JP2006182344A - Air conditioner for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve heating efficiency by utilizing heat of air in a vehicle to be exhausted and maintain satisfactory heating performance even in the vehicle which may run short of a heat source. <P>SOLUTION: This air conditioner for the vehicle is composed of a compressor 101 for compressing refrigerant, an outdoor heat exchanger 102 for exchanging heat between the refrigerant after compression and outside air, a heat exchanger 103 between mediums for exchanging heat between the refrigerant after compression and the other heat exchange medium, a pressure reducing means 104 for reducing pressure of the refrigerant after compression, an evaporator 105 for exchanging heat between the refrigerant after reducing pressure and air blown into the inside of the vehicle, an exhaust gas heat exchanger 106 for exchanging heat between the refrigerant after reducing pressure and air exhausted from the inside of the vehicle, a radiator 107 for a heater for exchanging heat between the other heat exchange medium and air blown into the inside of the vehicle, and refrigerant bypass means 110, 111 for changing a circulation path of refrigerant based on predetermined conditions. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an air conditioner mounted on an automobile or the like, and in particular, an automobile using both an engine and an electric motor as a driving source for driving (hybrid car), an automobile that stops the engine when stopped (idling stop car), and only an electric motor. The present invention relates to a technology suitably used in automobiles using electric vehicles (electric cars, fuel cell cars, etc.).

  A heat pump cycle has been conventionally used to generate warm air and cold air in an air conditioner. In this heat pump cycle, the order in which the refrigerant flows into the indoor heat exchanger and the outdoor heat exchanger is switched between heating and cooling. During heating, heat exchange with the air blown into the vehicle (vehicle interior) is performed. The indoor heat exchanger that performs this function is a condenser, and the outdoor heat exchanger that performs heat exchange with the outside air functions as an evaporator.

  In general air conditioners mounted on automobiles that use only the engine as the driving source for driving, the outdoor heat exchanger functions as a condenser and the indoor heat exchanger functions as an evaporator regardless of whether it is air-conditioned or not. A radiator that dissipates the cooling water of the engine is disposed downstream of the ventilator in the direction of ventilation, and the ratio of the air that passes through the evaporator and the radiator is adjusted by an air mix door, etc. Is generated.

  The following is disclosed as a prior art of a vehicle heating device. This heating device includes a radiator that uses engine cooling water as a heat source, an engine-driven water pump that uses the engine as a driving source to circulate cooling water between the engine, the radiator, and the radiator, and the cooling water is lower than a predetermined temperature. A bypass flow path for bypassing the radiator, an electric water pump that circulates the cooling water between the engine, radiator, and radiator using an electric motor as a driving source, and the cooling water for the radiator when the cooling water is lower than a predetermined temperature. Allowing the flow to bypass and cooling water flowing out from the outlet of the radiator when the cooling water circulates between the engine and the radiator by the electric water pump flows into the inlet of the radiator through the bypass channel And a check valve that suppresses this (see Patent Document 1). As a result, the cooling water heat-exchanged by the radiator during the heating operation continuously performed after the engine is stopped always passes through the cooling water passage provided in the engine, so that the remaining heat of the engine is efficiently used for heating. It is supposed to be possible.

In addition, as another conventional technique, an air conditioner in which a radiator that dissipates engine cooling water is disposed on the downstream side in the ventilation direction of the indoor heat exchanger, and an exhaust heat exchanger for heat absorption is disposed in the air outlet of the vehicle interior. And the structure which uses an indoor heat exchanger as a heating assistance heat exchanger at the time of heating is disclosed (refer patent document 2), and heating performance is utilized using the heat of the vehicle interior air exhausted by this. It is said that it can be improved.
JP 2000-71749 A JP-A-6-135221

  However, as described above, in an air conditioner including a radiator that uses engine cooling water as a heat source, the outdoor heat exchanger always functions as a condenser, so there is no concern about frost formation. When this configuration is applied to a hybrid vehicle, an electric vehicle, an idling stop vehicle, and the like, a shortage of a heat source of the radiator becomes a problem. In hybrid cars and idling stop cars, compared to ordinary cars that use only the engine as a driving source for driving, the engine load is less during non-noro operation, signal waiting, stop and go, and the temperature of the cooling water is less likely to rise. In some cases, it may not be possible to secure a sufficient amount of heat for the required heating. In particular, in a hybrid vehicle, since the engine efficiency is high, an engine having a lower displacement than that of a normal engine vehicle may be used, so that a sufficient amount of heat cannot often be ensured. Further, when the outside air is introduced, the air heat inside the vehicle is released as it is to the outside air, resulting in a loss of ventilation, thereby reducing the efficiency of the air conditioner and increasing the fuel consumption (both cooling and heating). Moreover, if the cooling water in the engine is used for heating, the temperature of the cooling water decreases, and the exhaust gas may increase when the engine is restarted. This is a problem because it deteriorates the exhaust gas reduction, which is the original purpose of the hybrid vehicle. Furthermore, since the cooling water itself does not exist in an electric vehicle, a mechanism for securing or generating another heat source is required. Furthermore, in an air conditioner using a heat pump cycle, since the outdoor heat exchanger functions as an evaporator during heating, frost formation occurs in the outdoor heat exchanger due to conditions such as outside air temperature and humidity, and the heating function is impaired. There was a case.

  In addition, the invention disclosed in Patent Document 1 cannot solve the shortage of the heat source in the hybrid vehicle, the idling stop vehicle, particularly the electric vehicle as described above, and the performance of the air conditioner mounted on these vehicles is good. It was difficult to maintain. Further, in the invention disclosed in Patent Document 2, the evaporator with the condensed water attached is allowed to function as an auxiliary heater during heating, so that the condensed water evaporates and fogs the windshield and the like. At times, the evaporator cannot function so that there is a problem that dehumidification heating cannot be performed.

  Therefore, the present invention improves the heating efficiency by utilizing the heat of the exhausted vehicle interior air, maintains a good heating performance even in a vehicle that tends to lack a heat source, and improves the cooling performance. Another object is to prevent an increase in exhaust gas when the engine is restarted and to ensure comfort when using air conditioning.

  In order to solve the above-described problems, a vehicle air conditioner according to the present invention includes a compressor 101 that compresses a refrigerant, an outdoor heat exchanger 102 that exchanges heat between the compressed refrigerant and the outside air, as shown in FIG. Inter-medium heat exchanger 103 for exchanging heat with the other refrigerant with the other heat exchange medium, decompression means 104 for decompressing the refrigerant, evaporator 105 for exchanging heat of the decompressed refrigerant with the air blown into the vehicle, An exhaust heat exchanger 106 that exchanges heat between the refrigerant and air discharged from the vehicle, a heater radiator 107 that exchanges heat between the other heat exchange medium and the air blown into the vehicle, and circulation of the refrigerant based on predetermined conditions The refrigerant bypass means 110 and 111 for changing the path are provided (Claim 1).

  According to this configuration, it is possible to improve the heating efficiency by using the heat of the exhausted vehicle interior air, and to maintain good heating performance even in a vehicle that tends to lack a heat source. The refrigerant bypass means includes a mechanism (branch pipe, various valves, various sensors, a control computer, etc.) that changes the order in which the refrigerant passes through the equipment connected to the cycle based on the air conditioning operation mode, weather conditions, and the like. Stuff). In addition, since the evaporator is not used as an auxiliary radiator as in the configuration described in Patent Document 2, the windshield or the like is not clouded by evaporation of condensed water when switching from cooling to heating. Comfort can be maintained, and the evaporator can function during heating, so dehumidifying heating is possible.

  Further, in the configuration according to claim 1, as shown in FIG. 2, the refrigerant bypass means 110, 111 includes the compressor 101 → the inter-medium heat exchanger 103 → the pressure reducing means 104 → the heating unit during heating. It is preferable that a circulation path composed of the exhaust heat exchanger 106 → the compressor 101 is formed (claim 2).

  Thereby, the inter-medium heat exchanger 103 functions as a condenser, and the heat of the refrigerant is conducted to the other heat exchange medium in the inter-medium heat exchanger 103, and the heat of the other heat exchange medium is the heater radiator 107. The heat is dissipated. In addition, since the exhaust heat exchanger 106 functions as an evaporator, heat can be absorbed from the interior air that is hotter than the outside air, so that COP can be improved.

  In the configuration according to claim 1 or 2, the other heat exchange medium is preferably cooling water for cooling the engine (claim 3). In addition to engine cooling water, a cooling medium such as a motor, an inverter, a battery, and a fuel cell can also be used.

  The vehicle air conditioner according to the present invention is a vehicle air conditioner that uses a refrigerant circulation cycle in which a refrigerant circulates and a cooling water circulation cycle in which a cooling water for cooling an engine circulates, and compresses the refrigerant. An outdoor heat exchanger for exchanging heat of the compressed refrigerant with the outside air, a decompression means for decompressing the condensed refrigerant, an evaporator for exchanging heat of the decompressed refrigerant with the air blown into the vehicle, and the cooling water The radiator for the heater that radiates heat in the air blown into the vehicle, the upstream end in the ventilation direction communicates with the outside of the vehicle and the interior of the vehicle and the downstream end communicates with the interior of the vehicle, and the evaporator and the radiator for the heater are installed inside. An air intake duct, an exhaust duct in which the upstream end in the ventilation direction communicates with at least the inside of the vehicle and a downstream end communicates with the outside of the vehicle, and is installed in the exhaust duct, and heat exchange is performed between the refrigerant and the air in the exhaust duct. An exhaust heat exchanger, an inter-medium heat exchanger for exchanging heat between the refrigerant and the cooling water, a refrigerant bypass means for changing a flow path of the refrigerant based on a predetermined condition in the refrigerant circulation cycle, and the cooling water circulation In the cycle, the cooling water bypass means for changing the flow path of the cooling water based on a predetermined condition is provided (Claim 4).

  This configuration is used in a vehicle having both a refrigerant circulation cycle and a cooling water circulation cycle, and is preferably applied mainly to a vehicle whose engine heat generation amount is lower than that of a normal engine traveling vehicle such as a hybrid vehicle and an idling stop vehicle. (It can also be applied to a normal engine vehicle), and at least a compressor, an outdoor heat exchanger, a decompression means, an evaporator, and an exhaust heat exchanger are connected to the refrigerant circulation cycle, and a cooling water circulation cycle (usually an engine) , A radiator including a radiator) is connected to a heater radiator. The exhaust heat exchanger is a device that absorbs heat (evaporation) or dissipates heat (condensation and supercooling) in the air in the exhaust duct, and functions as an evaporator when the decompressed refrigerant flows in. When the refrigerant flows in, it functions as a heat exchanger that generates a subcool. Then, based on the air-conditioning operation mode, weather conditions, etc., the refrigerant bypass means and the coolant bypass means appropriately change the circulation path of the coolant and the coolant so that the heat of the air inside the vehicle (vehicle interior) exhausted outside the vehicle. Energy (potential) can be effectively used to improve the efficiency of heating and cooling.

  Usually, the air inside the vehicle is hotter than the outside air in winter due to the heating and cooling that are already in operation, and it is cooler than the outside air in the summer. It is more efficient to let the refrigerant in the car's interior air than to absorb heat, and it can prevent frost formation. It is more efficient to let the air in the car. Therefore, by appropriately switching the refrigerant and cooling water flow paths based on the various air conditioning operation modes and weather conditions described below by the refrigerant bypass means and the cooling water bypass means, a hybrid vehicle that tends to lack a heat source, Even in an idling stop vehicle or the like, a sufficient heating effect can be obtained, and COP can be improved even during cooling.

  In the configuration according to claim 4, it is preferable that the refrigerant bypass means allows the refrigerant after decompression to flow into the exhaust heat exchanger during heating (claim 5).

  Thereby, at the time of heating, an exhaust heat exchanger functions as an evaporator. That is, the decompressed refrigerant absorbs heat from the air in the exhaust duct that is hotter than the outside air. Thereby, while being able to prevent frost formation, COP can be improved rather than the case where it absorbs heat from outside air.

  Further, in the configuration according to claim 4 or 5, it is preferable that the refrigerant bypass means allows refrigerant before decompression to flow into the exhaust heat exchanger during cooling (claim 6).

  Thereby, at the time of cooling, an exhaust heat exchanger functions as a heat exchanger for subcool generation. That is, the refrigerant before decompression is supercooled by the air in the exhaust duct, which is cooler than the outside air. Thereby, COP can be improved.

  Moreover, the following is preferable as a specific configuration of the above fourth to sixth aspects. As shown in FIG. 6, in the refrigerant circulation cycle 2, the inter-medium heat exchanger 11 is disposed between the compressor 10 and the outdoor heat exchanger 12, and the outdoor heat exchanger 12 and the exhaust heat are disposed. A first decompression means 14 is disposed between the exchanger 15 and a second decompression means 16 is disposed between the exhaust heat exchanger 15 and the evaporator 17 to bypass the outdoor heat exchanger 12. A first refrigerant bypass means 20 that causes the second refrigerant bypass means 21 to bypass the first decompression means 14, a second refrigerant bypass means 22 that bypasses the second decompression means 16 and the evaporator 17. The cooling water circulation cycle 3 includes the engine 30, a radiator 32 that cools the cooling water, pumps 31a and 31b that flow the cooling water, the radiator 33 for heater, the medium It is preferably configured by including between heat exchanger 11 (claim 7). In the cooling water circulation cycle 3, the cooling water bypass means includes three-way valves 34a to 34f, check valves 35, on-off valves 36a and 36b, piping, a control computer, and the like.

  Accordingly, the cycle can be maintained in an efficient state by appropriately switching the refrigerant bypass means and the cooling water bypass means based on the air-conditioning operation mode, weather conditions, and the like. For example, when the heat quantity of the cooling water as the heat source of the heater radiator 33 is insufficient with respect to the heating request, the compressor and the cooling medium are caused to flow into the inter-medium heat exchanger 11 by flowing both the refrigerant and the cooling water. The heat of the high-temperature and high-pressure refrigerant pumped from 10 can be conducted to the cooling water, whereby the heating function can be maintained well. In addition, when the heating is requested, the refrigerant after depressurization is allowed to flow into the exhaust heat exchanger 15 (see FIG. 7), so that the exhaust heat exchanger 15 can function as an evaporator. The refrigerant is allowed to flow into the exhaust heat exchanger 15 (see FIG. 17), so that a subcool can be given to the refrigerant.

  In the following (claims 8 to 12), effective control of the refrigerant bypass means and the coolant bypass means in the configuration of claim 7 will be described.

  When there is a heating request, the amount of heat of the cooling water is insufficient, and there is no dehumidification request (see FIG. 7), in the refrigerant circulation cycle 2, the outdoor heat exchanger is operated by the first refrigerant bypass means 20. 12, and the third refrigerant bypass unit 22 bypasses the second decompression unit 16 and the evaporator 17. In the cooling water circulation cycle 3, the medium heat exchange is performed by the cooling water bypass unit. It is preferable to constitute a circuit comprising the heater 11, the heater radiator 33, and the pump 31b.

  For example, when the stop time is long due to traffic jams, when the stop time for waiting for a signal is long, or when there is a lot of stop-and-go, the engine load and operation are small, the cooling water temperature hardly rises, and the heating function cannot be secured. At this time, according to the above, in the refrigerant circulation cycle 2, the refrigerant flows in the order of the compressor 10 → the inter-medium heat exchanger 11 → the first decompression means 14 → the exhaust heat exchanger 15 → the compressor 10. Thereby, since the exhaust heat exchanger 15 functions as an evaporator, prevention of frost formation and improvement of COP are realized. Further, in the inter-medium heat exchanger 11, the cooling water is warmed by the heat of the refrigerant, so that the heat quantity that the cooling water is insufficient can be compensated.

  Further, when there is a heating request, the amount of heat of the cooling water is sufficient, and there is no dehumidification request (see FIG. 9), the compressor 10 is stopped in the refrigerant circulation cycle 2, and the cooling water circulation cycle 3, it is preferable that a circuit for bypassing the inter-medium heat exchanger 11 is configured by the cooling water bypass means.

  At this time, the function of the refrigerant circulation cycle 2 is stopped. In such a case, it is not necessary to apply heat to the cooling water from the refrigerant, and it is not necessary to cause the evaporator 17 to function in order to dry the blown air. Therefore, it is preferable to stop the compressor 10 and to save wasteful energy consumption.

  Further, when there is a cooling request (see FIGS. 14 and 16), in the refrigerant circulation cycle 2, it is preferable to bypass the first decompression means 14 by the second refrigerant bypass means 21 (claim 10). .

  At this time, in the refrigerant circulation cycle 2, the refrigerant is stored in the compressor 10 → the inter-medium heat exchanger 11 → the outdoor heat exchanger 12 → the exhaust heat exchanger 15 → the second decompression means 16 → the evaporator 17 → the compressor 10. It flows in order. Thereby, the exhaust heat exchanger 15 functions as a heat exchanger that provides a subcool. Thereby, COP can be improved.

  When there is a request for heating and dehumidification and the amount of heat of the cooling water is insufficient (see FIG. 11), in the refrigerant circulation cycle 2, the outdoor heat exchanger is operated by the first refrigerant bypass means 20. In the cooling water circulation cycle 3, a circuit including the medium heat exchanger 11, the heater radiator 33, and the pump 31 b is preferably configured in the cooling water circulation cycle 3. ).

  At this time, in the refrigerant circulation cycle 2, the refrigerant is stored in the compressor 10 → the inter-medium heat exchanger 11 → the first decompression means 14 → the exhaust heat exchanger 15 → the second decompression means 16 → the evaporator 17 → the compressor 10. It flows in the order. As a result, the exhaust heat exchanger 15 functions as the first evaporator and the normal evaporator 17 functions as the second evaporator, so that it is possible to prevent frost formation and condensation and improve COP. In addition, it is possible to dehumidify the blown air in the intake duct 4. In addition, the amount of heat that the cooling water is deficient can be supplemented from the refrigerant.

  When there is a request for heating and dehumidification and the amount of heat of the cooling water is sufficient (see FIG. 13), in the refrigerant circulation cycle 2, the second refrigerant bypass 21 means causes the first refrigerant It is preferable to constitute a circuit that bypasses the heat exchanger 11 between the medium by bypassing the decompression means 14 and by the cooling water bypass means in the cooling water circulation cycle 3 (claim 12).

  At this time, in the refrigerant circulation cycle 2, the refrigerant is stored in the compressor 10 → the inter-medium heat exchanger 11 → the outdoor heat exchanger 12 → the exhaust heat exchanger 15 → the second decompression means 16 → the evaporator 17 → the compressor 10. It flows in order. Here, when the vehicle interior temperature is lower than the temperature of the refrigerant, the air mix door 55 provided in the exhaust duct 5 is opened, and a subcool is given by the exhaust heat exchanger 15. Thereby, the dehumidification effect | action in the evaporator 17 becomes large. In addition, when the temperature of the refrigerant is lower than the passenger compartment temperature, the refrigerant is overheated, so it is preferable to close the air mix door 55.

  The configurations of claims 4 to 12 can be preferably used in a hybrid vehicle in which the temperature of the cooling water tends to be insufficient, that is, a vehicle using the engine and the electric motor as a travel drive source. ). Further, the present invention is not limited to a hybrid vehicle, and is effective for all automobiles with many engine stop states such as a known idle stop vehicle.

  Further, in the configuration according to claim 13, when the cooling water falls below a set temperature, the compressor is driven in the refrigerant circulation cycle, and the radiator is bypassed in the cooling water circulation cycle. In addition, it is preferable to configure a circuit including the inter-medium heat exchanger.

  When the cooling water temperature decreases, the amount of exhaust gas increases when the engine is restarted.However, as in the above configuration, the minimum temperature of the cooling water when the exhaust gas increases is set and In such a case, it is possible to prevent inconveniences such as an increase in exhaust gas by warming in the inter-medium heat exchanger.

Further, in the configurations according to claims 4 to 14, when the refrigerant is CO ₂ , the refrigerant on the outlet side of the exhaust heat exchanger 15 in the refrigerant circulation cycle 2, as shown in FIG. It is preferable that an internal heat exchanger 39 for exchanging heat with the refrigerant on the inlet side of the compressor 10 is provided. Thereby, COP can be further improved.

  In addition, as shown in FIG. 34, the vehicle air conditioner according to the present invention includes a compressor 201 that compresses the refrigerant, an outdoor heat exchanger 202 that exchanges heat between the compressed refrigerant and the outside air, and the compressed refrigerant into the vehicle. Heat exchanger 203 for heater that exchanges heat with the blown air, decompression means 204 that decompresses the refrigerant, evaporator 205 that exchanges heat of the decompressed refrigerant with air blown into the vehicle, and discharges the decompressed refrigerant from the vehicle The exhaust heat exchanger 206 that exchanges heat with the air to be exchanged and the refrigerant bypass means 210 and 211 that change the circulation path of the refrigerant based on a predetermined condition are provided (claim 16).

  Thereby, the thermal energy of the exhausted vehicle interior air can be used for improving the heating performance without using another heat exchange medium such as engine cooling water.

  Further, in the configuration according to claim 16, the refrigerant bypass means, during heating, as shown in FIG. 35, the compressor 201 → the heater heat exchanger 203 → the pressure reducing means 204 → the exhaust heat exchange. It is preferable that a circulation path composed of the vessel 206 → the compressor 201 is formed (claim 17).

  Accordingly, the exhaust heat exchanger 206 functions as an evaporator and can absorb heat from the air in the vehicle that is hotter than the outside air, so that the heating performance can be improved.

  Further, in the configuration according to claim 16 or 17, in the dehumidifying and heating, the refrigerant bypass unit is configured such that the compressor 201 → the heat exchanger 203 for the heater → the pressure reducing unit 204 → the above as shown in FIG. It is preferable to constitute a circulation path composed of the evaporator 205 → the compressor 201 (claim 18).

  Accordingly, the heat exchanger for heater 203 and the evaporator 205 having a dehumidifying function can be caused to function at the same time, so that dehumidifying heating that is impossible with the configuration described in Patent Document 2 is possible.

  The vehicle air conditioner according to the present invention is a vehicle air conditioner that uses a refrigerant circulation cycle in which the refrigerant circulates, and includes a compressor that compresses the refrigerant, and an outdoor heat exchange that exchanges heat between the compressed refrigerant and the outside air. A heat exchanger for a heater that exchanges heat between the compressed refrigerant and air blown into the vehicle, a decompression unit that depressurizes the refrigerant, an evaporator that exchanges heat between the decompressed refrigerant and air blown into the vehicle, and the direction of ventilation The upstream end communicates with the outside and the interior of the vehicle and the downstream end communicates with the interior of the vehicle, the intake duct in which the evaporator and the heat exchanger for heater are installed, the upstream end in the ventilation direction communicates with at least the interior of the vehicle and the downstream end An exhaust duct that communicates with the outside of the vehicle, an exhaust heat exchanger that is installed in the exhaust duct and exchanges heat between the refrigerant and the air in the exhaust duct, and a cooling that changes the flow path of the refrigerant based on predetermined conditions. It is those configured by including a bypass means (claim 19).

  This configuration is particularly preferably used in vehicles that do not have a cooling water circulation cycle, that is, electric vehicles that use only electric motors, fuel cell vehicles, and the like (applicable in ordinary engine traveling vehicles, hybrid vehicles, and the like), Similarly to the configurations of claims 4 to 18, the exhaust heat exchanger is configured to absorb heat (evaporate) or dissipate heat (condensate or supercool) the refrigerant in the air in the exhaust duct, and the refrigerant after depressurization flows. When this is done, it functions as an evaporator, and when refrigerant before decompression is introduced, it functions as a heat exchanger that generates a subcool. Then, by appropriately changing the refrigerant circulation path by the refrigerant bypass means based on the air-conditioning operation mode, weather conditions, etc., the thermal energy (potential) of the air inside the vehicle (vehicle interior) discharged outside the vehicle is heated and cooled. It can be effectively used to improve efficiency.

  In the configuration of claim 19, the refrigerant bypass means preferably allows the refrigerant after depressurization to flow into the exhaust heat exchanger during heating (claim 20), and during cooling, It is preferable that refrigerant before decompression is caused to flow into the exhaust heat exchanger (claim 21).

  Thus, during heating, the exhaust heat exchanger functions as an evaporator, so that frost formation and condensation can be prevented, and COP can be improved as compared with the case where heat is absorbed from outside air. Further, at the time of cooling, the exhaust heat exchanger functions as a heat exchanger for generating a subcool, so that COP can be improved.

  In addition, as a specific configuration of the above-described claims 19 to 21, the following is preferable. As shown in FIG. 39, in the refrigerant circulation cycle 71, the heater heat exchanger 56 is disposed between the compressor 55 and the outdoor heat exchanger 58, and the heater heat exchanger 56 and the A third decompression unit 57 is disposed between the outdoor heat exchanger 58, a fourth decompression unit 60 is disposed between the exhaust heat exchanger 59 and the evaporator 61, and the third decompression unit 57 is disposed between the exhaust heat exchanger 59 and the evaporator 61. A fourth refrigerant bypass means 65 for bypassing the decompression means 57, a fifth refrigerant bypass means 66 for bypassing the outdoor heat exchanger 58, a sixth refrigerant for bypassing the fourth decompression means 60 and the evaporator 61. Bypass means 67 are provided (claim 22).

  According to this configuration, the high-temperature and high-pressure refrigerant discharged from the compressor 55 is allowed to flow to the heater heat exchanger 56 as it is, and various refrigerant circulation paths are appropriately changed by the refrigerant bypass means 65, 66, and 67. Suitable control is possible depending on the situation.

  In the following (Claims 23 to 26), effective control in the configuration of the above-mentioned Claim 22 will be described.

  When there is a heating request and no dehumidification request (see FIG. 40), the outdoor heat exchanger 58 is bypassed by the fifth refrigerant bypass means 66 and the sixth refrigerant bypass means 67 4 and the evaporator 61 are preferably bypassed (Claim 23).

  At this time, the refrigerant flows in the order of the compressor 55 → the heater heat exchanger 56 → the third decompression means 57 → the exhaust heat exchanger 59 → the compressor 55. Thereby, the exhaust heat exchanger 59 functions as an evaporator, and the refrigerant absorbs heat from the warm air in the exhaust duct 52. Therefore, the COP is improved as compared with the case of absorbing heat from the outside air, and the effect of preventing frost formation and dew condensation is achieved. can get.

  Moreover, when it is a heating and dehumidification request | requirement (refer FIG. 42), it is preferable to make the said outdoor heat exchanger 58 bypass by the said 5th refrigerant | coolant bypass means 66 (Claim 24).

  At this time, the refrigerant flows in the order of the compressor 55 → the heater heat exchanger 56 → the third decompression means 57 → the exhaust heat exchanger 59 → the fourth decompression means 60 → the evaporator 61 → the compressor 55. As a result, the exhaust heat exchanger 59 functions as the first evaporator, and the evaporator 61 disposed in the intake duct 4 functions as the second evaporator, thereby preventing frost formation and condensation and improving COP. It becomes possible to dehumidify the blown air in the intake duct 4.

  When there is a cooling request (see FIG. 44), it is preferable to bypass the third decompression means 57 by the fourth refrigerant bypass means 65 (Claim 25).

  At this time, the refrigerant flows in the order of the compressor 55 → the heater heat exchanger 56 → the outdoor heat exchanger 58 → the exhaust heat exchanger 59 → the fourth decompression means 60 → the evaporator 61 → the compressor 55. Thereby, the exhaust heat exchanger 59 functions as a heat exchanger that provides a subcool. Thereby, COP can be improved.

  Moreover, in the structure as described in any one of the said 19th-25th, it is preferable to use in the vehicle which uses an electric motor as a drive source for driving | running | working (Claim 26).

Further, in the configuration described in any one of the preceding claims 19 to 26, wherein the refrigerant is CO _2, in the refrigerant circulation cycle, the inlet of the compressor and the outlet side of the refrigerant of the exhaust heat exchanger It is preferable that an internal heat exchanger for exchanging heat with the refrigerant on the side is provided (claim 27).

  Further, in the configuration according to any one of claims 4 to 15 and 19 to 27, the upstream end of the exhaust duct communicates with the inside and outside of the vehicle, and the ratio of the inside and outside air of the air flowing into the intake duct is determined. A suction side inside / outside air switching means for changing, and an exhaust side inside / outside air switching means for changing the inside / outside air ratio of the air flowing into the exhaust duct. The exhaust side inside / outside air switching means is provided by the suction side inside / outside air switching means. When the outside air flows into the suction duct, the inside air flows into the exhaust duct, and when only the inside air flows into the suction duct by the suction side inside / outside air switching means, the exhaust air It is preferable to control the outside air to flow into the duct (claim 28).

  According to this configuration, when the inside air circulation mode is selected, the outside air circulates through the exhaust duct, so that the inside air is not discharged.

  29. In the configuration of claim 28, the exhaust duct is provided with a blower for promoting the flow of air, and the blower allows the outside air to flow into the exhaust duct by the exhaust side inside / outside air switching means. If it is, it is preferable to drive (claim 29).

  According to this configuration, when outside air is circulating in the exhaust duct, the circulation is promoted, and heat exchange in the exhaust heat exchanger can be promoted. In conventional general automobiles, the outdoor heat exchanger is configured to exchange heat with the wind received from the front of the vehicle body, and the air volume increases as the vehicle speed increases. Since equipment such as a radiator is arranged behind, the air volume does not increase so much even if the vehicle speed increases. According to this configuration, a sufficient air volume can be ensured regardless of the vehicle speed.

  In addition, in the configuration according to any one of claims 1 to 29, it is preferable that a dew condensation preventing means for preventing dew condensation of the exhaust heat exchanger is provided (claim 30).

  By preventing condensation (including frost formation) of the exhaust heat exchanger, the heat absorption or heat dissipation action of the exhaust heat exchanger can be maintained well, so that the performance of heating, cooling, etc. can be improved more reliably. be able to.

  Furthermore, in the configuration according to claim 30, the dew prevention means includes dew point temperature estimating means for estimating a dew point temperature of air around the exhaust heat exchanger, and the estimated dew point temperature of the exhaust heat exchanger. It is preferable to provide an exhaust heat exchanger temperature adjusting means for maintaining the temperature at a higher temperature. As a method for estimating the dew point temperature, it is preferable to calculate the number of passengers, the amount of outside air introduced into the vehicle, and the like as parameters.

  As described above, according to the present invention, the heat energy (potential) of the vehicle interior air that has been exhausted conventionally is effectively used for the heat absorption or heat dissipation of the refrigerant, and the air conditioning performance such as heating and cooling is improved. be able to. Further, in a vehicle equipped with an engine, when the engine coolant temperature does not rise in winter or the like, the engine coolant can be heated by starting the air conditioner. Thereby, the coolant temperature can be maintained at a temperature higher than the set temperature, and an increase in exhaust gas when the engine is restarted can be prevented.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  A vehicle air conditioner 100 according to this embodiment shown in FIG. 1 includes a compressor 101 that compresses refrigerant, an outdoor heat exchanger 102 that exchanges heat between the compressed refrigerant and the outside air, and the compressed refrigerant as engine cooling water. Heat exchanger 103 that performs heat exchange, decompression means 104 that decompresses the refrigerant after condensation, evaporator 105 that exchanges heat after decompression with the air blown into the vehicle, and exhausts the decompressed refrigerant from the vehicle An exhaust heat exchanger 106 for exchanging heat with air, a heater radiator 107 for exchanging heat of the cooling water with the air blown into the vehicle, three-way valves 110 and 111 as refrigerant bypass means, and a check valve 112 are provided. Composed.

  FIG. 2 shows the state of the cycle during heating. At this time, by switching the three-way valves 110 and 111, a refrigerant circulation circuit comprising the compressor 101 → the heat exchanger 103 between the medium → the pressure reducing means 104 → the exhaust heat exchanger 106 → the compressor 101 is formed, and the refrigerant is between the medium. It condenses in the heat exchanger 103 and evaporates in the exhaust heat exchanger 106. The cooling water is warmed by the refrigerant heat in the inter-medium heat exchanger 103, and dissipates heat in the air blown out into the vehicle in the heater radiator 107, thereby enabling heating. With this configuration, since the refrigerant absorbs heat from the air exhausted from the inside of the vehicle to the outside of the vehicle in the exhaust heat exchanger 106, the refrigerant becomes more efficient than the heat absorbed from the cold air outside the vehicle, and the heating performance is improved.

  In addition, it is preferable to stop the cycle operation when the cooling water temperature is equal to or higher than a predetermined value during heating. This is because it is not necessary to use refrigerant heat as a heat source for heating.

  FIG. 3 shows the state of the cycle during cooling. At this time, a refrigerant circulation circuit comprising the compressor 101 → the outdoor heat exchanger 102 → the decompression means 104 → the evaporator 105 → the compressor 101 is formed, and the refrigerant is condensed in the heat exchanger 102 and evaporated in the evaporator 105. .

  FIG. 4 shows a cycle state during dehumidifying heating. At this time, a refrigerant circulation circuit consisting of the compressor 101 → the medium heat exchanger 103 → the pressure reducing means 104 → the evaporator 105 is formed, and the refrigerant is condensed in the medium heat exchanger 103 and evaporated in the evaporator 105. Thereby, the radiator 107 for heaters having a heating action and the evaporator 105 having a dehumidifying action can be simultaneously functioned. Further, when the cooling water temperature is equal to or higher than a predetermined value, it is preferable to use a cycle during cooling. In addition, in the said FIGS. 1-4, description of the radiator etc. which cools cooling water, the pump which flows cooling water, etc. is abbreviate | omitted.

  Further, the compressor 101 is controlled so that condensation or frost formation does not occur in the exhaust heat exchanger 106. As shown in FIG. 5A, various parameters are detected or input (step 150), and based on these parameters, a target evaporation temperature Te of the exhaust heat exchanger 106 is calculated (step 151), and this temperature Te is calculated. Based on the above, a control signal S for changing the discharge amount of the compressor 101 is calculated (step 152), and this signal S is output to the compressor 101 (step 153). Then, condensation or frost formation of the exhaust heat exchanger 106 is controlled by controlling the compressor 101 so that the surface temperature of the exhaust heat exchanger 106 does not fall below the target evaporator temperature Te (except for a short time). Can be prevented. As the parameters in step 150, the outside air temperature, the number of passengers, the outside air introduction amount, and the like are suitable. FIG. 5B is an experimental value obtained by changing the number of occupants, the amount of outside air introduced, etc. assuming various situations, and the lower limit temperature that does not cause condensation in the exhaust heat exchanger 106 in each situation. It is the data map which calculated | required (dew point temperature). It is preferable to use such a data map when calculating the target evaporation temperature Te (step 151). Further, the dew point of the inlet air (in-vehicle air) of the exhaust heat exchanger 106 may be detected by a humidity sensor or a dew point sensor, and this may be used as the target evaporator temperature Te of the exhaust heat exchanger 106.

  The vehicle air conditioner 1 according to this embodiment shown in FIGS. 6 to 33 is used in an automobile (hybrid vehicle) using an engine and an electric motor as a driving source for travel, and includes a refrigerant circulation cycle 2 and a cooling water circulation cycle. 3, an intake duct 4 and an exhaust duct 5.

  The refrigerant circulation cycle 2 includes a compressor 10 that pumps a refrigerant as a heat exchange medium in the direction of an arrow in the figure, a heat storage tank (hereinafter referred to as “intermediate heat exchanger” in the claims) 11 in order from the upstream side in the refrigerant circulation direction. The outdoor heat exchanger 12, the check valve 13, the first pressure reducing means 14, the exhaust heat exchanger 15, the second pressure reducing means 16, the evaporator 17, and the accumulator 18 are connected by piping to bypass the outdoor heat exchanger 12. The first refrigerant bypass means 20, the second refrigerant bypass means 21 for bypassing the first decompression means 14, the second decompression means 16, and the third refrigerant bypass means 22 for bypassing the evaporator 17 are provided. . These refrigerant bypass means 20, 21, and 22 are composed of electromagnetic on-off valves and piping, and these on-off valves are controlled by a predetermined ECU.

  The coolant circulation cycle 3 is a cycle in which coolant, which is a heat exchange medium for cooling the engine 30, circulates. The engine 30, the mechanical pump 31a, the electric pump 31b, the radiator 32, the heater radiator 33, the three-way valve 34a, 34b, 34c, 34d, 34e, 34f, a check valve 35, and on-off valves 36a, 36b are connected by piping. The three-way valves 34a to 34f, the check valve 35, the electromagnetic on-off valves 36a and 36b, the piping, and the ECU that controls them constitute cooling water bypass means that constitute a plurality of patterns of circuits. Control is performed based on the sensors 37a, 37b, 37d for detecting the temperature of the cooling water, the operation mode of the air conditioner, and the like. Reference numeral 37c denotes a PCT heater as an auxiliary electric heater used in extreme cold.

  The intake duct 4 has an opening 40 communicating with the outside of the vehicle and an opening 41 communicating with the inside of the vehicle at the upstream end in the ventilation direction, and an opening 42 communicating with the inside of the vehicle at the downstream end. An intake-side inside / outside air switching means 43 for adjusting the opening degree of 40 and 41 is arranged, and the blown-out air blown into the vehicle through the intake duct 4 flows. In addition, an air blower 44, an evaporator 17, and a heater radiator 33 are sequentially arranged in the intake duct 4 from the upstream side in the ventilation direction, and further the amount of ventilation to the evaporator 17 and the heater radiator 33 is adjusted. Air mix doors 45a and 45b are arranged.

  The exhaust duct 5 is formed with an opening 50 communicating with the inside of the vehicle at the upstream end in the ventilation direction, an opening 51 communicating with the outside of the vehicle, and an opening 52 communicating with the outside of the vehicle at the downstream end. Exhaust-side inside / outside air switching means 53 for adjusting the opening degree of 50 and 51 is arranged. This exhaust duct 5 is mainly for exhausting the air inside the vehicle to the outside of the vehicle, but in this embodiment, only the inside air is flowing into the intake duct 4 by the intake side inside / outside air switching means 43 ( When the inside air is being circulated, the outside air is controlled to flow into the exhaust duct 5. Inside the exhaust duct 5, a blower 54 and an exhaust heat exchanger 15 are arranged in order from the upstream side in the ventilation direction, and an air mix door 55 for adjusting the ventilation amount to the exhaust heat exchanger 15 is arranged. ing.

  FIG. 7 shows a state when the vehicle air conditioner 1 having the above-described configuration has a heating request, the amount of heat of cooling water is insufficient, no dehumidification request, and outside air is introduced. As an example at this time, when the operation of the engine 30 is low, that is, a non-noro operation due to a traffic jam, a long signal wait, a stop-and-go situation, etc., the cooling water temperature is unlikely to rise in such a situation. The amount of heat required for heating is insufficient. Heating request, dehumidification request, heat quantity of cooling water, and cooling request described later are output based on the calculation result by ECU based on the set temperature of air conditioning, vehicle interior temperature, outside air temperature, humidity, cooling water temperature, etc. Control signals and user operations. In the present embodiment, it is determined that the amount of heat of the cooling water is insufficient when the temperature of the cooling water becomes lower than the condensation temperature of the refrigerant. At this time, in the refrigerant circulation cycle 2, the outdoor heat exchanger 12 is bypassed by the first refrigerant bypass means 20, and the second decompression means 16 and the evaporator 17 are bypassed by the third refrigerant bypass means 22. . In the cooling water circulation cycle 3, the cooling water bypass means (three-way valves 34a to 34f, check valve 35, open / close valves 36a, 36b, etc.), the circuit 3a including the engine 30 and the mechanical pump 31a, the heat storage tank 11, and the heater The radiator 33 and the circuit 3b including the electric pump 31b are configured.

  In addition, in the intake duct 4, the opening 40 communicating with the outside of the vehicle is opened by the intake-side inside / outside air switching means 41, and the air mix door 45a is closed (a state in which the amount of ventilation to the adjacent device is minimized), air The mix door 45b is in an open state (a state in which the amount of air flow to adjacent devices is maximized). Further, in the exhaust duct 5, the opening 50 communicating with the inside of the vehicle is opened by the exhaust side inside / outside air switching means 51, the blower 54 is stopped, and the air mix door 55 is opened. The blower 44 in the intake duct 4 is always driven when the air conditioner is in operation.

  With the above configuration, in the refrigerant circulation cycle 2, the high-temperature and high-pressure refrigerant pumped from the compressor 10 is subjected to heat exchange with the low-temperature cooling water in the heat storage tank 11, and then decompressed by the first decompression means 14, and exhaust heat It evaporates in the exchanger 15 and is separated into gas and liquid in the accumulator 18 and returns to the compressor 10. In the cooling water circulation cycle 3, the cooling water circulating in the circuit 3 a is circulated without flowing into the radiator 32 until reaching a predetermined temperature, and the cooling water circulating in the circuit 3 b absorbs the heat of the refrigerant in the heat storage tank 11. After that, it flows into the heater radiator 33 and dissipates heat to the blown air in the intake duct 4.

  As described above, in this configuration, the exhaust heat exchanger 15 functions as an evaporator, and the refrigerant absorbs heat from the warm interior air flowing in the exhaust duct 5, so there is no fear of frost formation, and more than when absorbing heat from the outside air. COP also improves. Moreover, since cooling water is heated with a refrigerant | coolant in the thermal storage tank 11, the calorie | heat amount which cooling water is insufficient can be supplemented.

  FIG. 8 shows that there is a heating request, the amount of heat of the cooling water is insufficient, there is no dehumidification request, and the inside air circulation (when only the point in FIG. 7 is different from the inside air circulation) It is. At this time, the opening 41 is opened by the intake-side inside / outside air switching means 43, and the opening 51 is opened by the exhaust-side inside / outside air switching means 53, so that the blower 54 in the exhaust duct 5 operates. Other configurations and operations are the same as those in FIG. As described above, when the outside air is circulated in the exhaust duct 5, the air blower 54 is operated to supply a large amount of air to the exhaust heat exchanger 15 so that the heat exchange can be performed satisfactorily.

  FIG. 9 shows a case where there is a heating request, the amount of heat of the cooling water is sufficient, there is no dehumidification request, and outside air is introduced. At this time, the compressor 10 of the refrigerant circulation cycle 2 is stopped. In the cooling water circulation cycle 3, the circuit 31c including the engine 30, the mechanical pump 31a, and the radiator 32, the engine 30, the mechanical pump 31a, the heater radiator 33, and the electric pump 31b. The circuit 31d consisting of

  Thus, when there is a sufficient amount of heat in the cooling water and dehumidification is not required, it is sufficient to adjust the temperature of the blown air only by the air mix door 45b on the radiator 33 side. Power for driving can be omitted.

  FIG. 10 shows that there is a heating request, the amount of heat of the cooling water is sufficient, there is no dehumidification request, and at the time of inside air circulation (when only the point in FIG. 9 is different from the inside air circulation) It is. At this time, the opening 41 is opened by the intake-side inside / outside air switching means 43, and the opening 51 is opened by the exhaust-side inside / outside air switching means 53. Other configurations and operations are the same as those in FIG.

  FIG. 11 shows that there is a heating request, the amount of heat of the cooling water is insufficient, there is a dehumidification request, and when the outside air is introduced (when the state shown in FIG. 7 differs from the point where there is a dehumidification request). It is. At this time, in the refrigerant circulation cycle 2, the outdoor heat exchanger 12 is bypassed by the first refrigerant bypass means 20. Further, in the intake duct 4, the air mix door 45a is in a half-open state. Other configurations and operations are the same as those in FIG.

  According to the above configuration, the refrigerant having exchanged heat in the heat storage tank 11 is depressurized by the first depressurizing means 14, evaporated in the exhaust heat exchanger 15, and further depressurized by the second depressurizing means 16, and the evaporator 17 Evaporates in Thus, since the exhaust heat exchanger 15 and the evaporator 17 both function as an evaporator, the blown air can be dehumidified by the evaporator 17.

  FIG. 12 shows that there is a heating request, the amount of heat of cooling water is insufficient, there is a request for dehumidification, and the inside air circulation (when the state shown in FIG. 11 is different from the inside air circulation only). It is. At this time, the opening 41 is opened by the intake-side inside / outside air switching means 43, and the opening 51 is opened by the exhaust-side inside / outside air switching means 53, so that the blower 54 in the exhaust duct 5 operates. Other configurations and operations are the same as those in FIG.

  FIG. 13 shows a case where there is a heating request, the amount of heat of the cooling water is sufficient, there is a dehumidification request, and outside air is introduced. At this time, in the refrigerant circulation cycle 2, the compressor 10 is driven, and the first pressure reducing means 14 is bypassed by the second bypass means 21. Further, the air mix door 45a is opened in the intake duct 4. Moreover, in the exhaust duct 5, the air mix door 55 will be in a closed state and the air blower 54 will stop. Other configurations and operations are the same as those in FIG.

  With this configuration, in the refrigerant circulation cycle 2, the refrigerant pumped from the compressor 10 passes through the heat storage tank 11, condenses in the outdoor heat exchanger 12 and the exhaust heat exchanger 15, and is depressurized by the second decompression means 16. And evaporates in the evaporator 17. Thereby, since dehumidification by the evaporator 17 and heating by the heat of a cooling water can be performed, dehumidification heating is attained.

  FIG. 14 shows that there is a heating request, the amount of heat of the cooling water is sufficient, there is a dehumidification request, and the inside air circulation (when only the point in FIG. 13 is different from the inside air circulation) It is. At this time, the opening 41 is opened by the intake-side inside / outside air switching means 43 in the intake duct 4, and the opening 51 is opened by the exhaust-side inside / outside air switching means 53 in the exhaust duct 5. Other configurations and operations are the same as those in FIG.

  FIG. 15 shows a request for cooling and dehumidification and when air is introduced. At this time, in the intake duct 4, the air mix door 45a is opened and the air mix door 45b is half open. Further, the air mix door 55 is opened in the exhaust duct 5. Other configurations and operations are the same as those in FIG.

  FIG. 16 shows a state in which there is a cooling and dehumidification request and the inside air is circulated (when the state according to FIG. 15 is different from the inside air only). At this time, the opening 41 is opened by the intake side inside / outside air switching means 43 in the suction duct 4. Further, the opening 51 is opened by the exhaust side inside / outside air switching means in the exhaust duct, and the blower 54 is driven. Other configurations and operations are the same as those in FIG.

  FIG. 17 shows a cooling request and the introduction of outside air. At this time, in the refrigerant circulation cycle 2, the first pressure reducing means 14 is bypassed by the second bypass means 21. Further, in the cooling water circulation cycle 3, a circuit 3c including the engine 30, the mechanical pump 31a, and the radiator 32 is configured. Further, in the intake duct 4, the air mix door 45a is opened and the air mix door 45b is closed. As a result, the refrigerant is heat-exchanged by the outdoor heat exchanger 12, and then flows into the exhaust heat exchanger 15, and is further cooled by the air in the exhaust duct 5, that is, the cooled air in the vehicle, thereby reducing the subcool. Given. Thereby, COP can be improved.

  FIG. 18 shows a state in which there is a cooling request and the inside air circulation (when only the point relating to the inside air circulation is different from the state shown in FIG. 17). At this time, in the intake duct 4, the opening 41 is opened by the intake-side inside / outside air switching means 43. Further, in the exhaust duct 5, the opening 51 is opened by the exhaust side inside / outside air switching means 53, the blower 54 is activated, and the air mix door 55 is opened. According to this configuration, unlike the condenser of a normal air conditioner system, the air volume and the wind speed to the exhaust heat exchanger 15 can be controlled regardless of the vehicle speed, so that the subcool performance is improved and the COP is improved. Other configurations and operations are the same as those in FIG. 17, and the engine may be either in an operating state or a stopped state as in FIG. 17.

  The configuration shown in FIGS. 6 to 18 is when the engine 30 is driven.

  FIG. 19 shows that the engine is stopped (running only by the motor, at the time of idling stop accompanying stopping), there is a heating request, the amount of heat of the cooling water is insufficient, and there is no request for dehumidification. In addition, this is a state when outside air is introduced. At this time, in the refrigerant circulation cycle 2, the outdoor heat exchanger 12 is bypassed by the first bypass means 20, and the second decompression means 16 and the evaporator 17 are bypassed by the third bypass means 22. In the cooling water circulation cycle 3, a circuit 3e including the electric pump 31b, the heat storage tank 11, and the heater radiator 33 is configured. Further, in the intake duct 4, the opening 40 is opened by the intake-side inside / outside air switching means 43, the air mix door 45a is closed, and the air mix door 45b is opened. Further, in the exhaust duct 5, the opening 50 is opened by the exhaust side inside / outside air switching means 53, the blower 54 is stopped, and the air mix door 55 is opened.

  According to this configuration, in the refrigerant circulation cycle 2, the refrigerant exchanges heat with the heat storage tank 11, is depressurized with the first decompression means 14, evaporates with the exhaust heat exchanger 15, and returns to the compressor 10. Thereby, since the heat of the refrigerant is conducted to the cooling water in the heat storage tank 11, it is possible to compensate for the shortage of the amount of cooling water accompanying the engine stop. Further, since the exhaust heat exchanger 15 functions as an evaporator, frost formation does not occur. Furthermore, since the heat of the cooling water is not used for heating, the temperature of the cooling water in the engine 30 does not decrease excessively, and the exhaust gas can be reduced when the engine 30 is restarted.

  FIG. 20 shows that the engine is stopped (during idle stop, etc.), heating is requested, the amount of heat of cooling water is insufficient, no dehumidification is requested, and the inside air is circulated (FIG. 19). And a state in which only the point of internal air circulation is different). At this time, the opening 41 is opened by the intake side inside / outside air switching means 43 in the intake duct 4. Further, in the exhaust duct 5, the opening 51 is opened by the exhaust side inside / outside switching means 53, and the blower 54 is operated. Other configurations are the same as those in FIG.

  FIG. 21 shows a state in which the engine is stopped, heating is requested, the amount of heat of the cooling water is sufficient, no dehumidification is requested, and outside air is introduced. At this time, in the refrigerant circulation cycle 2, the driving of the compressor 10 is stopped. In the cooling water circulation cycle 3, a circuit 3f including the electric pump 31b, the radiator 32, and the heater radiator 33 is configured. Other configurations are the same as those in FIG.

  When the cooling water has a sufficient amount of heat as in this configuration, useless power consumption can be saved by stopping the compressor 10.

  FIG. 22 shows that the engine is stopped, there is a heating request, the amount of heat of the cooling water is sufficient, there is no dehumidification request, and the inside air circulation (state shown in FIG. 21 and the inside air circulation). In the case where only the point is different). At this time, the opening 41 is opened by the inside / outside air switching means 43 in the intake duct 4. Further, in the exhaust duct 5, the opening 50 is closed by the exhaust-side inside / outside air switching means 53, and the blower 54 is stopped.

  As a result of closing the opening 50 communicating with the inside of the vehicle so that the air inside the vehicle is not discharged into the exhaust duct 5, the opening 51 communicating with the outside of the vehicle is opened, and the outside air circulates in the exhaust duct 5. Here, since the refrigerant circulation cycle 2 is stopped and it is not necessary to perform heat exchange in the exhaust heat exchanger 15, the blower 54 is not operated.

  FIG. 23 shows a state where the engine is stopped, heating is requested, the amount of heat of the cooling water is insufficient, dehumidification is requested, and outside air is introduced. At this time, in the cooling water circulation cycle 3, a circuit 3e including the electric pump 3b, the heat storage tank 11, and the heater radiator 33 is configured. Other configurations are the same as those in FIG.

  In this configuration, the mechanical pump 31a stops with the stop of the engine 30, and both the exhaust heat exchanger 15 and the evaporator 17 function as an evaporator as in the case of FIG. 11 described above.

  FIG. 24 shows that the engine is stopped, heating is requested, the amount of heat of the cooling water is insufficient, and there is a request for dehumidification, and during the inside air circulation (the state shown in FIG. 23 and the inside air circulation). In the case where only the point is different). At this time, the opening 41 is opened by the inside / outside air switching means 43 in the intake duct 4. Moreover, in the exhaust duct 5, the opening part 53 is open | released by the outside air side inside / outside air switching means 53, and the air blower 54 act | operates. Other configurations and operations are the same as those in FIG.

  FIG. 25 shows a state where the engine is stopped, heating is requested, the amount of heat of the cooling water is sufficient, dehumidification is requested, and outside air is introduced. At this time, in the cooling water circulation cycle 3, a circuit 3f including the electric pump 31b, the radiator 32, and the radiator 33 is configured. Other configurations are the same as those in FIG.

  FIG. 26 shows that the engine is stopped, the heating is requested, the amount of heat of the cooling water is sufficient, the dehumidification is requested, and the inside air circulation (the state shown in FIG. 25 and the inside air circulation). In the case where only the point is different). At this time, the opening 41 is opened by the intake side inside / outside air switching means 43 in the intake duct 4. Further, in the exhaust duct 5, the opening 51 is opened by the exhaust side inside / outside air switching means 53, and the blower 54 is operated. Other configurations are the same as those in FIG.

  FIG. 27 shows a state in which the engine is stopped (for example, at idle stop), there is a cooling request, there is a dehumidification request, and outside air is introduced. At this time, in the cooling water circulation cycle 3, a circuit 3f including the electric pump 31b, the radiator 32, and the heater radiator 33 is configured. Other configurations are the same as those in FIG.

  FIG. 28 is different from FIG. 28 only in that the engine is stopped (during idle stop, etc.), there is a cooling request, there is a dehumidification request, and the inside air circulation (the state shown in FIG. 27 is the inside air circulation). State). At this time, the opening 41 is opened by the intake side inside / outside air switching means 43 in the intake duct 4. Further, in the exhaust duct 5, the opening 51 is opened by the exhaust side inside / outside air switching means 53, and the blower 54 is operated. Other configurations are the same as those in FIG.

  FIG. 29 shows a state in which the engine is stopped, there is a cooling request, and the outside air is circulated. At this time, in the cooling water circulation cycle 3, the mechanical pump 31a is stopped along with the stop of the engine 30, and the electric pump 31b is also stopped. Other configurations are the same as those in FIG.

  FIG. 30 shows the case where the engine is stopped (such as when idling is stopped), the cooling is requested, and the inside air circulation is different (when only the point where the engine is stopped differs from the state shown in FIG. 29). State. At this time, the opening 41 is opened by the intake side inside / outside air switching means 43 in the intake duct 4. Further, in the exhaust duct 5, the opening 51 is opened by the exhaust side inside / outside air switching means 53, and the blower 54 is operated. Other configurations are the same as those in FIG.

  FIG. 31 shows a case where the engine is stopped, there is a heating request, the outside air is introduced, and the temperature is equal to or lower than the set cooling water set temperature. In other words, it is assumed that the exhaust gas from the engine 30 is expected to increase due to the cooling water temperature being excessively lowered when the engine 30 is stopped for a long time. ing. The minimum temperature of the cooling water is a value set so that the increase amount of the exhaust gas does not exceed the allowable range.

  At this time, in the refrigerant circulation cycle 2, the outdoor heat exchanger 12 is bypassed by the first bypass means 20, and the second decompression means 16 and the evaporator 17 are bypassed by the third bypass means 22. In the cooling water circulation cycle 3, the mechanical pump 31a, the engine 30, the heat storage tank 11, the heater radiator 33, the downstream side of the heat storage tank 11 and the upstream side of the second pump 31b are connected, and the check valve 35 and the on-off valve 36b. And a circuit 3g including a flow path 39 that bypasses the heater radiator 33 is configured. Further, in the intake duct 4, the opening 40 is opened by the intake-side inside / outside air switching means 43, the air mix door 45a is closed, and the air mix door 45b is opened. Further, in the exhaust duct 5, the opening 50 is opened by the exhaust side inside / outside air switching means 53, the blower 54 is stopped, and the air mix door 55 is opened.

  According to this configuration, in the cooling water circulation cycle 3, the cooling water flowing out from the engine 30 absorbs heat from the high-temperature and high-pressure refrigerant in the heat storage tank 11, flows into the heater radiator 33, and blows out in the intake duct 4. It radiates heat to the air, passes through the flow path 39, is sent to the electric pump 31b, and flows into the engine 30 again. Thereby, since the cooling water temperature in the engine 30 becomes high, it is possible to prevent an increase in exhaust gas when the engine 30 is restarted. Further, by opening the flow path 39, all the cooling water does not flow into the heater radiator 33, so that the cooling water temperature is likely to rise. This configuration functions effectively in a hybrid vehicle and an idle stop vehicle in which the cooling water temperature tends to decrease. The operation in the intake duct 4 and the exhaust duct 5 is as described above.

  FIG. 32 shows the case where the engine is stopped, there is a heating request, the inside air circulation, and the set cooling water temperature or less (the state shown in FIG. 31 is different from the inside air circulation only). ). At this time, the opening 41 is opened by the intake side inside / outside air switching means 43 in the intake duct 4. Further, in the exhaust duct 5, the opening 51 is opened by the exhaust side inside / outside air switching means 53, and the blower 54 is operated. Other configurations are the same as those in FIG.

The vehicle air conditioner 38 according to the present embodiment shown in FIG. 33 is a case where CO ₂ is used as the refrigerant in the second embodiment, and the refrigerant on the outlet side of the exhaust heat exchanger 15 and the inlet side of the compressor 10 is used. Is provided with an internal heat exchanger 39 for exchanging heat. Thus, when using CO ₂ as the refrigerant, it is possible to improve the COP. In addition, the same control as in the second embodiment described above can be applied.

  A vehicle air conditioner 200 according to the present embodiment shown in FIG. 34 includes a compressor 201 that compresses a refrigerant, an outdoor heat exchanger 202 that exchanges heat between the compressed refrigerant and outside air, and the compressed refrigerant is blown into the vehicle. Heat exchanger 203 for heater for exchanging heat with air, decompression means 204 for decompressing the condensed refrigerant, evaporator 205 for exchanging heat with the air that is decompressed into the vehicle, exhausting the decompressed refrigerant from the interior of the vehicle And an exhaust heat exchanger 206 for exchanging heat with the air, three-way valves 210 and 211 as refrigerant bypass means, and a check valve 212.

  FIG. 35 shows a state during heating. At this time, by switching the three-way valves 210 and 211, a refrigerant circulation circuit including the compressor 201 → the heater heat exchanger 203 → the pressure reducing means 204 → the exhaust heat exchanger 206 → the compressor 201 is formed. Heat is dissipated by the heat exchanger 203 and absorbed by the exhaust heat exchanger 206. With this configuration, the refrigerant absorbs heat from the air exhausted from the inside of the vehicle to the outside of the vehicle in the exhaust heat exchanger 206. Therefore, the refrigerant becomes more efficient than the heat absorbed from the cold air outside the vehicle, and the heating performance is improved.

  FIG. 36 shows a state during cooling. At this time, a refrigerant circulation circuit comprising the compressor 201 → the outdoor heat exchanger 202 → the pressure reducing means 204 → the evaporator 205 → the compressor 201 is formed, and the refrigerant is condensed in the outdoor heat exchanger 202 and evaporated in the evaporator 205. To do.

  FIG. 37 shows a state during dehumidifying heating. At this time, a refrigerant circulation circuit consisting of the compressor 201 → heater heat exchanger 203 → decompression means 204 → evaporator 205 is formed. The refrigerant is condensed in the heater heat exchanger 203 and evaporated in the evaporator 205. Thereby, the heat exchanger 203 for heater which exhibits a heating action, and the evaporator 205 which exhibits a dehumidifying action can be functioned simultaneously.

  Also, as shown in FIG. 38 (a), two on-off valves 213 and 214 are substituted for the three-way valve 211, and further, two on-off valves 215 are substituted for the three-way valve 210 as shown in FIG. 38 (b). , 216 can also be used to constitute the refrigerant bypass means. Further, as shown in FIG. 38C, dedicated evaporators 204a and 204b may be provided in the evaporator 205 and the exhaust heat exchanger 206, respectively (this is also applicable in the first embodiment). . Further, in the drawing, a container for gas-liquid separation provided on the high pressure side and / or the low pressure side and / or a reservoir for storing surplus refrigerant, an existing hot water heater, and the like are omitted.

  A vehicle air conditioner 70 according to the present embodiment shown in FIGS. 39 to 47 is used in an automobile (an electric vehicle, a fuel cell vehicle, etc.) using an electric motor as a driving source for traveling, and a refrigerant circulation cycle 71, An intake duct 4 and an exhaust duct 5 are provided.

In the refrigerant circulation cycle 71, CO ₂ is used as the refrigerant, and the compressor 55, the heater heat exchanger 56, the third decompression unit 57, the outdoor heat exchanger 58, the exhaust heat exchanger 59, and the fourth decompression unit 60. The evaporator 61, the accumulator 62, and the internal heat exchanger 63 are connected by piping, the fourth bypass means 65 for bypassing the third decompression means 57, and the fifth bypass means 66 for bypassing the outdoor heat exchanger 58. The fourth depressurizing means 60 and the sixth bypass means 67 for bypassing the evaporator 61 are provided.

  The heat exchanger 56 for heaters is configured to receive the high-temperature and high-pressure refrigerant pumped from the compressor 55 and exchange heat between the refrigerant and the blown air flowing through the intake duct 4. The internal heat exchanger 63 exchanges heat between the refrigerant on the outlet side of the exhaust heat exchanger 59 and the inlet side of the compressor 10. The third to sixth bypass means 65, 66, 67 are constituted by electromagnetic on-off valves and pipes as in the second embodiment.

  The intake duct 4 has the same configuration as that of the first embodiment, and an intake side inside / outside air switching means 43, a blower 44, an evaporator 61, a heater heat exchanger 56, and air mix doors 45a and 45b are disposed therein. An opening 40 communicating with the outside of the vehicle and an opening 41 communicating with the inside of the vehicle are formed at the upstream end, and an opening 42 communicating with the inside of the vehicle is formed at the downstream end. The exhaust duct 5 has an exhaust side inside / outside air switching means 53, a blower 54, and an exhaust heat exchanger 59 disposed therein, and an upstream portion 50 that communicates with the inside of the vehicle, an opening portion 51 that communicates with the outside of the vehicle, and a downstream end. An opening 52 is formed in communication with the outside of the vehicle.

  FIG. 40 shows a state when the vehicle air conditioner 70 having the above configuration has a heating request, no dehumidification request, and outside air is introduced. At this time, in the refrigerant circulation cycle 71, the outdoor heat exchanger 58 is bypassed by the second bypass means 66, and the fourth decompression means 60 and the evaporator 61 are bypassed by the third bypass means 67. In addition, in the intake duct 4, the intake-side inside / outside air switching means 41 opens the opening 40 communicating with the outside of the vehicle, opens the opening 41 communicating with the inside of the vehicle with a small opening, and the air mix door 45a is closed. The air mix door 45b is opened. In the exhaust duct 5, the exhaust side inside / outside air switching means 51 opens the opening 50 communicating with the inside of the vehicle, and the blower 54 stops.

  Thereby, since the exhaust heat exchanger 59 functions as an evaporator, frost or condensation does not occur, and COP can be improved as compared with the case where heat is absorbed from outside air.

  FIG. 41 shows a state in which there is a heating request, no dehumidification request, and the inside air circulation (when only the point of being in the inside air circulation is different from the state shown in FIG. 40). At this time, the opening 41 is opened by the intake side inside / outside air switching means 43 in the intake duct 4. Further, in the exhaust duct 5, the opening 51 is opened by the exhaust side inside / outside air switching means 53, and the blower 54 is operated. Other configurations are the same as those in FIG. Thereby, the ventilation rate to the exhaust heat exchanger 59 is increased, and heat exchange is promoted.

  FIG. 42 shows a state in which there is a heating request, a dehumidification request, and when outside air is introduced (when only the point where there is a dehumidification request differs from the state in FIG. 40). At this time, the outdoor heat exchanger 58 is bypassed by the second bypass means 66. Further, in the intake duct 4, the air mix door 45a is in a half-open state. Other configurations are the same as those in FIG.

  Thereby, both the exhaust heat exchanger 59 and the evaporator 61 function as an evaporator, and dehumidification is performed by the blown air passing through the evaporator 61.

  FIG. 43 shows a state in which there is a heating request, a dehumidification request, and the inside air circulation (when the inside air circulation is different from the state according to FIG. 42). At this time, the opening 41 is opened by the intake side inside / outside air switching means 43 in the intake duct 4. Further, in the exhaust duct 5, the opening 51 is opened by the exhaust side inside / outside air switching means 53, and the blower 54 is operated. Other configurations are the same as those in FIG.

  FIG. 44 shows a state in which there is a cooling request, a dehumidification request, and when outside air is introduced (a case where only the point where there is a cooling request is different from the state shown in FIG. 42). At this time, the fourth pressure reducing means 57 is bypassed by the first bypass means 65 in the refrigerant circulation cycle 71. Further, in the intake duct 4, the intake-side inside / outside air switching means 41 opens the opening 40 communicating with the outside of the vehicle and opens the opening 41 communicating with the inside of the vehicle with a small opening, and the air mix door 45a is opened. The air mix door 45b is in a half-open state. In the exhaust duct 5, the exhaust side inside / outside air switching means 51 opens the opening 50 communicating with the inside of the vehicle, and the blower 54 stops.

  As a result, the refrigerant before the decompression after condensation flows into the exhaust heat exchanger 59, and the exhaust heat exchanger 59 functions to give a subcool to the refrigerant, so that COP can be improved. Further, at this time, the already cooled vehicle interior air is circulating in the exhaust duct 5, so that the obtained subcool becomes large.

  FIG. 45 shows a state in which there is a cooling request, a dehumidification request, and an inside air circulation (a case where only the point of the inside air circulation is different from the state shown in FIG. 44). At this time, the opening 41 is opened by the intake side inside / outside air switching means 43 in the intake duct 4. Further, in the exhaust duct 5, the opening 51 is opened by the exhaust side inside / outside air switching means 53, and the blower 54 is operated. Other configurations are the same as those in FIG.

  FIG. 46 shows a state in which there is a cooling request and outside air is introduced (when the only difference from the state in FIG. 46 is that there is no dehumidification request). At this time, in the intake duct 4, the air mix door 45b is closed. Other configurations are the same as those in FIG.

  FIG. 47 shows a state in which there is a cooling request and the inside air circulation (the case where the state according to FIG. 46 is different from the state shown in FIG. 46 only). At this time, the opening 41 is opened by the intake side inside / outside air switching means 43 in the intake duct 4. Further, in the exhaust duct 5, the opening 51 is opened by the exhaust side inside / outside air switching means 53, and the blower 54 is operated. Other configurations are the same as those in FIG.

  As described above, according to the present invention, frost formation is prevented by effectively utilizing the heat energy (potential) of air in the vehicle that has been exhausted conventionally for heat absorption by the refrigerant or heat dissipation from the refrigerant, Since COP can be improved and a heat source can be ensured during heating, a highly reliable air conditioner, especially in hybrid vehicles, idle stop vehicles, electric vehicles, fuel cell vehicles, etc. Can be provided.

It is a figure which shows the structure of the vehicle air conditioner which concerns on Example 1. FIG. It is a figure which shows the cycle structure at the time of the heating in Example 1. FIG. It is a figure which shows the cycle structure at the time of the cooling in Example 1. FIG. It is a figure which shows the cycle structure at the time of the dehumidification heating in Example 1. FIG. In Example 1, (a) is a flowchart showing control for preventing condensation or frosting of the exhaust heat exchanger, and (b) is a lower limit temperature (which does not cause condensation or the like in the exhaust heat exchanger in various situations). It is the data map which calculated | required (dew point temperature). It is a figure which shows the basic composition of the vehicle air conditioner which concerns on Example 2. FIG. In the structure of Example 2, it is a figure which shows the cycle structure at the time of a heating request | requirement, the calorie | heat amount of cooling water is insufficient, there is no dehumidification request | requirement, and external air introduction | transduction. In the structure of Example 2, it is a figure which shows the cycle structure at the time of a heating request | requirement, the calorie | heat amount of cooling water is insufficient, there is no dehumidification request | requirement, and inside air circulation. In the structure of Example 2, it is a figure which shows the cycle structure at the time of heating request | requirement, the calorie | heat amount of cooling water being sufficient, no dehumidification request | requirement, and external air introduction | transduction. In the structure of Example 2, it is a figure which shows the cycle structure at the time of a heating request | requirement, and the calorie | heat amount of cooling water is sufficient, there is no dehumidification request | requirement, and an inside air circulation. In the structure of Example 2, it is a figure which shows the cycle structure at the time of heating request | requirement, the calorie | heat amount of cooling water being insufficient, a dehumidification request | requirement, and external air introduction | transduction. In the structure of Example 2, it is a figure which shows the cycle structure at the time of a heating request | requirement, the calorie | heat amount of cooling water is insufficient, there exists a dehumidification request | requirement, and inside air circulation. In the structure of Example 2, it is a figure which shows the cycle structure at the time of heating request | requirement, and the amount of heat of cooling water is sufficient, there exists a dehumidification request | requirement, and external air is introduce | transduced. In the structure of Example 2, it is a figure which shows the cycle structure at the time of a heating request | requirement, the calorie | heat amount of cooling water being sufficient, a dehumidification request | requirement, and an inside air circulation. In the structure of Example 2, it is a figure which shows the cycle structure at the time of a cooling request | requirement and a dehumidification request | requirement, and external air introduction | transduction. In the structure of Example 2, it is a figure which shows the cycle structure at the time of a cooling request | requirement and a dehumidification request | requirement, and an inside air circulation. In the structure of Example 2, there exists a cooling request | requirement and it is a figure which shows the cycle structure at the time of external air introduction. In the structure of Example 2, there exists a cooling request | requirement and it is a figure which shows the cycle structure at the time of inside air circulation. In the structure of Example 2, it is a figure which shows the cycle structure at the time of an engine stop and heating request | requirement, the heat quantity of a cooling water is insufficient, there is no dehumidification request | requirement, and external air is introduce | transduced. In the structure of Example 2, it is a figure which shows the cycle structure at the time of an engine stop and a heating request | requirement, the calorie | heat amount of a cooling water is insufficient, there is no dehumidification request | requirement, and an inside air circulation. In the structure of Example 2, it is a figure which shows the cycle structure at the time of an engine stop and heating request | requirement, the calorie | heat amount of cooling water being sufficient, no dehumidification request | requirement, and external air introduction | transduction. In the structure of Example 2, it is a figure which shows the cycle structure at the time of an engine stop and a heating request | requirement, the calorie | heat amount of a cooling water is insufficient, there is no dehumidification request | requirement, and an inside air circulation. In the structure of Example 2, it is a figure which shows the cycle structure at the time of an engine stop and heating request | requirement, the calorie | heat amount of cooling water is insufficient, there exists a dehumidification request | requirement, and external air introduction | transduction. In the structure of Example 2, it is a figure which shows the cycle structure at the time of an engine stop and heating request | requirement, the calorie | heat amount of cooling water is insufficient, there exists a dehumidification request | requirement, and inside air circulation. In the structure of Example 2, it is a figure which shows the cycle structure at the time of engine stop and heating request | requirement, and the amount of heat of cooling water is sufficient, there exists a dehumidification request | requirement, and external air introduction | transduction. In the structure of Example 2, it is a figure which shows the cycle structure at the time of an engine stop and heating request | requirement, and the amount of heat of cooling water is sufficient, and there exists a dehumidification request | requirement, and inside air circulation. In the structure of Example 2, it is a figure which shows the cycle structure at the time of engine stop and cooling request | requirement, and the amount of heat of cooling water is sufficient, and there exists a dehumidification request | requirement, and external air introduction | transduction. In the structure of Example 2, it is a figure which shows the cycle structure at the time of an engine stop and cooling request | requirement, and the amount of heat of cooling water is sufficient, a dehumidification request | requirement is requested | required, and an inside air circulation is carried out. In the structure of Example 2, it is a figure which shows a cycle structure at the time of engine stop and cooling request | requirement at the time of external air introduction. In the structure of Example 2, it is a figure which shows a cycle structure at the time of an engine stop and a cooling request | requirement, and an inside air circulation. In the structure of Example 2, it is a figure which shows a cycle structure at the time of engine driving | running | working, a heating request | requirement, external air introduction | transduction, and the minimum temperature of the set cooling water or less. In the structure of Example 2, it is a figure which shows a cycle structure at the time of engine driving | running | working, a heating request | requirement, external air introduction | transduction, and the time of below the minimum temperature of the set cooling water. It is a figure which shows the basic composition of the vehicle air conditioner which concerns on Example 3. FIG. It is a figure which shows the structure of the vehicle air conditioner which concerns on Example 4. FIG. It is a figure which shows the cycle structure at the time of the heating in Example 4. FIG. It is a figure which shows the cycle structure at the time of the cooling in Example 4. FIG. It is a figure which shows the cycle structure at the time of the dehumidification heating in Example 4. FIG. (A) And (b) is a figure which shows the variation of a refrigerant | coolant bypass means in Example 4, (c) is a figure which shows the variation of a pressure reduction means in Example 4. FIG. It is a figure which shows the basic composition of the vehicle air conditioner which concerns on Example 5. FIG. In the structure of Example 5, there exists a heating request | requirement, there is no dehumidification request | requirement, and it is a figure which shows the cycle structure at the time of external air introduction. In the structure of Example 5, there is a heating request | requirement, there is no dehumidification request | requirement, and it is a figure which shows the cycle structure at the time of inside air circulation. In the structure of Example 5, it is a figure which shows the cycle structure at the time of heating request | requirement and dehumidification request | requirement, and external air introduction | transduction. In the structure of Example 5, it is a figure which shows the cycle structure at the time of a heating request | requirement and a dehumidification request | requirement, and an inside air circulation. In the structure of Example 5, it is a figure which shows the cycle structure at the time of a cooling request | requirement and a dehumidification request | requirement, and external air introduction | transduction. In the structure of Example 5, it is a figure which shows the cycle structure at the time of a cooling request | requirement and a dehumidification request | requirement, and an inside air circulation. In the structure of Example 5, there exists a cooling request | requirement and it is a figure which shows the cycle structure at the time of external air introduction. In the structure of Example 5, there exists a cooling request | requirement and it is a figure which shows the cycle structure at the time of inside air introduction.

Explanation of symbols

1,38,70,100,200 Vehicle air conditioner 2,71 Refrigerant circulation cycle 3 Cooling water circulation cycle 4 Intake duct 5 Exhaust duct 10, 55, 101, 201 Compressor 11, 103 Heat exchanger between medium (heat storage tank)
12, 102, 202 Outdoor heat exchanger 14 First decompression means 15, 59, 106, 206 Exhaust heat exchanger 16 Second decompression means 17, 61, 102, 202 Evaporator 20 First refrigerant bypass means 21 First 2 refrigerant bypass means 22 3rd refrigerant bypass means 30 engine 31a mechanical pump 31b electric pump 32 radiator 33,107 heater radiator 56,203 heater heat exchanger 34a-34f three-way valve (cooling water bypass means)
35 Check valve (cooling water bypass means)
36a, 36b On-off valve (cooling water bypass means)
39, 63 Internal heat exchanger 43 Intake side inside / outside air switching means 53 Exhaust side inside / outside air switching means 44, 54 Blower 57 Third decompression means 60 Fourth decompression means 65 Fourth refrigerant bypass means 66 Fifth refrigerant bypass Means 67 Sixth refrigerant bypass means 104, 204 Pressure reducing means 110, 111, 210, 211, 213 to 216 Refrigerant bypass means

Claims (31)

A compressor for compressing the refrigerant,
An outdoor heat exchanger that exchanges the compressed refrigerant with the outside air,
An inter-medium heat exchanger that exchanges heat between the compressed refrigerant and other heat exchange media;
Decompression means for decompressing the refrigerant;
An evaporator that exchanges heat between the decompressed refrigerant and the air blown into the vehicle,
An exhaust heat exchanger that exchanges heat between the decompressed refrigerant and the air exhausted from the vehicle interior;
A radiator for a heater that exchanges heat between the other heat exchange medium and the air blown into the vehicle;
Refrigerant bypass means for changing the refrigerant circulation path based on a predetermined condition;
A vehicle air-conditioning apparatus comprising:   2. The refrigerant bypass means constitutes a circulation path comprising the compressor, the medium heat exchanger, the pressure reducing means, the exhaust heat exchanger, and the compressor during heating. Vehicle air conditioner.   The vehicle air conditioner according to claim 1 or 2, wherein the other heat exchange medium is cooling water for cooling the engine. A vehicle air conditioner that uses a refrigerant circulation cycle in which refrigerant circulates and a cooling water circulation cycle in which cooling water for cooling the engine circulates,
A compressor for compressing the refrigerant,
An outdoor heat exchanger that exchanges heat between the compressed refrigerant and the outside air,
Decompression means for decompressing the refrigerant;
An evaporator that exchanges heat between the decompressed refrigerant and the air blown into the vehicle,
A radiator for a heater that radiates heat in the air blown out into the vehicle of the cooling water;
An intake duct in which the upstream end in the ventilation direction communicates with the outside and the interior of the vehicle and the downstream end communicates with the interior of the vehicle, and the evaporator and the radiator for the heater are installed therein;
An exhaust duct whose upstream end communicates with at least the inside of the vehicle and whose downstream end communicates with the outside of the vehicle;
An exhaust heat exchanger installed in the exhaust duct for exchanging heat between the refrigerant and the air in the exhaust duct;
An inter-medium heat exchanger for exchanging heat between the refrigerant and the cooling water;
In the refrigerant circulation cycle, refrigerant bypass means for changing the refrigerant flow path based on a predetermined condition,
In the cooling water circulation cycle, cooling water bypass means for changing the flow path of the cooling water based on a predetermined condition,
A vehicle air conditioner comprising: The refrigerant bypass means includes
5. The vehicle air conditioner according to claim 4, wherein the refrigerant after depressurization is caused to flow into the exhaust heat exchanger during heating. The refrigerant bypass means includes
The vehicle air conditioner according to claim 4 or 5, wherein a refrigerant before decompression is caused to flow into the exhaust heat exchanger during cooling. The refrigerant cycle is
The inter-medium heat exchanger is disposed between the compressor and the outdoor heat exchanger,
A first pressure reducing means is disposed between the outdoor heat exchanger and the exhaust heat exchanger;
A second decompression means is disposed between the exhaust heat exchanger and the evaporator;
First refrigerant bypass means for bypassing the outdoor heat exchanger;
Second refrigerant bypass means for bypassing the first decompression means;
Third refrigerant bypass means for bypassing the second decompression means and the evaporator;
Comprising,
The cooling water circulation cycle is
The engine,
A radiator for cooling the cooling water;
A pump for flowing the cooling water,
The heater radiator,
The inter-medium heat exchanger,
The vehicle air conditioner according to any one of claims 4 to 6, wherein the vehicle air conditioner is provided. When there is a heating request, the amount of heat of the cooling water is insufficient, and there is no dehumidification request,
In the refrigerant circulation cycle, the outdoor heat exchanger is bypassed by the first refrigerant bypass means, and the second decompression means and the evaporator are bypassed by the third refrigerant bypass means,
8. The vehicle air conditioner according to claim 7, wherein in the cooling water circulation cycle, the cooling water bypass means constitutes a circuit comprising the inter-medium heat exchanger, the heater radiator, and the pump. When there is a heating request and the amount of heat of the cooling water is sufficient and there is no dehumidification request,
In the refrigerant circulation cycle, the compressor is stopped,
9. The vehicle air conditioner according to claim 7, wherein in the cooling water circulation cycle, a circuit for bypassing the inter-medium heat exchanger is configured by the cooling water bypass means. If there is a cooling request,
The vehicle air conditioner according to any one of claims 7 to 9, wherein in the refrigerant circulation cycle, the first pressure reducing means is bypassed by the second refrigerant bypass means. When there is a heating and dehumidification request and the amount of heat of the cooling water is insufficient,
In the refrigerant circulation cycle, the outdoor heat exchanger is bypassed by the first refrigerant bypass means,
In the said cooling water circulation cycle, the circuit which consists of the said heat exchanger between medium, the said heat radiator for heaters, and the said pump is comprised by the said cooling water bypass means. The vehicle air conditioner described. When there is a heating and dehumidification request and the amount of heat of the cooling water is sufficient,
In the refrigerant circulation cycle, the second refrigerant bypass means bypasses the first pressure reducing means,
The vehicle air conditioner according to any one of claims 7 to 11, wherein in the cooling water circulation cycle, a circuit for bypassing the heat exchanger for medium is configured by the cooling water bypass means.   The vehicle air conditioner according to any one of claims 8 to 12, wherein the vehicle air conditioner is used in a vehicle using the engine and the electric motor as a driving source for traveling. When the cooling water is below the set temperature,
In the refrigerant circulation cycle, the compressor is driven,
The vehicle air conditioner according to claim 13, wherein in the cooling water circulation cycle, a circuit including the radiator and bypassing the radiator is included. The refrigerant is CO ₂ ;
15. The internal heat exchanger for exchanging heat between the refrigerant on the outlet side of the exhaust heat exchanger and the refrigerant on the inlet side of the compressor in the refrigerant circulation cycle. The vehicle air conditioner as described in one. A compressor for compressing the refrigerant,
An outdoor heat exchanger that exchanges heat between the compressed refrigerant and the outside air,
A heat exchanger for a heater that exchanges heat between the compressed refrigerant and the air blown into the vehicle;
Decompression means for decompressing the refrigerant;
An evaporator that exchanges heat between the decompressed refrigerant and the air blown into the vehicle,
An exhaust heat exchanger that exchanges heat between the decompressed refrigerant and the air exhausted from the vehicle interior;
Refrigerant bypass means for changing the refrigerant circulation path based on a predetermined condition;
A vehicle air-conditioning apparatus comprising:   17. The refrigerant bypass means constitutes a circulation path including the compressor, the heater heat exchanger, the pressure reducing means, the exhaust heat exchanger, and the compressor during heating. Vehicle air conditioner.   The refrigerant bypass means constitutes a circulation path including the compressor, the heater heat exchanger, the pressure reducing means, the evaporator, and the compressor during dehumidifying heating. The vehicle air conditioner described. A vehicle air conditioner that utilizes a refrigerant circulation cycle in which refrigerant circulates,
A compressor for compressing the refrigerant,
An outdoor heat exchanger that exchanges heat between the compressed refrigerant and the outside air,
A heat exchanger for a heater that exchanges heat between the compressed refrigerant and the air blown into the vehicle;
Decompression means for decompressing the refrigerant;
An evaporator that exchanges heat between the decompressed refrigerant and the air blown into the vehicle,
An intake duct in which the upstream end in the ventilation direction communicates with the outside and the interior of the vehicle and the downstream end communicates with the interior of the vehicle, and the evaporator and the heat exchanger for the heater are installed therein;
An exhaust duct whose upstream end communicates with at least the inside of the vehicle and whose downstream end communicates with the outside of the vehicle;
An exhaust heat exchanger installed in the exhaust duct for exchanging heat between the refrigerant and the air in the exhaust duct;
A vehicle air conditioner comprising refrigerant bypass means for changing a refrigerant flow path based on a predetermined condition. The refrigerant bypass means includes
The vehicle air conditioner according to claim 19, wherein the refrigerant after depressurization is caused to flow into the exhaust heat exchanger during heating. The refrigerant bypass means includes
The vehicle air conditioner according to claim 19 or 20, wherein a refrigerant before decompression is caused to flow into the exhaust heat exchanger during cooling. The refrigerant cycle is
The heater heat exchanger is disposed between the compressor and the outdoor heat exchanger,
A third pressure reducing means is disposed between the heater heat exchanger and the outdoor heat exchanger;
A fourth pressure reducing means is disposed between the exhaust heat exchanger and the evaporator;
A fourth refrigerant bypass means for bypassing the third decompression means;
Fifth refrigerant bypass means for bypassing the outdoor heat exchanger;
Sixth refrigerant bypass means for bypassing the fourth decompression means and the evaporator;
The vehicle air conditioner according to any one of claims 19 to 21, wherein the vehicle air conditioner is provided. If there is a heating request and no dehumidification request,
The vehicle according to claim 22, wherein the outdoor heat exchanger is bypassed by the fifth refrigerant bypass means, and the fourth pressure reducing means and the evaporator are bypassed by the sixth refrigerant bypass means. Air conditioner. If it is a heating and dehumidification request,
The vehicle air conditioner according to claim 22 or 23, wherein the outdoor heat exchanger is bypassed by the fifth refrigerant bypass means. If there is a cooling request,
The vehicle air conditioner according to any one of claims 22 to 24, wherein the third decompression unit is bypassed by the fourth refrigerant bypass unit.   The vehicle air conditioner according to any one of claims 19 to 25, wherein the vehicle air conditioner is used in a vehicle having an electric motor as a driving source for traveling. The refrigerant is CO ₂ ;
27. An internal heat exchanger for exchanging heat between the refrigerant on the outlet side of the exhaust heat exchanger and the refrigerant on the inlet side of the compressor in the refrigerant circulation cycle. The vehicle air conditioner as described in one. The upstream end of the exhaust duct communicates with the inside and outside of the vehicle,
Suction side inside / outside air switching means for changing the inside / outside air ratio of the air flowing into the intake duct;
Exhaust side inside / outside air switching means for changing the inside / outside air ratio of the air flowing into the exhaust duct;
Comprising
The exhaust-side inside / outside air switching means is configured so that when outside air is flowing into the suction duct by the suction-side inside / outside air switching means, the inside air flows into the exhaust duct, and the suction-side inside / outside air switching means. The control according to any one of claims 4 to 15, and 19 to 27, wherein when only the inside air flows into the suction duct, the outside air is controlled to flow into the exhaust duct. Vehicle air conditioner. The exhaust duct is provided with a blower for promoting air circulation,
29. The vehicle air conditioner according to claim 28, wherein the blower is driven when outside air is flowing into the exhaust duct by the exhaust side inside / outside air switching means.   The vehicle air conditioner according to any one of claims 1 to 29, further comprising condensation prevention means for preventing condensation or frost formation on the exhaust heat exchanger. The dew condensation prevention means
Dew point temperature estimating means for estimating the dew point temperature of the air around the exhaust heat exchanger;
Exhaust heat exchanger temperature adjusting means for maintaining the temperature of the exhaust heat exchanger at a temperature higher than the estimated dew point temperature;
The vehicle air conditioner according to claim 30, comprising:

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