the dehumidification-air cooling mode, the heat pump controller 32 supplements the shortage by the heat generation of the auxiliary heater 23. Thus, the dehumidification and cooling are performed without excessively lowering the temperature in the vehicle interior.
(4) Refrigeration mode
Next, the cooling mode will be described with reference to fig. 6. Fig. 6 shows a flow direction of the refrigerant (thin solid line arrow) in the refrigerant circuit R in the cooling mode. In the cooling mode, the heat pump controller 32 opens the solenoid valves 17, 20, and 35 and closes the solenoid valves 21 and 22. The auxiliary expansion valve 68 will be described in detail later. The compressor 2 and the air-sending devices 15 and 27 are operated, and the air mixing damper 28 is in a state of adjusting the ratio of the air blown out from the indoor air-sending device 27 to be ventilated to the radiator 4 and the auxiliary heater 23. In addition, the auxiliary heater 23 is not energized.
Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. The air in the air flow path 3 is blown to the radiator 4, but the ratio thereof is small (only for reheating (reheating) at the time of cooling), and therefore, it is considered that the air hardly passes through the refrigerant, and the refrigerant coming out of the radiator 4 passes through the refrigerant pipe 13E to reach the refrigerant pipe 13J. At this time, since the solenoid valve 20 is opened, the refrigerant passes through the solenoid valve 20, flows into the outdoor heat exchanger 7 as it is, and is cooled by air by traveling or by outside air ventilated by the outdoor fan 15, thereby being condensed and liquefied.
The refrigerant flowing out of the exterior heat exchanger 7 enters the refrigerant pipe 13B through the refrigerant pipe 13A, the solenoid valve 17, the receiver-drier unit 14, and the subcooling unit 16, and reaches the indoor expansion valve 8 through the check valve 18. The refrigerant is decompressed by the indoor expansion valve 8, flows into the heat absorber 9 through the solenoid valve 35, and evaporates. The air blown out from the indoor fan 27 and heat-exchanged with the heat absorber 9 is cooled by the heat absorption action at this time.
The refrigerant evaporated in the heat exchanger 9 repeats the following cycle: reaches the accumulator 12 through the refrigerant pipe 13C, and is sucked into the compressor 2 through the refrigerant pipe 13K. The air cooled by the heat absorber 9 is blown out into the vehicle interior from the air outlet 29, and thus the vehicle interior is cooled. In the cooling mode, the heat pump controller 32 controls the rotation speed of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te: parameter) detected by the heat absorber temperature sensor 48.
(5) Air conditioning + battery cooling mode
Next, the air conditioning + battery cooling mode will be described with reference to fig. 7. Fig. 7 shows the flow direction of the refrigerant (solid arrow) in the refrigerant circuit R in the air-conditioning + battery cooling mode. In the air conditioning + battery cooling mode, the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20, the solenoid valve 35, and closes the solenoid valve 21 and the solenoid valve 22. The auxiliary expansion valve 68 is opened to reduce the pressure of the refrigerant, and the three-way valve 75 has an inlet communicating with one of the outlets.
The compressor 2 and the air-sending devices 15 and 27 are operated, and the air mixing damper 28 is in a state of adjusting the ratio of the air blown out from the indoor air-sending device 27 to be ventilated to the radiator 4 and the auxiliary heater 23. In this operation mode, the auxiliary heater 23 is not energized.
Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. The air in the air flow path 3 is blown to the radiator 4, but the ratio thereof is small (reheating only during cooling), and therefore, it is considered that the air hardly passes through the refrigerant, and the refrigerant coming out of the radiator 4 passes through the refrigerant pipe 13E and reaches the refrigerant pipe 13J. At this time, since the solenoid valve 20 is opened, the refrigerant passes through the solenoid valve 20, flows into the outdoor heat exchanger 7 as it is, and is cooled by air by traveling or by outside air ventilated by the outdoor fan 15, thereby being condensed and liquefied.
The refrigerant discharged from the exterior heat exchanger 7 enters the refrigerant pipe 13A. The refrigerant flowing into the refrigerant pipe 13A is branched, and a part of the refrigerant passes through the refrigerant pipe 13A, the solenoid valve 17, the receiver drier portion 14, and the subcooling portion 16 as it is, and enters the refrigerant pipe 13B. The refrigerant flowing into the refrigerant pipe 13B passes through the check valve 18 and reaches the indoor expansion valve, and the refrigerant flowing into the indoor expansion valve 8 is decompressed therein, flows into the heat absorber 9 through the solenoid valve 35, and evaporates. The air blown out from the indoor fan 27 and heat-exchanged with the heat absorber 9 is cooled by the heat absorption action at this time.
The refrigerant evaporated in the heat exchanger 9 repeats the following cycle: reaches the accumulator 12 through the refrigerant pipe 13C, and is sucked into the compressor 2 through the refrigerant pipe 13K. The air cooled by the heat absorber 9 is blown out into the vehicle interior from the air outlet 29, and thus the vehicle interior is cooled.
On the other hand, the remaining refrigerant branched from the refrigerant pipe 13A to the refrigerant pipe 13D flows into the branch pipe 6 by closing the solenoid valve 21, and reaches the auxiliary expansion valve 68. The refrigerant is decompressed and flows into the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64, where it is evaporated. In this case, an endothermic effect is exerted. The refrigerant evaporated in the refrigerant passage 64B reaches the refrigerant pipe 13C through the refrigerant pipe 80, the three-way valve 75, and the refrigerant pipe 71 in this order, merges with the refrigerant from the heat absorber 9, and enters the accumulator 12. Further, the cycle (indicated by the thin solid line arrow in fig. 7) in which the refrigerant is sucked from the refrigerant pipe 13K through the accumulator 12 by the compressor 2 is repeated.
On the other hand, since the circulation pump 62 is operated, the heat medium discharged from the circulation pump 62 reaches the heat medium passage 64A of the refrigerant-heat medium heat exchanger 64 in the heat medium pipe 66, exchanges heat with the refrigerant evaporated in the refrigerant passage 64B, absorbs heat, and cools the heat medium. The heat medium flowing out of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 reaches the battery 55 to exchange heat with the battery 55. Thereby, the battery 55 is cooled, and the heat medium that has cooled the battery 55 repeats the cycle (indicated by the broken-line arrow in fig. 7) of being sucked by the circulation pump 62.
In the air-conditioning + battery cooling mode, the heat pump controller 32 controls the rotation speed of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te: parameter) detected by the heat absorber temperature sensor 48 while keeping the solenoid valve 35 open. In the embodiment, the valve opening degree of the auxiliary expansion valve 68 is controlled based on the temperature of the heat medium detected by the heat medium temperature sensor 76 (heat medium temperature Tw: delivered from the battery controller 73), and the heat medium temperature Tw is adjusted to a target heat medium temperature TWO (target temperature of the vehicle cooling system 63) that is a target temperature of the heat medium temperature Tw (temperature of the vehicle cooling system 63).
(6) Switching of air conditioning operation
The heat pump controller 32 calculates the target outlet air temperature TAO based on the following formula (I). The target outlet air temperature TAO is a target value of the temperature of the air blown out into the vehicle interior from the outlet port 29.
TAO＝(Tset-Tin)×K＋Tbal(f(Tset、SUN、Tam))
・・(I)
Here, tset is a set temperature in the vehicle interior set by the air conditioning operation unit 53, tin is a temperature of the vehicle interior air detected by the interior air temperature sensor 37, K is a coefficient, and Tbal is a balance value calculated from the set temperature Tset, the solar radiation amount SUN detected by the solar radiation sensor 51, and the outside air temperature Tam detected by the outside air temperature sensor 33. In general, the target outlet air temperature TAO is higher as the outside air temperature Tam is lower, and the target outlet air temperature TAO is lower as the outside air temperature Tam is higher.
The heat pump controller 32 selects one of the air-conditioning operations based on the outside air temperature Tam detected by the outside air temperature sensor 33 at the time of startup and the target outlet air temperature TAO. After the start-up, the air conditioning operation is selected and switched according to changes in the operating conditions, environmental conditions, and setting conditions, such as the outside air temperature Tam, the target outlet air temperature TAO, and the heat medium temperature Tw.
In the case of the embodiment, the transition to the air conditioning + battery cooling mode is performed based on the battery cooling demand input from the battery controller 73. In this case, in the embodiment, when the heat medium temperature Tw or the battery temperature Tcell is increased to a predetermined value (upper limit value TwUL described later in the case of the heat medium temperature Tw) or more, the battery controller 73 determines that cooling of the battery 55 (object to be temperature-adjusted) is necessary, and outputs a battery cooling request.
The battery cooling request is transmitted to the heat pump controller 32 and the air conditioning controller 45, and the heat pump controller 32 transitions to the air conditioning + battery cooling mode described above upon receiving the battery cooling request. Therefore, the condition in which the vehicle cooling system 63 of the present invention does not need to be cooled means a condition in which the battery cooling request is not output from the battery controller 73.
(7) Cooling capacity release to vehicle cooling system 63 based on heat pump controller 32
Here, in the heating mode described above, when the outside air temperature Tam becomes low, the cooling capacity of the refrigerant circuit R becomes excessive only by heat absorption of the outside air from the exterior heat exchanger 7, and the suction refrigerant temperature Ts of the compressor 2 becomes low. Since the suction refrigerant temperature Ts becomes lower than the suction refrigerant pressure of the compressor 2, the heat pump controller 32 performs a protection operation for reducing the rotation speed of the compressor 2, and therefore the heating capacity of the vehicle interior by the radiator 4 also decreases, and the auxiliary heater 23 is required to supplement the operation.
In the dehumidification and heating mode and the dehumidification and cooling mode, since the heat absorber temperature Te is likely to decrease when the outside air temperature Tam decreases, the cooling capacity of the refrigerant circuit R becomes excessive, the rotation speed of the compressor 2 decreases, the heating capacity in the vehicle interior by the radiator 4 decreases, and similarly, the auxiliary heater 23 is required to supplement or transition to another operation mode (for example, transition from the dehumidification and cooling mode to the dehumidification and cooling mode).
(7-1) Cooling capability releasing action to vehicle Cooling System 63 (1)
Therefore, when the heat pump controller 32 executes the heating mode, the dehumidification heating mode, and the dehumidification cooling mode, and in a situation where the battery cooling request is not output from the battery controller 73 and the vehicle cooling system 63 does not need to be cooled, the operation of releasing the cooling capacity of the refrigerant circuit R is executed to the vehicle cooling system 63 when the heat medium temperature Tw is higher than the lower limit value TwLL of the upper limit value TwUL and the lower limit value TwLL set at the upper and lower levels of the target heat medium temperature TWOs, in particular, when the margin is higher than the lower limit value TwLL + DF1 in this embodiment. DF1 is a predetermined redundancy. The following description will be made with reference to fig. 8 to 10.
Here, the heat pump controller 32 calculates the required heating capacity TGQh required by the radiator 4 and the heating capacity Qhph that can be generated by the radiator 4 in the heating mode, the dehumidification-heating mode, and the dehumidification-cooling mode by using the following equations (II) and (III).
TGQh＝(TCO-Te)×Cpa×ρ×Qair・・(II)
Qhph＝f(Tam、NC、BLV、VSP、FANVout、Te)・(III)
Here, te is the temperature of the heat absorber 9 detected by the heat absorber temperature sensor 48, TCO is the target heater temperature, cpa is the specific heat [ kj/kg ] seed K of the air flowing into the heat radiator 4]ρ is the density (specific volume) of air flowing into the radiator 4 [ kg/m ] 3 ]Qair is the air flow [ m ] through the radiator 4 3 /h](estimated from the blower voltage BLV of the indoor blower 27, etc.), VSP is the vehicle speed obtained from the vehicle speed sensor 52, and fanbout is the voltage of the outdoor blower 15.
The heat pump controller 32 sets a predetermined upper limit capacity TGQh + DQ1 and a predetermined lower limit capacity TGQh-DQ2 above and below the required heating capacity TGQh based on the calculated required heating capacity TGQh. Further, DQ1 and DQ2 are predetermined differences. Next, based on these and the heating capacity Qhph, when the heating capacity Qhph is equal to or less than the lower limit capacity TGQh-DQ2, the heat pump controller 32 opens the auxiliary expansion valve 68 to reduce the pressure of the refrigerant as shown in fig. 8. The three-way valve 75 communicates the inlet with one of the outlets.
As a result, as indicated by white arrows in fig. 3 to 5, the refrigerant flowing out of the exterior heat exchanger 7 to the refrigerant pipe 13A and entering the refrigerant pipe 13D in the heating mode and the dehumidification heating mode is also branched to the branch pipe 67, and the refrigerant flowing out of the exterior heat exchanger 7 to the refrigerant pipe 13A in the dehumidification cooling mode is also branched to the refrigerant pipe 13D and flows into the branch pipe 67.
The refrigerant flowing into the branch pipe 67 is decompressed by the auxiliary expansion valve 68, flows into the refrigerant passage 64 of the refrigerant-heat medium heat exchanger 64, and evaporates therein. The refrigerant evaporated in the refrigerant passage 64B reaches the refrigerant pipe 13C through the refrigerant pipe 80, the three-way valve 75, and the refrigerant pipe 71 in this order, merges with the refrigerant from the heat exchanger 9, and enters the accumulator 12. Then, the cycle of suction from the refrigerant pipe 13K by the compressor 2 through the accumulator 12 is repeated.
On the other hand, since the circulation pump 62 is operated, the heat medium discharged from the circulation pump 62 reaches the heat medium passage 64A of the refrigerant-heat medium heat exchanger 64 in the heat medium pipe 66, exchanges heat with the refrigerant evaporated in the refrigerant passage 64B, absorbs heat, and cools the heat medium. Thereby, the cooling capacity of the refrigerant circuit R is discharged to the heat medium of the vehicle cooling system 63. The heat medium flowing out of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 reaches the battery 55 to exchange heat with the battery 55, and thus the battery 55 is cooled. The heat medium having cooled the battery 55 is circulated by the circulation pump 62.
By the release of the cooling capacity to the vehicle cooling system 63, the suction refrigerant temperature Ts is less likely to decrease in the heating mode, and the heat absorber temperature Te is less likely to decrease in the dehumidification-air heating mode and the dehumidification-air cooling mode, so that the rotation speed of the compressor 2 can be increased, and the heating capacity Qhph of the radiator 4 can be increased. This eliminates the need to heat the auxiliary heater 23.
Thereafter, when the heating capacity Qhph rises to the upper limit capacity TGQh + DQ1, the heat pump controller 32 completely closes the auxiliary expansion valve 68. Thus, the refrigerant does not flow into the branch pipe 69, and the discharge of the cooling capacity of the refrigerant-heat medium heat exchanger 64 is stopped. When the heating capacity Qhph decreases to the lower limit capacity TGQh-DQ2 again, the auxiliary expansion valve 68 is opened to restart the discharge of the cooling capacity of the refrigerant-heat medium heat exchanger 64. After that, it is repeated (fig. 8).
In this way, in the case of the heating mode, the dehumidification heating mode, and the dehumidification cooling mode in which the heat pump controller 32 heats the vehicle interior through the radiator 4 by providing the refrigerant-heat medium heat exchanger 64 for exchanging heat between the heat medium and the refrigerant of the vehicle cooling system 63, the cooling capacity is released to the vehicle cooling system 63 through the refrigerant-heat medium heat exchanger 64 even in a situation where the vehicle cooling system 63 does not need to be cooled, so that, for example, in an environment where the outside air temperature Tam is low, when the cooling capacity is excessive, the excessive cooling capacity can be released to the vehicle cooling system 63, and a decrease in the heating capacity in the vehicle interior can be avoided. This can enlarge the possible range of the dehumidification heating mode and the dehumidification cooling mode. In addition, the necessity of heating the auxiliary heater 23 in the heating mode, the dehumidification heating mode, and the dehumidification cooling mode can be reduced or eliminated, which contributes to energy saving and comfortable air conditioning in the vehicle interior.
In this case, when the heat medium temperature Tw is higher than the predetermined lower limit value TwLL set below the target heat medium temperature twoo, the cooling capacity is released to the vehicle cooling system 63 by the cooling-heat medium heat exchanger 64, so the vehicle cooling system 63 (the battery 55) does not need to be cooled, but the cooling capacity can be released to the vehicle cooling system 63 in a state where cooling is not also impaired.
In particular, when the heat medium temperature Tw is higher than the lower limit value TwLL + DF1 (predetermined margin) as in the embodiment, if the cooling capacity is discharged to the vehicle cooling system 63 through the refrigerant-heat medium heat exchanger 64, the margin is provided up to the lower limit value TwLL of the heat medium temperature Tw, and the cooling capacity can be discharged.
In the embodiment, the discharge of the cooling capacity of the refrigerant-heat medium heat exchanger 64 is controlled based on the required heating capacity TGQh required by the radiator 4 and the heating capacity Qhph generated by the radiator 4, so that when the heating capacity Qhph generated by the radiator 4 is insufficient with respect to the required heating capacity TGQh, the cooling capacity is discharged by the vehicle cooling system 63, and the heating capacity can be improved.
In particular, as in the present embodiment, based on the predetermined upper limit capacity TGQh + DQ1 and lower limit capacity TGQh-DQ2 and heating capacity Qhph set above and below the required heating capacity TGQh, when the heating capacity Qhph falls to the lower limit capacity TGQh-DQ2, the discharge of the cooling capacity of the refrigerant-heat medium heat exchanger 64 is started, and when the heating capacity Qhph rises to the upper limit capacity TGQh + DQ1, the discharge of the cooling capacity of the refrigerant-heat medium heat exchanger 64 is stopped, the discharge of the cooling capacity to the vehicle cooling system 63 can be appropriately controlled, and the heating capacity Qhph satisfies the required heating capacity TGQh.
(7-2) refrigerating capacity discharge limiting action (1)
By the control of the cooling capacity release based on the required heating capacity TGQh and the heating capacity Qhph as described above, the target heat medium temperature TWOs apparently decreases to the lower limit value TwLL + DF1 (indicated by an arrow in fig. 8). However, when the heat medium temperature Tw shown in fig. 9 is equal to or less than the lower limit value TwLL + DF1 during the cooling capacity discharge of the vehicle cooling system 63 of the refrigerant-heat medium heat exchanger 64, the heat pump controller 32 performs the cooling capacity discharge limiting operation.
In the cooling capacity release limiting operation, the heat pump controller 32 sets a predetermined 1 st threshold value DF2 and a 2 nd threshold value DF3 higher than the 1 st threshold value DF2 between the target heat medium temperature TWO and the lower limit value TwLL + DF1 as shown in fig. 9. First, when the heat medium temperature Tw is equal to or lower than the lower limit value TwLL + DF1, the auxiliary expansion valve 68 is fully closed regardless of the value of the heating capacity Qhph, and the discharge of the cooling capacity of the refrigerant-heat medium heat exchanger 64 is stopped.
Thereafter, when the heat medium temperature Tw has increased to the 2 nd threshold value DF3, the heat pump controller 32 opens the auxiliary expansion valve 68 to restart the discharge of the cooling capacity of the refrigerant-heat medium heat exchanger 64. When the heat medium temperature Tw decreases to the 1 st threshold value DF2, the auxiliary expansion valve 68 is fully closed, and the discharge of the cooling capacity of the refrigerant-heat medium heat exchanger 64 is stopped. By repeating this, the discharge of the cooling capacity of the refrigerant/heat medium heat exchanger 64 is restricted, and the problem that the heat medium temperature Tw falls to the lower limit value TwLL when the discharge of the cooling capacity of the refrigerant/heat medium heat exchanger 64 is controlled in accordance with the required heating capacity TGQh and the heating capacity Qhph is avoided.
In particular, as in this embodiment, the 1 st threshold value DF2 and the 2 nd threshold value DF3 higher than the 1 st threshold value DF2 are set between the target heat medium temperature TWO and the lower limit value TwLL + DF1, and the discharge of the cooling capacity of the refrigerant-heat medium heat exchanger 64 is stopped when the heat medium temperature Tw is decreased to the 1 st threshold value DF2 and the discharge of the cooling capacity of the refrigerant-heat medium heat exchanger 64 is started when the heat medium temperature Tw is increased to the 2 nd threshold value DF3, regardless of the heating capacity Qhph, whereby the heat medium temperature Tw can be maintained between the target heat medium temperature TWO and the lower limit value TwLL + DF1.
(7-3) Cooling capability releasing action to vehicle Cooling System 63 (2)
The cooling capacity releasing operation in (7-1) above may be performed by configuring the auxiliary expansion valve 68 to be a combination of a mechanical expansion valve and a solenoid valve. However, in the embodiment, the auxiliary expansion valve 68 is configured by an electrically operated valve, and therefore the valve opening degree of the auxiliary expansion valve 68 may be controlled based on the required heating capacity TGQh and the heating capacity Qhph, without being limited to the cooling capacity releasing operation of (7-1) described above.
In this case, the heat pump controller 32 feedback-controls the discharge of the cooling capacity of the refrigerant-heat medium heat exchanger 64 by continuously adjusting the valve opening degree of the auxiliary expansion valve 68 based on the difference between the required heating capacity TGQh and the heating capacity Qhph by PID calculation or the like so that the heating capacity Qhph becomes the required heating capacity TGQh. Thus, the heating capacity Qhph is controlled to the required heating capacity TGQh.
In this way, if the discharge of the cooling capacity of the refrigerant-heat medium heat exchanger 64 is feedback controlled so that the heating capacity Qhph becomes the required heating capacity TGQh based on the difference between the required heating capacity TGQh and the heating capacity Qhph, the discharge of the cooling capacity to the vehicle cooling system 63 can be smoothly controlled so that the heating capacity Qhph becomes the required heating capacity TGQh.
(7-4) refrigerating capacity discharge limiting action (2)
In the cooling capacity release operation of (7-3), the heat pump controller 32 also executes the cooling capacity release limiting operation when the heat medium temperature Tw is equal to or lower than the lower limit value TwLL + DF1. In the cooling capacity discharge limiting operation in this case, the heat pump controller 32 continuously feedback-controls the discharge of the cooling capacity of the refrigerant-heat medium heat exchanger 64 so as to adjust the valve opening degree of the auxiliary expansion valve 68 so that the heat medium temperature Tw becomes the lower limit value TwLL + DF1, based on the difference between the lower limit value TwLL + DF1 and the heat medium temperature Tw, regardless of the heating capacity Qhph. Thereby, the discharge of the cooling capacity of the refrigerant-heat medium heat exchanger 64 is restricted, and the heat medium temperature Tw is smoothly controlled to be higher than the lower limit value TwLL by a predetermined margin DF1.
(7-5) Release limitation of Cooling capability Release
When the heat pump controller 32 restricts the discharge of the cooling capacity of the refrigerant-heat medium heat exchanger 64 as shown in (7-2) and (7-4) described above, the heat pump controller 32 releases the discharge restriction of the cooling capacity of the refrigerant-heat medium heat exchanger 64 when the heating capacity Qhph rises to the upper limit capacity TGQh + DQ1 set above the required heating capacity TGQh as shown in fig. 10.
The increase of the heating capacity Qhph to the upper limit capacity TGQh + DQ1 means that the discharge of the cooling capacity is not required. By canceling the discharge limitation of the cooling capacity by increasing the heating capacity Qhph to the upper limit capacity TGQh + DQ1 as in the embodiment, the discharge limitation of the cooling capacity can be smoothly canceled in response to the cooling of the vehicle cooling system 63 not being performed.
(8) Heat pump controller 32-based release of heating capacity to vehicle cooling system 63
On the other hand, in the cooling mode in which the interior of the vehicle is cooled by the heat absorber 9, the cooling capacity in the vehicle interior may be insufficient only by the release of the heating capacity in the outdoor heat exchanger 7.
(8-1) heating power releasing operation to vehicle Cooling System 63 (1)
Therefore, when the heat pump controller 32 executes the cooling mode, the battery cooling request is not output from the battery controller 73, and the vehicle cooling system 63 does not need to be cooled, and when the heat medium temperature Tw is lower than the upper limit value TwUL of the upper limit value TwUL and the lower limit value TwLL set at the upper and lower sides of the target heat medium temperature TWO, particularly when the margin remaining in the present embodiment is lower than the upper limit value TwUL-DF4, the operation of releasing the heating capacity of the refrigerant circuit R is executed to the vehicle cooling system 63. DF4 is a predetermined redundancy. The following description will be made with reference to fig. 11 to 14.
Here, in the cooling mode, the heat pump controller 32 calculates a required cooling capacity TGQc required for the heat absorber 9 and a cooling capacity Qhpc that can be generated by the heat absorber 9, for example, by using the following equations (IV) and (V).
TGQc＝{f(Tein、HumTein)-f(TEO、HumTEO)}×Ga
・・(IV)
Qhpc＝{f(Tein、HumTein)-f(Te、HumTe)}×Ga
・・(V)
Here, f in the equations (IV) and (V) is a coefficient for calculating the specific enthalpy [ kJ/kg ] from the air temperature and humidity, tein is the air temperature (HVAC intake temperature) [ ° c ] before the heat absorber 9, humTein is the air humidity (HVAC intake humidity) [% RH ] before the heat absorber 9 (HumTein is a change of the HVAC unit 10 according to the internal air supply and the external air supply), humTEO is the target heat absorber outlet humidity (target vehicle interior air humidity) [% RH ], humTe is the heat absorber outlet humidity (vehicle interior air humidity) [% RH ], and these are received from the vehicle controller 72. Ga is the air volume of the air flowing through the air flow path 3. The target heat sink temperature TEO is a predetermined data table set for the heat pump controller 32 based on the relationship with the outside air temperature Tam.
The heat pump controller 32 sets a predetermined upper limit capacity TGQc + DQ3 and a predetermined lower limit capacity TGQc-DQ4 above and below the required cooling capacity TGQc, based on the calculated required cooling capacity TGQc. Note that DQ3 and DQ4 are predetermined differences. Next, based on the sum of these values and the cooling capacity Qhpc, when the cooling capacity Qhpc is equal to or less than the lower limit capacity TGQc-DQ4, the heat pump controller 32 fully opens the auxiliary expansion valve 68 as shown in fig. 11. The three-way valve 75 communicates the inlet with the other outlet.
As a result, as indicated by white arrows in fig. 6, the refrigerant flowing out of the exterior heat exchanger 7 to the refrigerant pipe 13A is also branched into the refrigerant pipe 13D and flows into the branch pipe 67. The refrigerant flowing into the branch pipe 67 passes through the auxiliary expansion valve 68 as it is, and then flows into the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64, where it releases heat. The refrigerant that has radiated heat in the refrigerant passage 64B reaches the refrigerant pipe 13F through the refrigerant pipe 80, the three-way valve 75, and the refrigerant pipe 70 in this order, and further flows into the refrigerant pipe 13B to join the refrigerant from the subcooling portion 16.
The refrigerant is decompressed by the indoor expansion valve 8 in the same manner as described above, and then enters the heat absorber 9 through the solenoid valve 35, where it is evaporated. The refrigerant evaporated in the heat exchanger 9 is repeatedly circulated by being sucked into the compressor 2 from the refrigerant pipe 13K through the refrigerant pipe 13C and the accumulator 12.
On the other hand, since the circulation pump 62 is operated, the heat medium discharged from the circulation pump 62 reaches the heat medium passage 64A of the refrigerant-heat medium heat exchanger 64 in the heat medium pipe 66, and exchanges heat with the refrigerant that radiates heat in the refrigerant passage 64B, thereby heating the heat medium. Thereby, the heating capacity of the refrigerant circuit R is discharged to the heat medium of the vehicle cooling system 63. The heat medium flowing out of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 reaches the battery 55 to exchange heat with the battery 55, and therefore the battery 55 is heated. The heat medium heated in the battery 55 is circulated by the circulation pump 62.
By releasing the heating capacity to the vehicle cooling system 63 in this manner, the enthalpy difference can be obtained as shown by X1 in the p-h diagram of fig. 12 in the cooling mode, and the cooling capacity Qhpc of the heat absorber 9 is increased.
Thereafter, when the cooling capacity Qhpc increases to the upper limit capacity TGQc + DQ3, the heat pump controller 32 completely closes the auxiliary expansion valve 68. Thus, the refrigerant does not flow into the branch pipe 69, and the discharge of the heating capacity of the refrigerant-heat medium heat exchanger 64 is stopped. When the cooling capacity Qhpc decreases to the lower limit capacity TGQc-DQ4 again, the auxiliary expansion valve 68 is fully opened, and the discharge of the heating capacity of the refrigerant-heat medium heat exchanger 64 is restarted. This is repeated later (fig. 11).
In this way, the refrigerant-heat medium heat exchanger 64 for exchanging heat between the heat medium and the refrigerant of the vehicle cooling system 63 is provided, and the heat pump controller 32 releases the heating capacity to the vehicle cooling system 63 via the refrigerant-heat medium heat exchanger 64 in a state where the vehicle cooling system 63 does not need to be cooled in the cooling mode in which the vehicle interior is cooled via the heat absorber 9, so that the excessive heating capacity is released to the vehicle cooling system 63 only when the heating capacity is excessive via the outdoor heat exchanger 7, and the cooling capacity in the vehicle interior is prevented from being lowered. This improves the cooling capacity in the vehicle interior, and achieves comfortable air conditioning in the vehicle interior.
In this case, when the heat medium temperature Tw is lower than the predetermined upper limit value TwUL set above the target heat medium temperature twoo, the heating capacity is released to the vehicle cooling system 63 through the refrigerant-heat medium heat exchanger 64, so that the heating capacity can be released to the vehicle cooling system 63 in a state where there is no need to cool the vehicle cooling system 63 (the battery 55) and there is no problem even if heating is performed.
In particular, when the heat medium temperature Tw is lower than the upper limit TwUL-DF4 (predetermined margin) as in the embodiment, if the vehicle cooling system 63 is released with heating capacity via the refrigerant-heat medium heat exchanger 64, the upper limit TwUL of the heat medium temperature Tw is provided with a margin, and the release of heating capacity is possible.
In the embodiment, since the discharge of the heating capacity of the refrigerant-heat medium heat exchanger 64 is controlled based on the required cooling capacity TGQc required by the heat absorber 9 and the cooling capacity Qhpc generated by the heat absorber 9, the heating capacity is discharged by the vehicle cooling system 63 when the cooling capacity Qhpc generated by the heat absorber 9 is insufficient for the required cooling capacity TGQc, and the cooling capacity can be improved.
In particular, as in this embodiment, when the cooling capacity Qhpc is decreased to the lower limit capacity TGQc-DQ4 based on the predetermined upper limit capacity TGQc + DQ3, lower limit capacity TGQc-DQ4, and cooling capacity Qhpc set above and below the required cooling capacity TGQc, the release of the heating capacity of the refrigerant-heat medium heat exchanger 64 is started, and when the cooling capacity Qhpc is increased to the upper limit capacity TGQc + DQ3, the release of the heating capacity of the refrigerant-heat medium heat exchanger 64 is stopped, so that the release of the heating capacity to the vehicle cooling system 63 can be appropriately controlled, and the cooling capacity Qhpc satisfies the required cooling capacity TGQc.
(8-2) heating Capacity Release limiting action (1)
In the heating capacity release of the refrigerant-heat medium heat exchanger 64 based on the required cooling capacity TGQc and the cooling capacity Qhpc as described above, the heat pump controller 32 executes the heating capacity release restriction operation when the heat medium temperature Tw is equal to or higher than the upper limit value TwUL-DF4 as shown in fig. 13.
In the heating-capacity release limiting operation, the heat pump controller 32 sets a predetermined 1 st threshold value DF5 and a 2 nd threshold value DF6 lower than the 1 st threshold value DF5 between the target heat medium temperature TWO and the upper limit value TwUL-DF4 as shown in fig. 13. First, when the heat medium temperature Tw is equal to or higher than the upper limit value TwUL-DF4, the auxiliary expansion valve 68 is fully closed regardless of the value of the cooling capacity Qhpc, and the discharge of the heating capacity of the refrigerant-heat medium heat exchanger 64 is stopped.
Thereafter, when the heat medium temperature Tw decreases to the 2 nd threshold DF6, the heat pump controller 32 fully opens the auxiliary expansion valve 68, and restarts the release of the heating capacity of the refrigerant/heat medium heat exchanger 64. When the heat medium temperature Tw increases to the 1 st threshold value DF5, the auxiliary expansion valve 68 is fully closed, and the discharge of the heating capacity of the refrigerant-heat medium heat exchanger 64 is stopped. By repeating this, the discharge of the heating capacity of the refrigerant-heat medium heat exchanger 64 is restricted, and the problem that the heat medium temperature Tw increases to the upper limit TwUL when the discharge of the heating capacity of the refrigerant-heat medium heat exchanger 64 is controlled in accordance with the required cooling capacity TGQc and the cooling capacity Qhpc is avoided.
In particular, as in this embodiment, the 1 st threshold value DF5 and the 2 nd threshold value DF6 lower than the 1 st threshold value DF5 are set between the target heat medium temperature twoo and the upper limit value TwUL-DF4, and regardless of the cooling capacity Qhpc, the release of the heating capacity of the refrigerant-heat medium heat exchanger 64 is stopped when the heat medium temperature Tw increases to the 1 st threshold value DF5, and the release of the heating capacity of the refrigerant-heat medium heat exchanger 64 is started when the heat medium temperature Tw decreases to the 2 nd threshold value DF6, whereby the heat medium temperature Tw can be maintained between the target heat medium temperature twoo and the upper limit value TwUL-DF 4.
(8-3) heating capacity releasing operation to vehicle cooling system 63 (2)
The heating capacity releasing operation of (8-1) can be performed by a solenoid valve structure that can open and close only the auxiliary expansion valve 68. However, in the embodiment, the auxiliary expansion valve 68 is configured by a motor-operated valve, and therefore, the valve opening degree of the auxiliary expansion valve 68 may be controlled based on the required cooling capacity TGQc and the cooling capacity Qhpc without being limited to the heating capacity releasing operation in (8-1) described above.
In this case, the heat pump controller 32 feedback-controls the release of the heating capacity of the refrigerant-heat medium heat exchanger 64 by continuously adjusting the valve opening degree of the auxiliary expansion valve 68 based on the difference between the required cooling capacity TGQc and the cooling capacity Qhpc by PID calculation or the like so that the cooling capacity Qhpc becomes the required cooling capacity TGQc. In addition, the valve opening degree of the auxiliary expansion valve 68 is actually controlled in a large region (slightly opened). Thereby, the cooling capacity Qhpc is controlled to the required cooling capacity TGQc.
In this way, if the discharge of the heating capacity of the refrigerant-heat medium heat exchanger 64 is feedback controlled based on the difference between the required cooling capacity TGQc and the cooling capacity Qhpc so that the cooling capacity Qhpc becomes the required cooling capacity TGQc, the discharge of the heating capacity to the vehicle cooling system 63 can be smoothly controlled so that the cooling capacity Qhpc becomes the required cooling capacity TGQc.
(8-4) heating Capacity Release restriction action (2)
When the heat medium temperature Tw in the heating capacity release operation of (8-3) is equal to or higher than the upper limit value TwUL-DF4, the heat pump controller 32 also executes the heating capacity release limiting operation. In the heating capacity release limiting operation in this case, the heat pump controller 32 continuously feedback-controls the release of the heating capacity of the refrigerant-heat medium heat exchanger 64 by adjusting the valve opening degree of the auxiliary expansion valve 68 so that the heat medium temperature Tw becomes the upper limit value TwUL-DF4, based on the difference between the upper limit value TwUL-DF4 and the heat medium temperature Tw, regardless of the cooling capacity Qhpc. Thereby, the discharge of the heating capacity of the refrigerant-heat medium heat exchanger 64 is restricted, and the heat medium temperature Tw is smoothly controlled to be lower than the upper limit value TwUL by a predetermined margin DF4.
(8-5) Release of heating Capacity Release restriction
When the heat pump controller 32 restricts the discharge of the heating capacity of the refrigerant-heat medium heat exchanger 64 as shown in (8-2) and (8-4) described above, the heat pump controller 32 cancels the discharge restriction of the heating capacity of the refrigerant-heat medium heat exchanger 64 when the cooling capacity Qhpc rises to the upper limit capacity TGQc + DQ3 set above the required cooling capacity TGQc as shown in fig. 14.
The increase of the cooling capacity Qhpc to the upper limit capacity TGQc + DQ3 means that the release of the heating capacity is not required. As in the embodiment, the cooling capacity Qhpc is increased to the upper limit capacity TGQc + DQ3, and the limitation on the release of the heating capacity is released, whereby the limitation on the release of the heating capacity can be smoothly released in response to the non-heating of the vehicle cooling system 63.
Example 2
Next, fig. 15 shows a configuration of another embodiment of the air conditioner 1 for a vehicle according to the present invention. In addition, the components denoted by the same reference numerals as those in fig. 1 exhibit the same or similar functions. In the case of this embodiment, a heat exchanger (referred to as an independent heat exchanger 81) independent from the vehicle cooling system 63 is provided at the vehicle. Two three- way valves 82, 83 as switching devices are provided in the vehicle cooling system 63, and the independent heat exchanger 81, the battery 55 of the vehicle cooling system 63, the circulation pump 62, the heat medium passage 64A of the refrigerant-heat medium heat exchanger 64, and the three- way valves 82, 83 are connected by heat medium pipes 66a to 66l.
In this case, the independent heat exchanger 81 is disposed in heat exchange relationship with the air outside the vehicle compartment without heat exchange with the battery 55. The heat medium pipe 66A on the discharge side of the circulation pump 62 is branched into a heat medium pipe 66B and a heat medium pipe 66D, one heat medium pipe 66B is connected to the inlet of the independent heat exchanger 81, and the other heat medium pipe 66D is connected to one inlet of the three-way valve 82. One end of the heat medium pipe 66C is connected to the outlet of the independent heat exchanger 81, and the other end of the heat medium pipe 66C is connected to the other inlet of the three-way valve 82.
One end of the heat medium pipe 66E is connected to the outlet of the three-way valve 82, and the other end of the heat medium pipe 66E is connected to the inlet of the heat medium passage 64A of the refrigerant-heat medium heat exchanger 64 (the capacity discharge heat exchanger). One end of the heat medium pipe 66F is connected to the outlet of the heat medium passage 64A, and the other end of the heat medium pipe 66F is connected to the inlet of the three-way valve 83. One end of the heat medium pipe 66G is connected to one outlet of the three-way valve 83, and the other end of the heat medium pipe 66G is connected to an inlet of the battery 55 (subject to be temperature-adjusted).
One end of the heat medium pipe 66H is connected to the outlet of the battery 55, and the other end of the heat medium pipe 66H is connected to one end of the heat medium pipe 66K. The other end of the heat medium pipe 66K is connected to the suction side of the circulation pump 62, and the other end of the heat medium pipe 66L, one end of which is connected to the other outlet of the three-way valve 83, is connected to the inlet of the heat medium pipe 66K. The three- way valves 82 and 83 are also controlled by the heat pump controller 32.
With the above configuration, the heat pump controller 32 operates the circulation pump 62 in a state in which one inlet and one outlet of the three-way valve 82 and one inlet and one outlet of the three-way valve 83 are always in communication with each other. Thereby, the heat medium discharged from the circulation pump 62 flows into the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 through the heat medium pipe 66A, the heat medium pipe 66D, the three-way valve 82, and the heat medium pipe 66E in this order. The heat medium flowing out of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 is circulated as follows: the heat medium reaches the battery 55 through the heat medium pipe 66F, the three-way valve 83, and the heat medium pipe 66G in this order, exchanges heat with the battery 55, passes through the heat medium pipe 66H and the heat medium pipe 66K in this order, and is sucked into the circulation pump 62 (indicated by a broken line arrow in fig. 15).
When the cooling capacity and the heating capacity of the refrigerant circuit R are released to the battery 55 of the vehicle cooling system 63, the auxiliary expansion valve 68 is opened to absorb or release heat from the refrigerant in the refrigerant passage 64B of the refrigerant/heat medium heat exchanger 64, as in the above-described embodiment. Thus, in this embodiment as well, the cooling capacity and the heating capacity of the refrigerant circuit R can be released to the battery 55 of the vehicle cooling system 63, as in the above-described embodiment.
Here, in the above-described embodiments, when the heat medium temperature Tw is higher than the lower limit value TwLL + DF1 in the heating mode, the dehumidification heating mode, and the dehumidification cooling mode, the cooling capacity is released, and then, when the heat medium temperature Tw is equal to or lower than the lower limit value TwLL + DF1, the cooling capacity is released in a limited manner. In the cooling mode, when the heat medium temperature Tw is lower than the upper limit value TwUL-DF3, the heating capacity is released, and then when the heat medium temperature Tw is equal to or higher than the upper limit value TwUL-DF3, the release of the heating capacity is limited.
However, since the independent heat exchanger 81 is provided in the vehicle in this embodiment, for example, the cooling capacity and the discharge start condition of the heating capacity as in the above-described embodiment are canceled, and even if the heat medium temperature Tw is equal to or lower than the lower limit value TwLL + DF1 in, for example, the heating mode, the dehumidification heating mode, and the dehumidification cooling mode, and the heating capacity Qhph of the radiator 4 is equal to or lower than the lower limit capacity TGQh-DQ2 in the heating mode, the dehumidification heating mode, and the dehumidification cooling mode, the heat pump controller 32 opens the auxiliary expansion valve 68 to decompress the refrigerant. In the cooling mode, the heat pump controller 32 fully opens the auxiliary expansion valve 68 even when the heat medium temperature Tw is not less than the upper limit value TwUL-DF3 and the cooling capacity Qhpc of the heat absorber 9 is not more than the lower limit capacity TGQc-DQ4.
Further, the heat pump controller 32 switches the three- way valves 82 and 83 to bring about a state in which the other inlet of the three-way valve 82 communicates with the other outlet thereof, and the inlet of the three-way valve 83 communicates with the other outlet thereof. Thereby, the heat medium discharged from the circulation pump 62 flows into the independent heat exchanger 81 through the heat medium pipe 66A and the heat medium pipe 66B, and exchanges heat with the outside air. The heat medium from the independent heat exchanger 81 flows into the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 through the heat medium pipe 66C, the three-way valve 82, and the heat medium pipe 66E in this order.
The heat medium that exchanges heat with the refrigerant in the heat medium flow path 64A of the refrigerant/heat medium heat exchanger 64 circulates through the heat medium pipe 66F, the three-way valve 83, the heat medium pipe 66L, and the heat medium pipe 66K in this order, and is sucked into the circulation pump 62 (indicated by thick solid arrows in fig. 15). As a result, the refrigerant flowing through the refrigerant passage 64B of the refrigerant/heat medium heat exchanger 64 exchanges heat with the air outside the vehicle interior through the independent heat exchanger 81 via the heat medium flowing through the heat medium passage 64A, and the cooling capacity and the heating capacity of the refrigerant circuit R are transported from the refrigerant/heat medium heat exchanger 64 to the independent heat exchanger 81 via the heat medium without being supplied to the battery 55 of the vehicle cooling system 63, and are released to the outside air at the independent heat exchanger 81.
If the independent heat exchanger 81 for exchanging the air outside the vehicle with the refrigerant via the heat medium and the three- way valves 82 and 83 for switching between the release of the cooling capacity and the heating capacity to the battery 55 of the vehicle cooling system 63 and the release of the air outside the vehicle via the independent heat exchanger 81 are provided as in this embodiment, and the heat pump controller 32 controls the three- way valves 82 and 83 to be switched in accordance with the heat medium temperature Tw, the cooling capacity and the heating capacity can be released to the air outside the vehicle by the independent heat exchanger 81 even when the cooling capacity and the heating capacity cannot be released to the battery 55 of the vehicle cooling system 63 in accordance with the heat medium temperature Tw.
In each embodiment, the heat medium is circulated to release the cooling capacity and the heating capacity from the battery 55 and the independent heat exchanger 81, but the present invention is not limited thereto, and a capacity release heat exchanger that directly exchanges heat between the refrigerant and the battery 55 or between the refrigerant and the independent heat exchanger 81 may be provided. In this case, the battery temperature Tcell is the temperature (Tw) of the vehicle cooling system.
The configurations of the refrigerant circuit R and the vehicle cooling system 63 described in the embodiment are not limited to these configurations, and it is apparent that the configurations can be changed without departing from the scope of the present invention.
Description of the reference numerals
Air conditioner for vehicle
2 compressor
3 airflow path
4 exothermic device (indoor heat exchanger)
6 outdoor expansion valve
7 outdoor heat exchanger
8 indoor expansion valve
9 Heat absorber (indoor heat exchanger)
11 control device
23 auxiliary heater
32 Heat pump controller (forming part of the control device)
45 air conditioning controller (forming a part of the control device)
55 Battery (controlled object)
61 temperature adjusting device for equipment
63 vehicle cooling system
64 refrigerant-heat medium heat exchanger (Heat exchanger for capacity discharge)
68 auxiliary expansion valve
81 independent heat exchanger
82. 83 three-way valve (switching device)
R refrigerant circuit.

Claims (22)

1. An air conditioner for a vehicle, which is provided with a compressor, an indoor heat exchanger, an outdoor heat exchanger, and a controller for conditioning the air in the vehicle,
the compressor compresses the refrigerant and the refrigerant is compressed,
the indoor heat exchanger exchanges heat between the air supplied into the vehicle interior and the refrigerant,
the outdoor heat exchanger is arranged outside the vehicle,
the air conditioning device for a vehicle is characterized in that,
a capacity discharge heat exchanger for exchanging heat between the vehicle cooling system and the refrigerant,
the control device discharges cooling capacity to the vehicle cooling system via the capacity discharge heat exchanger in a state where the vehicle cooling system does not need to be cooled when the vehicle interior is heated via the indoor heat exchanger.
2. The air conditioning device for a vehicle according to claim 1,
the control device releases cooling capacity to the vehicle cooling system via the capacity releasing heat exchanger when a temperature Tw of the vehicle cooling system is higher than a predetermined lower limit value TwLL set below a predetermined target temperature TWO of the vehicle cooling system.
3. An air conditioning device for a vehicle according to claim 2,
the control device discharges cooling capacity to the vehicle cooling system via the capacity discharge heat exchanger when the temperature Tw of the vehicle cooling system is higher than the lower limit value TwLL + a predetermined margin DF1.
4. The vehicular air-conditioning apparatus according to any one of claims 1 to 3,
the control device controls the discharge of the cooling capacity of the capacity discharge heat exchanger based on the required heating capacity TGQh required by the indoor heat exchanger and the heating capacity Qhph generated by the indoor heat exchanger.
5. The air conditioning device for a vehicle according to claim 4,
the control device starts the discharge of the cooling capacity of the capacity-releasing heat exchanger when the heating capacity Qhph is decreased to the lower limit capacity, and stops the discharge of the cooling capacity of the capacity-releasing heat exchanger when the heating capacity Qhph is increased to the upper limit capacity, based on a predetermined upper limit capacity and lower limit capacity set above and below the required heating capacity TGQh, and the heating capacity Qhph.
6. The air conditioning device for a vehicle according to claim 4,
the control device feedback-controls the discharge of the cooling capacity of the capacity-discharge heat exchanger based on the difference between the required heating capacity TGQh and the heating capacity Qhph so that the heating capacity Qhph becomes the required heating capacity TGQh.
7. The air conditioning device for a vehicle according to claim 4,
the control device limits the discharge of the cooling capacity of the capacity discharge heat exchanger when the temperature Tw of the vehicle cooling system is equal to or less than a predetermined lower limit value TwLL + a predetermined margin DF1 set below a predetermined target temperature TWO of the vehicle cooling system.
8. An air conditioning device for a vehicle according to claim 7,
the controller sets a 1 st threshold value and a 2 nd threshold value higher than the 1 st threshold value between the target temperature TWOs and the lower limit value TwLL + predetermined margin DF1, and stops the discharge of the cooling capacity of the capacity-releasing heat exchanger when the temperature Tw of the vehicle cooling system falls to the 1 st threshold value and starts the discharge of the cooling capacity of the capacity-releasing heat exchanger when the temperature Tw of the vehicle cooling system rises to the 2 nd threshold value, regardless of the heating capacity Qhph.
9. An air conditioning device for a vehicle according to claim 7,
the control device performs feedback control of the discharge of the cooling capacity of the capacity discharge heat exchanger based on the difference between the lower limit value TwLL + a predetermined margin DF1 and the temperature Tw of the vehicle cooling system, regardless of the heating capacity Qhph, such that the temperature Tw of the vehicle cooling system becomes the lower limit value TwLL + the predetermined margin DF1.
10. The vehicular air-conditioning apparatus according to any one of claims 7 to 9,
the control device releases the discharge limitation of the cooling capacity of the capacity-discharge heat exchanger when the heating capacity Qhph rises to a predetermined upper limit capacity set above the required heating capacity TGQh.
11. The vehicular air-conditioning apparatus according to any one of claims 1 to 3,
comprises an independent heat exchanger and a switching device,
the independent heat exchanger is used for exchanging heat between the air outside the vehicle and the refrigerant,
the switching device is used for switching to discharge the refrigerating capacity to the vehicle cooling system or discharge the air outside the vehicle through the independent heat exchanger,
the control device controls the switching device in accordance with the temperature of the vehicle cooling system.
12. An air conditioner for a vehicle, which is provided with a compressor, an indoor heat exchanger, an outdoor heat exchanger, and a controller for conditioning the air in the vehicle,
the compressor compresses the refrigerant and the refrigerant is compressed,
the indoor heat exchanger exchanges heat between the air supplied into the vehicle interior and the refrigerant,
the outdoor heat exchanger is arranged outside the vehicle,
the air conditioning device for a vehicle is characterized in that,
a capacity discharge heat exchanger for exchanging heat between the vehicle cooling system and the refrigerant,
the control device releases heating capacity to the vehicle cooling system via the capacity releasing heat exchanger in a state where the vehicle cooling system does not need to be cooled when cooling the vehicle interior via the indoor heat exchanger.
13. An air conditioning device for a vehicle according to claim 12,
the control device releases the heating capacity to the vehicle cooling system via the capacity releasing heat exchanger when the temperature Tw of the vehicle cooling system is lower than a predetermined upper limit value TwUL set above a predetermined target temperature twoo of the vehicle cooling system.
14. An air conditioning device for a vehicle according to claim 13,
the control device releases the heating capacity to the vehicle cooling system via the capacity releasing heat exchanger when the temperature Tw of the vehicle cooling system is lower than the upper limit value TwUL — predetermined margin DF4.
15. The vehicular air-conditioning apparatus according to any one of claims 12 to 14,
the control device controls the release of the heating capacity of the capacity releasing heat exchanger based on the requested cooling capacity TGQc requested by the indoor heat exchanger and the cooling capacity Qhpc generated by the indoor heat exchanger.
16. An air conditioning device for a vehicle according to claim 15,
the control device starts the release of the heating capacity of the capacity-releasing heat exchanger when the cooling capacity Qhpc decreases to the lower limit capacity, and stops the release of the heating capacity of the capacity-releasing heat exchanger when the cooling capacity Qhph increases to the upper limit capacity, based on a predetermined upper limit capacity and lower limit capacity set at the upper and lower sides of the required cooling capacity TGQc and the cooling capacity Qhpc.
17. An air conditioning device for a vehicle according to claim 15,
the control device controls the discharge of the heating capacity of the capacity-discharge heat exchanger in a feedback manner based on the difference between the required cooling capacity TGQc and the cooling capacity Qhpc so that the cooling capacity Qhpc becomes the required cooling capacity TGQc.
18. An air conditioning device for a vehicle according to claim 15,
the control device limits the release of the heating capacity of the capacity release heat exchanger when the temperature Tw of the vehicle cooling system is equal to or greater than a predetermined upper limit value TwUL-a predetermined margin DF4 set above a predetermined target temperature twoo of the vehicle cooling system.
19. An air conditioning device for a vehicle according to claim 18,
the control device sets a 1 st threshold value and a 2 nd threshold value lower than the 1 st threshold value between the target temperature TWOs and the upper limit value TwLL — predetermined margin DF4, and stops the release of the heating capacity of the capacity releasing heat exchanger when the temperature Tw of the vehicle cooling system rises to the 1 st threshold value and starts the release of the heating capacity of the capacity releasing heat exchanger when the temperature Tw of the vehicle cooling system falls to the 2 nd threshold value, regardless of the cooling capacity Qhpc.
20. An air conditioning device for a vehicle according to claim 18,
the control device feedback-controls the release of the heating capacity of the capacity release heat exchanger such that the temperature Tw of the vehicle cooling system becomes the upper limit value TwUL-predetermined margin DF4, based on the difference between the upper limit value TwUL-predetermined margin DF4 and the temperature Tw of the vehicle cooling system, regardless of the cooling capacity Qhpc.
21. The vehicular air-conditioning apparatus according to any one of claims 18 to 20,
the control device releases the discharge limitation of the heating capacity of the capacity-discharge heat exchanger when the cooling capacity Qhpc rises to a predetermined upper limit capacity set above the required cooling capacity TGQc.
22. The vehicular air-conditioning apparatus according to any one of claims 12 to 14,
comprises an independent heat exchanger and a switching device,
the independent heat exchanger is used for exchanging heat between the air outside the vehicle and the refrigerant,
the switching device is used for switching to discharge the heating capacity to the vehicle cooling system or to discharge the air outside the vehicle through the independent heat exchanger,
the control device controls the switching device in accordance with the temperature of the vehicle cooling system.
CN202080019928.8A 2019-03-12 2020-02-21 Air conditioner for vehicle Active CN113508270B (en)

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CN113508270A (en) 2021-10-15

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