JP2013075630A - Freezing system for vehicle and vehicle temperature control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a freezing system for vehicle, configured to adjust dehumidification performance during heating-dehumidification mode with a simple configuration, and to provide a vehicle temperature control system.SOLUTION: The freezing system for vehicle 10 includes a compressor 80, an outside-air heat exchanger 82, an air-conditioning control valve 83, a first inside-air heat exchanger 85, a second inside-air heat exchanger 86, a branch part 28, and a control device 60. The outside-air heat exchanger 82 exchanges heat with the outside air. The air-conditioning control valve 83 is configured to decompress the refrigerant. The first inside-air heat exchanger 85 conditions the air in the vehicle. The second inside-air heat exchanger 86 conditions the air in the vehicle. The branch part 28 distributes the refrigerant flowing from the first inside-air heat exchanger 85 into the outside-air heat exchanger 82 and the second inside-air heat exchanger 86. The control device 60 is configured to adjust a flow rate of the refrigerant flowing into the second inside-air heat exchanger 86.

Description

  The present invention relates to an automotive refrigeration system and an automotive temperature control system including the automotive refrigeration system.

  2. Description of the Related Art Conventionally, there is an automobile refrigeration system including an outside air heat exchanger that exchanges heat with outside air and an inside air heat exchanger that exchanges heat with vehicle interior air. For example, a refrigeration cycle provided in an air conditioner for an electric vehicle disclosed in Patent Document 1 (Japanese Patent Application Laid-Open No. 7-186709) has an outdoor heat exchanger as an outside air heat exchanger, and heat exchange for inside air. A first vehicle interior heat exchanger and a second vehicle interior heat exchanger are provided as a vessel. In this electric vehicle air conditioner, the refrigerant is circulated in the order of the compressor, the heat exchanger outside the vehicle, the second heat exchanger inside the vehicle, the refrigerant throttle device, the first heat exchanger inside the vehicle, and the compressor. In addition, heating and dehumidification in the car is performed. At this time, the exterior heat exchanger and the second interior heat exchanger function as a condenser, and the first interior heat exchanger functions as an evaporator.

  By the way, in the refrigeration cycle of the air conditioner for an electric vehicle disclosed in Patent Document 1, the first vehicle interior heat exchanger and the second vehicle interior heat exchanger are provided in series via the refrigerant throttle device. ing. For this reason, all the refrigerant | coolants which flowed out from the 2nd vehicle interior heat exchanger flow through the 1st vehicle interior heat exchanger. As a result, the dehumidifying capacity in the first vehicle interior heat exchanger is determined by the temperature of the refrigerant flowing through the first vehicle interior heat exchanger, so it is difficult to adjust the dehumidifying capacity during heating and dehumidification in the vehicle. is there.

  Then, the subject of this invention is providing the refrigeration system for motor vehicles which can adjust the dehumidification capability at the time of heating dehumidification with a simple structure, and the temperature control system for motor vehicles.

  An automotive refrigeration system according to a first aspect of the present invention includes a compressor, an outside air heat exchanger, an expansion mechanism, a first inside air heat exchanger, a second inside air heat exchanger, and a branching section. And a control device. The heat exchanger for outside air exchanges heat with outside air. The expansion mechanism is a mechanism that can depressurize the refrigerant. The first indoor air heat exchanger is for performing air conditioning in the vehicle. The second indoor air heat exchanger is for air conditioning in the vehicle. The branching portion branches the refrigerant that has flowed out of the first inside air heat exchanger into the outside air heat exchanger and the second inside air heat exchanger. The control device can adjust the flow rate of the refrigerant flowing through the second inside air heat exchanger.

  In the automotive refrigeration system according to the first aspect of the present invention, the refrigerant that has flowed out of the first inside air heat exchanger can be branched into the outside air heat exchanger and the second inside air heat exchanger. For this reason, in the case where the first indoor air heat exchanger functions as a condenser and functions as the second indoor air heat exchanger, the outside air heat exchanger, and an evaporator to perform heating dehumidification in the vehicle, the second By adjusting the flow rate of the refrigerant flowing through the inside air heat exchanger, the amount of heat exchange in the second inside air heat exchanger can be controlled. Therefore, it is possible to easily control the dehumidification amount in the second indoor air heat exchanger as compared with the case where all the refrigerant flowing out from the first indoor air heat exchanger flows into the second indoor air heat exchanger.

  Thereby, the dehumidification capability at the time of heating dehumidification can be adjusted with a simple configuration.

  The automobile refrigeration system according to the second aspect of the present invention is the automobile refrigeration system according to the first aspect, and includes a four-way switching valve. The four-way switching valve can switch the flow direction of the refrigerant between the first state and the second state. The first state is a state in which the refrigerant discharged from the compressor is allowed to flow to the outside air heat exchanger. The second state is a state in which the refrigerant discharged from the compressor is caused to flow to the first inside air heat exchanger. Further, the control device can adjust the flow rate of the refrigerant flowing through the first room air heat exchanger and the second room air heat exchanger when the four-way switching valve is in the first state. In this automobile refrigeration system, the flow rate of the refrigerant flowing through the first indoor air heat exchanger and the second indoor air heat exchanger is adjusted, so that the first indoor air heat exchanger and the second indoor air heat exchanger Each heat exchange amount can be controlled.

  The automobile refrigeration system according to the third aspect of the present invention is the automobile refrigeration system according to the first aspect or the second aspect, and includes a flow rate adjusting valve. The flow rate adjusting valve is disposed on the inflow side of the second heat exchanger for inside air. Further, the control device adjusts the flow rate of the refrigerant flowing through the second inside air heat exchanger by controlling the flow rate adjusting valve. In this automobile refrigeration system, since the flow rate of the refrigerant flowing through the second indoor air heat exchanger can be adjusted by the flow rate adjusting valve, the heat exchange amount of the second indoor air heat exchanger can be controlled with a simple configuration. Can do.

  The automotive refrigeration system according to the fourth aspect of the present invention is the automotive refrigeration system according to any one of the first to third aspects, and the second indoor air heat exchanger always functions as an evaporator. In this automobile refrigeration system, the second inside air heat exchanger can always function as an evaporator, so that the inside of the vehicle can always be cooled or dehumidified.

  The automotive refrigeration system according to a fifth aspect of the present invention includes the four-way switching valve in the automotive refrigeration system according to any one of the first to fourth aspects. The four-way switching valve can switch the flow direction of the refrigerant between the first state and the second state. The first state is a state in which the refrigerant discharged from the compressor is allowed to flow to the outside air heat exchanger. The second state is a state in which the refrigerant discharged from the compressor is caused to flow to the first inside air heat exchanger. In addition, regardless of whether the four-way switching valve is in the first state or the second state, the direction of the refrigerant flowing through the second inside air heat exchanger is constant. In this refrigeration system for automobiles, even when the direction of refrigerant flow is changed by the four-way switching valve to cool or heat the vehicle, the second indoor air heat exchanger is supplied with the refrigerant in a certain direction. It can flow.

  An automotive refrigeration system according to a sixth aspect of the present invention is the automotive refrigeration system according to the first aspect to the fifth aspect, wherein the first refrigerant pipe, the second refrigerant pipe, the flow rate adjustment valve, the adjustment unit, Is provided. The first refrigerant pipe connects the first heat exchanger for the inside air and the heat exchanger for the outside air via the branch portion. The second refrigerant pipe branches off from the first refrigerant pipe at the branch portion, and is connected to the second heat exchanger for inside air. The flow rate adjusting valve is provided in the second refrigerant pipe. In addition, the flow rate adjustment valve can adjust the flow rate of the refrigerant flowing through the second inside air heat exchanger. The adjusting part is provided between the branch part and the first heat exchanger for inside air in the first refrigerant pipe. The adjusting unit is for adjusting the ratio between the flow rate of the refrigerant flowing through the first indoor air heat exchanger and the flow rate of the refrigerant flowing through the second indoor air heat exchanger. In this automobile refrigeration system, the adjustment unit adjusts the ratio of the flow rate of the refrigerant flowing through the first indoor air heat exchanger and the flow rate of the refrigerant flowing through the second internal air heat exchanger, so that heat exchange for the outside air is performed. The ratio of the refrigerant flowing between the first indoor air heat exchanger and the second indoor air heat exchanger during cooling of the vehicle in which the refrigerant flows from the cooler to the first indoor air heat exchanger and the second indoor air heat exchanger is adjusted. It can be made easier.

  An automotive refrigeration system according to a seventh aspect of the present invention is the automotive refrigeration system according to any one of the first to sixth aspects, wherein the merging portion, the four-way switching valve, the first suction side refrigerant pipe, 2 suction side refrigerant | coolant piping. The compressor includes a first compressor and a second compressor that is different from the first compressor. The junction unit joins the refrigerant discharged from the discharge unit of the first compressor and the refrigerant discharged from the discharge unit of the second compressor. The four-way switching valve can switch the flow direction of the refrigerant that has merged at the junction. The first suction side refrigerant pipe connects the four-way switching valve and the suction portion of the first compressor. The second suction side refrigerant pipe connects the outflow part of the second heat exchanger for the inside air and the suction part of the second compressor. In this automotive refrigeration system, the flow rate of the refrigerant flowing through the outside air heat exchanger, the first inside air heat exchanger, and the second inside air heat exchanger by independently controlling the first compressor and the second compressor. Fine control is possible.

  An automobile refrigeration system according to an eighth aspect of the present invention is the automobile refrigeration system according to the seventh aspect, comprising a flow rate adjustment valve and a control device. The flow regulating valve is disposed on the inflow side of the second heat exchanger for inside air. The control device can adjust the flow rate of the refrigerant flowing through the second inside air heat exchanger. Further, the control device controls the flow rate adjustment valve so that the suction superheat degree of the second compressor becomes a predetermined value. In this automobile refrigeration system, the flow rate adjustment valve can be controlled based on the suction superheat degree of the second compressor.

  An automotive temperature control system according to a ninth aspect of the present invention includes the automotive refrigeration system according to any one of the first to eighth aspects, an electrical component cooling system, and a cooperative heat exchanger. The electrical component cooling system has an electrical component cooling circuit. The electrical component cooling circuit includes a pump, a radiator, and a cooler. The radiator cools the fluid. The cooler cools the electrical component by causing heat exchange between the fluid and the electrical component. The cooperative heat exchanger exchanges heat between the refrigerant that has flowed out of the second indoor air heat exchanger and the refrigerant that has flowed out of the cooler.

  In the automotive temperature control system according to the ninth aspect of the present invention, since the automotive refrigeration system is provided, the first indoor air heat exchanger functions as a condenser, and the second indoor air heat exchanger and outdoor air Compared with the case where all the refrigerant that has flowed out of the first indoor air heat exchanger flows into the second indoor air heat exchanger during heating and dehumidification in which the heat exchanger functions as an evaporator, the second indoor air heat exchanger The amount of heat exchange in can be easily controlled. Therefore, the dehumidification capability at the time of heating dehumidification can be adjusted with a simple configuration.

  Moreover, in this temperature control system for automobiles, the cooperative heat exchanger is provided, so that the heat quantity of the refrigerant flowing through the refrigerant circuit of the automobile refrigeration system can be used for cooling the fluid flowing through the electrical component cooling circuit. it can. For this reason, a part of heat exchange amount which the heat radiator has borne can be borne by the cooperative heat exchanger. Therefore, compared with the case where the cooperative heat exchanger is not provided, it is possible to reduce the size of the radiator while maintaining the cooling capacity of the electrical component.

  An automotive temperature control system according to a tenth aspect of the present invention includes the automotive refrigeration system according to any one of the first to eighth aspects, an electrical component cooling system, and a cooperative heat exchanger. The electrical component cooling system has an electrical component cooling circuit. The electrical component cooling circuit includes a pump, a radiator, and a cooler. The radiator cools the fluid. The cooler cools the electrical component by causing heat exchange between the fluid and the electrical component. The cooperative heat exchanger causes heat exchange between the refrigerant that has flowed out of the first heat exchanger for inside air or the heat exchanger for outside air and the refrigerant that has flowed out of the cooler. The automobile refrigeration system includes a first refrigerant pipe, a second refrigerant pipe, and a third refrigerant pipe. The first refrigerant pipe connects the first heat exchanger for the inside air and the heat exchanger for the outside air via the branch portion. The second refrigerant pipe branches off from the first refrigerant pipe at the branch portion, and is connected to the second heat exchanger for inside air. The third refrigerant pipe branches from the first refrigerant pipe and is connected to the cooperative heat exchanger. The third refrigerant pipe is a pipe different from the second refrigerant pipe. Further, the cooperative heat exchanger exchanges heat between the refrigerant flowing through the third refrigerant pipe and the fluid flowing out of the cooler.

  In the automotive temperature control system according to the tenth aspect of the present invention, since the automotive refrigeration system is provided, the first indoor air heat exchanger functions as a condenser, and the second indoor air heat exchanger and outdoor air Compared with the case where all the refrigerant that has flowed out of the first indoor air heat exchanger flows into the second indoor air heat exchanger during heating and dehumidification in which the heat exchanger functions as an evaporator, the second indoor air heat exchanger The amount of heat exchange in can be easily controlled. Therefore, the dehumidification capability at the time of heating dehumidification can be adjusted with a simple configuration.

  Moreover, in this temperature control system for automobiles, the cooperative heat exchanger is provided, so that the heat quantity of the refrigerant flowing through the refrigerant circuit of the automobile refrigeration system can be used for cooling the fluid flowing through the electrical component cooling circuit. it can. For this reason, a part of heat exchange amount which the heat radiator has borne can be borne by the cooperative heat exchanger. Therefore, compared with the case where the cooperative heat exchanger is not provided, it is possible to reduce the size of the radiator while maintaining the cooling capacity of the electrical component.

  An automotive temperature control system according to an eleventh aspect of the present invention is the automotive temperature control system according to the tenth aspect, wherein the electrical component cooling circuit includes a pipe for flowing the fluid flowing out of the cooler to the cooperative heat exchanger. . Moreover, the refrigerant circuit side adjustment valve which can adjust the flow volume of the refrigerant | coolant which flows into a cooperative heat exchanger is provided in the 3rd refrigerant | coolant piping. Further, the piping is provided with a cooling circuit side regulating valve capable of adjusting the flow rate of the fluid flowing through the cooperative heat exchanger. In this automotive temperature control system, the heat exchange amount in the cooperative heat exchanger can be controlled by adjusting the valve openings of the refrigerant circuit side adjustment valve and the cooling circuit side adjustment valve.

  In the refrigeration system for automobiles according to the first aspect of the present invention, the dehumidifying ability at the time of heating dehumidification can be adjusted with a simple configuration.

  In the automotive refrigeration system according to the second aspect of the present invention, the amount of heat exchange in each of the first room air heat exchanger and the second room air heat exchanger can be controlled.

  In the automotive refrigeration system according to the third aspect of the present invention, the heat exchange amount of the second indoor air heat exchanger can be controlled with a simple configuration.

  In the automotive refrigeration system according to the fourth aspect of the present invention, the second inside air heat exchanger can always function as an evaporator, so that it can be cooled or dehumidified with the interior of the vehicle.

  In the refrigeration system for automobiles according to the fifth aspect of the present invention, the refrigerant can flow through the second heat exchanger for the inside air in a certain direction even when the inside of the vehicle is cooled or heated.

  In the automobile refrigeration system according to the sixth aspect of the present invention, it is possible to easily adjust the ratio of the refrigerant flowing through the first room air heat exchanger and the second room air heat exchanger during cooling of the vehicle interior.

  In the automotive refrigeration system according to the seventh aspect of the present invention, the first compressor and the second compressor are independently controlled, so that the outside air heat exchanger, the first inside air heat exchanger, and the second inside air heat are controlled. Fine control can be performed on the flow rate of the refrigerant flowing through the exchanger.

  In the automotive refrigeration system according to the eighth aspect of the present invention, the flow rate adjustment valve can be controlled based on the suction superheat degree of the second compressor.

  In the temperature control system for automobiles according to the ninth aspect of the present invention, the dehumidifying ability at the time of heating dehumidification can be adjusted with a simple configuration.

  In the temperature control system for automobiles according to the tenth aspect of the present invention, the dehumidifying ability at the time of heating dehumidification can be adjusted with a simple configuration.

  In the automotive temperature control system according to the eleventh aspect of the present invention, the amount of heat exchange in the cooperative heat exchanger can be controlled by adjusting the valve openings of the refrigerant circuit side adjustment valve and the cooling circuit side adjustment valve. it can.

1 is a schematic diagram of an automotive refrigeration system according to a first embodiment of the present invention. It is the schematic for the refrigerant circuit for an air conditioning with which the refrigeration system for motor vehicles concerning 1st Embodiment of this invention is provided, Comprising: The figure for demonstrating the flow of the refrigerant | coolant at the time of vehicle interior cooling. It is the schematic for the refrigerant | coolant circuit for an air conditioning with which the refrigeration system for motor vehicles concerning 1st Embodiment of this invention is provided, Comprising: The figure for demonstrating the flow of the refrigerant | coolant at the time of vehicle interior dehumidification. The control block diagram of the control apparatus with which the refrigeration system for motor vehicles concerning a 1st embodiment of the present invention is provided. It is the schematic of the refrigerant circuit of the conventional refrigeration system, Comprising: The figure for demonstrating the flow of the refrigerant | coolant at the time of vehicle interior heating dehumidification. The schematic of the refrigerant circuit for air conditioning concerning modification 1A. The schematic of the refrigeration system for vehicles concerning a 2nd embodiment of the present invention. The control block diagram of the control apparatus with which the refrigeration system for motor vehicles based on 2nd Embodiment of this invention is provided. Schematic of the temperature control system for motor vehicles based on 3rd Embodiment of this invention. The control block diagram of the control apparatus with which the temperature control system for motor vehicles concerning 3rd Embodiment of this invention is provided. The schematic of the refrigerant circuit for air-conditioning concerning modification 3A. Schematic of the temperature control system for motor vehicles based on 4th Embodiment of this invention. The control block diagram of the control apparatus with which the temperature control system for motor vehicles concerning 4th Embodiment of this invention is provided. The schematic diagram of the refrigerant circuit for air-conditioning and electric equipment cooling circuit concerning modification 4A.

  Hereinafter, an automotive refrigeration system and an automotive temperature control system including the automotive refrigeration system according to an embodiment of the present invention will be described with reference to the drawings. The following embodiments are specific examples of the present invention and do not limit the technical scope of the present invention.

<First Embodiment>
Below, the refrigeration system 10 for motor vehicles which concerns on 1st Embodiment of this invention is demonstrated.

(1) Overall Configuration The automobile refrigeration system 10 includes an air conditioner for air conditioning the vehicle and a control device 60. The air conditioner has an air conditioning refrigerant circuit 20. The control device 60 is a device for controlling various devices included in the air conditioner. In the automobile refrigeration system 10, the control device 60 controls various devices included in the air conditioner, thereby performing air conditioning (cooling, heating, heating dehumidification, etc.) in the vehicle.

(2) Detailed configuration (2-1) Configuration of air conditioner As shown in FIG. 1, the air conditioning refrigerant circuit 20 provided in the air conditioner mainly includes a compressor 80, a four-way switching valve 81, and heat for outside air. This is a vapor compression refrigerant circuit including an exchanger 82, a first room air heat exchanger 85, and a second room air heat exchanger 86. The air conditioning refrigerant circuit 20 includes a branching portion 28. The branch portion 28 is a portion where the air conditioning side branch pipe 22 branches from the main refrigerant circuit 21 in the air conditioning refrigerant circuit 20.

  As shown in FIG. 1, the main refrigerant circuit 21 includes a compressor 80, an outside air heat exchanger 82 that exchanges heat with the outside air, an air conditioning control valve 83, and a first inside air for air conditioning the vehicle interior. The heat exchanger 85 is connected in order.

  The compressor 80 is an inverter type compressor having a variable rotation speed, and compresses the sucked gas refrigerant.

  The air conditioning control valve 83 is an electric expansion valve for adjusting the refrigerant pressure, the refrigerant flow rate, and the like flowing through the first refrigerant pipe 23 that connects the outside air heat exchanger 82 and the first inside air heat exchanger 85. It is.

  The outside air heat exchanger 82 is for exchanging heat between outside air and the refrigerant flowing inside.

  The first indoor air heat exchanger 85 is for exchanging heat with the refrigerant using air in the vehicle as a heat source, and the inner fan 84 generates an air flow that contacts the first indoor air heat exchanger 85. The air in the vehicle and the refrigerant flowing through the first indoor air heat exchanger 85 can exchange heat.

  Further, the four-way switching valve 81 connected to the main refrigerant circuit 21 constitutes a switching mechanism that changes the flow path of the refrigerant flowing through the main refrigerant circuit 21. The four-way switching valve 81 is connected to the discharge side of the compressor 80 and the outside heat exchanger 82, and is connected to the first inside heat exchanger 85 and the suction side of the compressor 80 (see FIG. 1), a second state in which the discharge side of the compressor 80 and the first heat exchanger 85 for the inside air are connected, and the outside heat exchanger 82 and the suction side of the compressor 80 are connected (see FIG. The refrigerant circulation direction in the main refrigerant circuit 21 is configured to be reversible (see FIGS. 2 and 3).

  One end of the air conditioning side branch pipe 22 is connected to the first refrigerant pipe 23, and the other end is connected to the suction side refrigerant pipe 24 that connects the four-way switching valve 81 and the suction portion of the compressor 80. For this reason, even if the circulation direction of the refrigerant in the main refrigerant circuit 21 is changed, the refrigerant flows in the same direction from the first refrigerant pipe 23 toward the suction side of the compressor 80 through the air conditioning side branch pipe 22. . In the present embodiment, one end of the air conditioning side branch pipe 22 is a part of the first refrigerant pipe 23 and is connected to the refrigerant pipe 23a that connects the air conditioning control valve 83 and the first indoor air heat exchanger 85. It is connected.

  In addition, a control valve 87a, which is an expansion mechanism, and a second indoor air heat exchanger 86 are sequentially connected to the air conditioning side branch pipe 22.

  The control valve 87a is an electric expansion valve for adjusting the pressure of refrigerant flowing from the first refrigerant pipe 23 to the second heat exchanger 86 for the inside air, adjusting the flow rate of refrigerant, and the like, and the valve opening degree is adjusted. Thus, the second room air heat exchanger 86 can function as an evaporator. The control valve 87a is arranged on the inflow side of the second inside air heat exchanger 86.

  Similarly to the first indoor air heat exchanger 85, the second indoor air heat exchanger 86 is for exchanging heat with the refrigerant using air in the vehicle as a heat source, and the inner fan 84 performs the second indoor air heat exchange. By generating an air flow in contact with the vessel 86, it is possible to exchange heat between the air in the vehicle and the refrigerant flowing through the second inside air heat exchanger 86.

  In the present embodiment, the air-conditioning refrigerant circuit 20 is configured such that the refrigerant flows from the outside air heat exchanger 82 toward the first inside air heat exchanger 85 and the second inside air heat exchanger 86 when the refrigerant flows through the first inside air. It is designed so that the flow rate of the refrigerant flowing through the heat exchanger 85 for use and the flow rate of the refrigerant flowing through the second inside air heat exchanger 86 become a predetermined ratio. Further, in the present embodiment, the heater 88 is disposed as a heat source for heating the air in the vehicle at the time of heating in the vehicle or when the heating capacity for heating and dehumidification is insufficient. The output of the heater 88 is controlled by the control device 60 based on the detection results of various sensors.

(2-2) Configuration of Control Device As shown in FIG. 4, the control device 60 is connected to various devices included in the air conditioner, and performs operation control of various devices in order to perform air conditioning in the vehicle. More specifically, the control device 60 performs control to adjust the valve opening degree of the air conditioning control valve 83 and the control valve 87a and the rotational speed of the internal fan 84, so that the first internal air heat exchanger 85 and the second internal air are controlled. The amount of heat exchange in the heat exchanger 86 is controlled.

(3) Control operations of various devices during air conditioning in the vehicle Next, control operations of various devices by the control device 60 when air conditioning is performed in the vehicle and when heating and dehumidification are performed will be described. To do.

(3-1) In-Vehicle Cooling FIG. 2 is a schematic diagram of the air-conditioning refrigerant circuit 20, and the arrows in FIG. 2 indicate the refrigerant flow in the air-conditioning refrigerant circuit 20 during in-vehicle cooling.

  At the time of in-vehicle cooling, the four-way switching valve 81 is switched to the first state, and the rotational speed of the compressor 80 is adjusted according to the in-vehicle cooling capacity or dehumidifying capacity. The opening degree of the air conditioning control valve 83 is controlled such that the degree of superheat on the outlet side of the first inside air heat exchanger 85 becomes a predetermined value. Further, the valve opening degree of the control valve 87a is controlled so that the degree of superheat on the outlet side of the second inside air heat exchanger 86 becomes a predetermined value.

  The high-pressure gas refrigerant discharged from the compressor 80 exchanges heat with the outside air in the outside air heat exchanger 82, and is cooled and condensed. The high-pressure liquid refrigerant flowing out of the outside air heat exchanger 82 is depressurized by the air conditioning control valve 83 and then flows through the refrigerant pipe 23a to the first inside air heat exchanger 85, or in the middle of the refrigerant pipe 23a. It flows to the air conditioning side branch pipe 22.

  The refrigerant that has reached the first indoor air heat exchanger 85 exchanges heat with the vehicle interior air blown by the internal fan 84, evaporates the liquid refrigerant, cools the air, and cools the vehicle interior. The evaporated gas refrigerant is sucked into the compressor 80 via the four-way switching valve 81.

  On the other hand, the liquid refrigerant that has reached the air conditioning side branch pipe 22 flows into the second inside air heat exchanger 86 via the control valve 87a. The refrigerant flowing into the second inside air heat exchanger 86 exchanges heat with the in-vehicle air blown by the inner fan 84, evaporates the liquid refrigerant, cools the air, and cools the inside of the vehicle. The evaporated gas refrigerant merges with the refrigerant flowing through the suction side refrigerant pipe 24 and is sucked into the compressor 80.

  Thus, the refrigerant circulates in the air conditioning refrigerant circuit 20, and the first inside air heat exchanger 85 and the second inside air heat exchanger 86 function as an evaporator, thereby cooling or dehumidifying the interior of the vehicle. it can.

(3-2) Car Heating Dehumidification FIG. 3 is a schematic diagram of the air conditioning refrigerant circuit 20, and the arrows in FIG. 3 indicate the flow of refrigerant in the air conditioning refrigerant circuit 20 during car heating dehumidification. .

  At the time of vehicle interior heating and dehumidification, the four-way switching valve 81 is switched to the second state, and the rotation speed of the compressor 80 is adjusted according to the heating capacity of the vehicle. Further, the opening degree of the air conditioning control valve 83 is controlled such that the degree of superheat on the outlet side of the outside air heat exchanger 82 becomes a predetermined value. Furthermore, the valve opening degree of the control valve 87a is adjusted according to the dehumidifying capacity in the vehicle.

  The high pressure gas refrigerant discharged from the compressor 80 exchanges heat with the interior air blown by the internal fan 84 in the first inside air heat exchanger 85, the high pressure gas refrigerant condenses and heats the air, Heat up. The high-pressure liquid refrigerant that has flowed out of the first indoor air heat exchanger 85 flows through the refrigerant pipe 23a to the air conditioning control valve 83, or flows into the air conditioning side branch pipe 22 in the middle of the refrigerant pipe 23a.

  The liquid refrigerant that has reached the air conditioning control valve 83 is decompressed by the air conditioning control valve 83 and then flows into the outside heat exchanger 82. In the outside air heat exchanger 82, the inflowing liquid refrigerant evaporates by exchanging heat with outside air. The evaporated gas refrigerant is sucked into the compressor 80 via the four-way switching valve 81.

  On the other hand, the liquid refrigerant that has flowed into the air conditioning side branch pipe 22 is depressurized by the control valve 87a and then flows into the second indoor air heat exchanger 86. Then, the refrigerant that has flowed into the second indoor air heat exchanger 86 exchanges heat with the vehicle interior air blown by the internal fan 84, evaporates the liquid refrigerant, cools the air, and dehumidifies the vehicle interior. The evaporated gas refrigerant merges with the refrigerant flowing through the suction side refrigerant pipe 24 and is sucked into the compressor 80.

  In this way, the refrigerant circulates in the air conditioning refrigerant circuit 20 and the first inside air heat exchanger 85 functions as a condenser, so that the inside of the vehicle can be heated and the second inside air heat exchanger 86. By functioning as an evaporator, dehumidification inside the vehicle can be performed.

(4) Features (4-1)
Conventionally, an automobile refrigeration system for air conditioning in a vehicle has been proposed. Moreover, in order to reduce the possibility that the vehicle window will become cloudy when heating the inside of the vehicle, such an automotive refrigeration system is provided with two heat exchangers for inside air, one of which functions as a condenser and the other as an evaporator. There is something that dehumidifies simultaneously with heating by making it function.

  Here, as a refrigeration system provided with two heat exchangers that exchange heat with the air inside the space, for example, there is a refrigeration system for an air conditioner that performs air conditioning in a building. In this refrigeration system, one of the indoor heat exchangers functions as a condenser, and the other indoor heat exchanger functions as an evaporator, whereby reheat dehumidification is performed to reduce humidity without lowering the indoor temperature. . In many of such refrigeration systems, two indoor heat exchangers are provided in series, and an expansion mechanism is provided between one indoor heat exchanger and the other indoor heat exchanger. .

  When this refrigeration system is applied to an automobile, a first inside air heat exchanger 985, a second inside air heat exchanger 986, and an outside air heat exchanger 982 are connected in series as shown in FIG. It is possible to provide an expansion mechanism 987a between the first room air heat exchanger 985 and the second room air heat exchanger 986. In this automobile refrigeration system, the refrigerant is decompressed by the expansion mechanism 987a, the first inside air heat exchanger 985 functions as a condenser, and the second inside air heat exchanger 986 and the outside air heat exchanger 982 are connected to the evaporator. By making it function as, the inside of a vehicle can be dehumidified by heating.

  However, in this refrigeration system for automobiles, the first inside air heat exchanger 985 and the second inside air heat exchanger 986 are provided in series, so that the second inside air heat exchanger 986 includes the first inside air heat exchanger 986. All the refrigerant that has flowed out of the inside air heat exchanger 985 flows. As a result, the dehumidifying capacity of the second indoor air heat exchanger 986 is determined by the temperature of the refrigerant flowing through the second indoor air heat exchanger 986, so it is difficult to adjust the dehumidifying capacity during heating and dehumidification.

  Therefore, in this embodiment, the air conditioning side branch pipe 22 branches from the main refrigerant circuit 21 in the branch portion 28. Therefore, in the air conditioning refrigerant circuit 20, the branch part 28 causes the refrigerant flowing out from the first inside air heat exchanger 85 to branch to the outside air heat exchanger 82 and the second inside air heat exchanger 86. Can do. Therefore, when heating and dehumidifying the interior of the vehicle is performed by causing the first inside air heat exchanger 85 to function as a condenser and the second inside air heat exchanger 86 to function as an evaporator, the second inside air heat exchanger is used. By adjusting the flow rate of the refrigerant flowing through 86, the heat exchange amount in the second inside air heat exchanger 86 can be controlled. As a result, as in the refrigeration system including the refrigerant circuit shown in FIG. 5, all the refrigerant that has flowed out of the first indoor air heat exchanger 985 flows to the second indoor air heat exchanger 986, The amount of dehumidification in the heat exchanger 86 for 2 inside air can be made easy to control.

  Thereby, the dehumidifying ability at the time of heating dehumidification in the vehicle can be adjusted with a simple configuration.

(4-2)
In the present embodiment, the control device 60 performs control for adjusting the valve opening degrees of the air conditioning control valve 83 and the control valve 87a, so that the first room air heat exchanger 85 and the second room air heat exchanger 86 are controlled. The amount of heat exchange in is controlled. For this reason, the amount of heat exchange in the first indoor air heat exchanger 85 and the second indoor air heat exchanger 86 can be controlled with a simple configuration.

(4-3)
In the present embodiment, the air conditioning side branch pipe 22 has one end connected to the first refrigerant pipe 23 and the other end connected to the suction side refrigerant pipe 24. For this reason, even if the circulation direction of the refrigerant in the main refrigerant circuit 21 is changed, the refrigerant flows in the same direction from the first refrigerant pipe 23 toward the suction side of the compressor 80 through the air conditioning side branch pipe 22. . As a result, the refrigerant flows in a certain direction through the second indoor air heat exchanger 86 provided in the air conditioning side branch pipe 22.

  Further, at the time of cooling the inside of the vehicle, the refrigerant condensed in the outside air heat exchanger 82 is decompressed by the air conditioning control valve 83 and then flows into the second inside air heat exchanger 86, whereby the second inside air heat exchanger 86. Functions as an evaporator. When the vehicle interior heating is dehumidified, the refrigerant condensed in the first room air heat exchanger 85 is decompressed by the control valve 87a and then flows into the second room air heat exchanger 86, whereby the second room air heat exchanger. 86 functions as an evaporator. As a result, the second indoor air heat exchanger 86 can be caused to function as an evaporator regardless of whether the vehicle is cooling or heating and dehumidifying.

  As a result, the interior of the vehicle can always be cooled or dehumidified.

(5) Modification (5-1) Modification 1A
In the above-described embodiment, the air conditioning refrigerant circuit 20 is provided with the control valve 87a, so that more air is directed toward the first indoor air heat exchanger 85 than the second indoor air heat exchanger 86 during the cooling of the vehicle interior. There is a possibility that the ratio of the flow rate of the refrigerant flowing through the first inside air heat exchanger 85 and the flow rate of the refrigerant flowing through the second inside air heat exchanger 86 may be difficult to adjust.

  Therefore, in addition to the configuration of the air conditioning refrigerant circuit 20 of the above embodiment, as shown in FIG. 6, the flow rate of the refrigerant flowing through the first room air heat exchanger 85 and the refrigerant flowing through the second room air heat exchanger 86. The adjustment part 187 for adjusting the ratio with the flow rate of may be provided. Note that, in the automobile refrigeration system of the present modification, the configuration of the air conditioning refrigerant circuit 120 is the same as that of the above-described embodiment except that an adjustment unit 187 is provided as shown in FIG. Moreover, in FIG. 6, the code | symbol similar to the apparatus of the said embodiment is attached | subjected about the apparatus of the structure similar to the said embodiment. Further, in FIG. 6, reference numeral 122 denotes an air conditioning side branch pipe branched from the main refrigerant circuit 121.

  The adjusting unit 187 is a part of the first refrigerant pipe 123 that connects the first inside air heat exchanger 85 and the outside air heat exchanger 82 in the main refrigerant circuit 121, and includes the branching unit 128 and the first inside air heat. It is provided in the pipe 123aa between the exchanger 85. The adjusting unit 187 is a pressure loss member that causes a pressure loss equal to or more than the pressure loss when the valve opening degree of the control valve 87a is adjusted to the fully open state, and is a capillary in this modification. . In the present modification, the adjustment unit 187 is a capillary, but the configuration of the adjustment unit 187 is not limited to this as long as the member can cause pressure loss.

  Since the adjustment unit 187 is provided in this way, the ratio between the flow rate of the refrigerant flowing toward the first inside air heat exchanger 85 and the flow rate of the refrigerant flowing toward the second inside air heat exchanger 86. Can be adjusted in advance. For this reason, the flow rate of the refrigerant flowing through the first indoor air heat exchanger 85 and the second indoor air heat exchanger 86 is adjusted to a predetermined ratio by adjusting the valve opening degree of the control valve 87a during cooling of the vehicle interior. Can be easier.

Second Embodiment
Hereinafter, an automotive refrigeration system 210 according to a second embodiment of the present invention will be described. In the second embodiment, devices having the same configuration as in the first embodiment are denoted by the same reference numerals as in the first embodiment.

(1) Overall Configuration The automobile refrigeration system 210 includes an air conditioner for performing air conditioning in the vehicle, and a control device 260. The air conditioner has an air conditioning refrigerant circuit 220. The control device 260 is a device for controlling various devices included in the air conditioner. In the automobile refrigeration system 210, the control device 260 controls various devices included in the air conditioner, thereby performing air conditioning (cooling, heating, dehumidifying heating, etc.) in the vehicle.

(2) Detailed configuration (2-1) Configuration of air conditioner As shown in FIG. 7, the air conditioning refrigerant circuit 220 provided in the air conditioner mainly includes a first compressor 280 a, a second compressor 280 b, and four components. This is a vapor compression refrigerant circuit including a path switching valve 81, an outside air heat exchanger 82, a first inside air heat exchanger 85, and a second inside air heat exchanger 86. The air conditioning refrigerant circuit 220 includes a branch 228. The branch portion 228 is a portion where the air conditioning side branch pipe 222 branches from the main refrigerant circuit 221 in the air conditioning refrigerant circuit 220.

  As shown in FIG. 7, the main refrigerant circuit 221 includes a first compressor 280a, an outside air heat exchanger 82 for exchanging heat with outside air, an air conditioning control valve 83, and a first air conditioner for air conditioning the interior of the vehicle. The inside air heat exchanger 85 is connected in order. Note that the configurations of the air conditioning control valve 83, the outside air heat exchanger 82, and the first inside air heat exchanger 85 are the same as those of the first embodiment, and thus the description thereof is omitted.

  The first compressor 280a is an inverter-type compressor having a variable rotation speed, and compresses the sucked gas refrigerant. Further, the refrigerant discharged from the discharge portion of the first compressor 280a is configured to join the refrigerant discharged from the second compressor 280b at the merge portion 229 and reach the four-way switching valve 81.

  One end of the air conditioning side branch pipe 222 is connected to the first refrigerant pipe 223 that connects the outside air heat exchanger 82 and the first inside air heat exchanger 85, and the other end is the suction portion of the second compressor 280 b. It is connected to the. For this reason, even if the refrigerant circulation direction in the main refrigerant circuit 221 is changed, the refrigerant flows in the same direction from the first refrigerant pipe 223 toward the suction portion of the second compressor 280b in the air conditioning side branch pipe 222. become. In the present embodiment, one end of the air conditioning side branch pipe 222 is a part of the first refrigerant pipe 223, and is connected to the refrigerant pipe 223 a that connects the air conditioning control valve 83 and the first indoor air heat exchanger 85. It is connected.

  Similarly to the first compressor 280a, the second compressor 280b is an inverter type compressor having a variable rotation speed, and compresses the sucked gas refrigerant.

  Furthermore, a control valve 87a and a second inside air heat exchanger 86 are sequentially connected to the air conditioning side branch pipe 222. In addition, since the structure of the control valve 87a and the 2nd inside air heat exchanger 86 is respectively the same as the structure of 1st Embodiment, description is abbreviate | omitted. In the air conditioning side branch pipe 222, a pipe connecting the outflow part of the second inside air heat exchanger 86 and the suction part of the second compressor 280b is referred to as a pipe 222a.

  In the present embodiment, the air-conditioning refrigerant circuit 220 is configured such that the refrigerant flows from the outside air heat exchanger 82 toward the first inside air heat exchanger 85 and the second inside air heat exchanger 86 when the refrigerant flows through the first inside air. It is designed so that the flow rate of the refrigerant flowing through the heat exchanger 85 for use and the flow rate of the refrigerant flowing through the second inside air heat exchanger 86 become a predetermined ratio. Further, in the present embodiment, similarly to the first embodiment, the heater 88 is provided as a heat source for heating the air in the vehicle when the heating capacity during heating or dehumidification in the vehicle is insufficient. Has been.

(2-2) Configuration of Control Device As shown in FIG. 8, the control device 260 is connected to various devices included in the air conditioner, and performs operation control of various devices in order to perform air conditioning in the vehicle. More specifically, the control device 260 performs control to adjust the valve opening degree of the air conditioning control valve 83 and the control valve 87a and the rotational speed of the internal fan 84, thereby controlling the first indoor air heat exchanger 85 and the second indoor air. The amount of heat exchange in the heat exchanger 86 is controlled.

  Further, the control device 260 can individually control the driving of the first compressor 280a and the second compressor 280b. Here, the rotation speed of the second compressor 280b is controlled so that the suction pressure of the second compressor 280b becomes a predetermined pressure. Note that the predetermined pressure at the time of cooling the interior of the vehicle is set to a pressure equal to or slightly higher than the suction pressure of the first compressor 280a. Further, the predetermined pressure at the time of dehumidification in the vehicle interior is set to a pressure determined to be a predetermined dehumidification amount (a lower pressure as the outside air temperature is lower).

(3) Control operations of various devices during air conditioning in the vehicle Next, control operations of various devices by the control device 260 when air conditioning is performed in the vehicle and when heating and dehumidification are performed will be described. To do.

(3-1) In-vehicle cooling At the time of in-vehicle cooling, the four-way switching valve 81 is switched to the first state. The opening degree of the air conditioning control valve 83 is controlled such that the degree of superheat on the outlet side of the first inside air heat exchanger 85 becomes a predetermined value. On the other hand, the valve opening degree of the control valve 87a is so-called superheat control in which the suction superheat degree of the second compressor 280b is adjusted to a predetermined value. Furthermore, the rotation speed of the first compressor 280a is adjusted according to the cooling capacity or the dehumidifying capacity in the vehicle. On the other hand, the rotation speed of the second compressor 280b is controlled so that the suction pressure of the second compressor 280b becomes a predetermined pressure.

  The high-pressure gas refrigerant discharged from the first compressor 280a merges with the high-pressure gas refrigerant discharged from the second compressor 280b, and then reaches the outside air heat exchanger 82 via the four-way switching valve 81. The high-pressure gas refrigerant that has reached the outside air heat exchanger 82 is cooled and condensed by exchanging heat with outside air in the outside air heat exchanger 82. The high-pressure liquid refrigerant that has flowed out of the outside air heat exchanger 82 is depressurized by the air conditioning control valve 83 and then flows through the refrigerant pipe 223a to the first inside air heat exchanger 85, or in the middle of the refrigerant pipe 223a. It flows to the air conditioning side branch pipe 222.

  The refrigerant that has reached the first indoor air heat exchanger 85 exchanges heat with the vehicle interior air blown by the internal fan 84, evaporates the liquid refrigerant, cools the air, and cools the vehicle interior. The evaporated gas refrigerant flows through the suction side refrigerant pipe 224 via the four-way switching valve 81 and is sucked into the first compressor 280a.

  On the other hand, the liquid refrigerant flowing into the air conditioning side branch pipe 222 flows into the second inside air heat exchanger 86 through the control valve 87a, exchanges heat with the vehicle interior air blown by the inner fan 84, and evaporates. Cool the air and cool the car. The refrigerant flowing out of the second inside air heat exchanger 86 flows through the pipe 222a and is sucked into the second compressor 280b.

  As described above, the refrigerant circulates in the air conditioning refrigerant circuit 220, and the first inside air heat exchanger 85 and the second inside air heat exchanger 86 function as an evaporator, thereby cooling or dehumidifying the inside of the vehicle. it can.

(3-2) In-vehicle heating and dehumidification During in-vehicle cooling, the four-way switching valve 81 is switched to the second state. Further, the opening degree of the air conditioning control valve 83 is controlled such that the degree of superheat on the outlet side of the outside air heat exchanger 82 becomes a predetermined value. On the other hand, the valve opening degree of the control valve 87a is so-called superheat control in which the suction superheat degree of the second compressor 280b is adjusted to a predetermined value. Furthermore, the rotation speed of the first compressor 280a is adjusted according to the heating capacity in the vehicle. On the other hand, the rotation speed of the second compressor 280b is controlled so that the suction pressure of the second compressor 280b becomes a predetermined pressure.

  The high-pressure gas refrigerant discharged from the first compressor 280a merges with the high-pressure gas refrigerant discharged from the second compressor 280b, and then reaches the first indoor air heat exchanger 85 via the four-way switching valve 81. . The high-pressure gas refrigerant that has reached the first indoor air heat exchanger 85 exchanges heat with the vehicle interior air blown by the internal fan 84 in the first indoor air heat exchanger 85, and the high-pressure gas refrigerant condenses and air. To heat the interior of the car. Further, the high-pressure liquid refrigerant that has flowed out of the first indoor air heat exchanger 85 flows through the refrigerant pipe 223a to the air conditioning control valve 83, or flows into the air conditioning side branch pipe 222 in the middle of the refrigerant pipe 223a.

  The liquid refrigerant that has reached the air conditioning control valve 83 is decompressed by the air conditioning control valve 83 and then flows into the outside heat exchanger 82. In the outside air heat exchanger 82, the inflowing liquid refrigerant evaporates by exchanging heat with outside air. The evaporated gas refrigerant flows through the suction side refrigerant pipe 224 via the four-way switching valve 81 and is sucked into the first compressor 280a.

  On the other hand, the liquid refrigerant flowing into the air conditioning side branch pipe 222 is decompressed by the control valve 87a and flows into the second indoor air heat exchanger 86. Then, heat is exchanged with the in-vehicle air blown by the internal fan 84 in the second internal air heat exchanger 86 to evaporate and cool the air to dehumidify the inside of the vehicle. Thereafter, the refrigerant flowing out of the second inside air heat exchanger 86 flows through the pipe 222a and is sucked into the second compressor 280b.

  In this way, the refrigerant circulates in the air conditioning refrigerant circuit 220 and the first inside air heat exchanger 85 functions as a condenser, so that the inside of the vehicle can be heated and the second inside air heat exchanger 86. By functioning as an evaporator, the interior of the vehicle can be dehumidified.

(4) Features (4-1)
In the present embodiment, the air conditioning side branch pipe 222 branches from the main refrigerant circuit 221 at the branch portion 228. Therefore, in the air conditioning refrigerant circuit 220, the branch part 228 causes the refrigerant that has flowed out of the first inside air heat exchanger 85 to branch to the outside air heat exchanger 82 and the second inside air heat exchanger 86. Can do. Therefore, when heating and dehumidifying the interior of the vehicle is performed by causing the first inside air heat exchanger 85 to function as a condenser and the second inside air heat exchanger 86 to function as an evaporator, the second inside air heat exchanger is used. By adjusting the flow rate of the refrigerant flowing through 86, the heat exchange amount in the second inside air heat exchanger 86 can be controlled. As a result, it is easier to control the amount of dehumidification in the second indoor air heat exchanger 86 than when all the refrigerant that has flowed out of the first indoor air heat exchanger flows into the second indoor air heat exchanger. Can do.

  Thereby, the dehumidifying ability at the time of heating dehumidification in the vehicle can be adjusted with a simple configuration.

(4-2)
In the present embodiment, the control device 260 performs control to adjust the valve opening degrees of the air conditioning control valve 83 and the control valve 87a, whereby the first indoor air heat exchanger 85 and the second indoor air heat exchanger 86 are controlled. The amount of heat exchange in is controlled. For this reason, the amount of heat exchange in the first indoor air heat exchanger 85 and the second indoor air heat exchanger 86 can be controlled with a simple configuration.

(4-3)
In the present embodiment, the air conditioning side branch pipe 222 has one end connected to the first refrigerant pipe 223 and the other end connected to the suction portion of the second compressor 280b. For this reason, even if the refrigerant circulation direction in the main refrigerant circuit 221 is changed, the refrigerant flows in the same direction from the first refrigerant pipe 223 toward the suction side of the second compressor 280b through the air conditioning side branch pipe 222. become. As a result, the refrigerant flows in a certain direction through the second inside air heat exchanger 86 provided in the air conditioning side branch pipe 222.

  Further, at the time of cooling the inside of the vehicle, the refrigerant condensed in the outside air heat exchanger 82 is decompressed by the air conditioning control valve 83 and then flows into the second inside air heat exchanger 86, whereby the second inside air heat exchanger 86. Functions as an evaporator. When the vehicle interior heating is dehumidified, the refrigerant condensed in the first room air heat exchanger 85 is decompressed by the control valve 87a and then flows into the second room air heat exchanger 86, whereby the second room air heat exchanger. 86 functions as an evaporator. As a result, the second indoor air heat exchanger 86 can be caused to function as an evaporator regardless of whether the vehicle is cooling or heating and dehumidifying.

  As a result, the interior of the vehicle can always be cooled or dehumidified.

(4-4)
In the present embodiment, the air conditioning refrigerant circuit 220 includes a first compressor 280a and a second compressor 280b. In addition, the refrigerant discharged from the first compressor 280 a merges with the refrigerant discharged from the second compressor 280 b at the junction 229 and reaches the four-way switching valve 81. Then, the refrigerant flowing through the suction side refrigerant pipe 224 is sucked into the first compressor 280a via the four-way switching valve 81. On the other hand, the refrigerant that has flowed through the pipe 222a is sucked into the second compressor 280b via the second inside air heat exchanger 86. Further, the first compressor 280a and the second compressor 280b are controlled independently. For this reason, compared with the case where all the refrigerant | coolants which flowed through the heat exchanger 82 for external air, the heat exchanger 85 for 1st inside air, and the heat exchanger 86 for 2nd inside air are suck | inhaled by one compressor, it is for outside air. Fine control is possible for the flow rate of the refrigerant flowing through the heat exchanger 82, the first room air heat exchanger 85, and the second room air heat exchanger 86.

  Further, at the time of dehumidification of the interior of the vehicle, the refrigerant evaporated in the outside air heat exchanger 82 is sucked into the first compressor 280a, and the refrigerant evaporated in the second inside air heat exchanger 86 is sucked into the second compressor 280b. Therefore, the valve opening degree of the control valve 87a can be adjusted regardless of the degree of superheat of the outside air heat exchanger 82.

(4-5)
In this embodiment, the valve opening degree of the control valve 87a is adjusted so that the suction superheat degree of the second compressor 280b becomes a predetermined value. Therefore, at the time of dehumidification in the vehicle interior, the opening degree of the control valve 87a can be controlled to an opening degree corresponding to the dehumidifying capacity regardless of the outside air temperature.

  Thereby, the efficiency of the entire automobile refrigeration system 210 can be improved.

<Third Embodiment>
Below, the temperature control system 310 for motor vehicles based on 3rd Embodiment of this invention is demonstrated. Note that in the third embodiment, devices having the same configuration as in the first embodiment are denoted by the same reference numerals as in the first embodiment.

(1) Overall Configuration The automotive temperature control system 310 is a temperature control system used in a vehicle in which a battery 70 such as a hybrid vehicle or an electric vehicle is a power source for traveling. 41, a cooling device for cooling 41, a cooperative heat exchanger 50, and a control device 360 are provided. The air conditioner has an air conditioning refrigerant circuit 320. The cooling device has an electrical component cooling circuit 30. The cooperative heat exchanger 50 exchanges heat between the refrigerant flowing through the air conditioning refrigerant circuit 320 and the fluid flowing through the electrical component cooling circuit 30. The control device 360 is a device for controlling various devices included in the air conditioner and the cooling device. In this automotive temperature control system 310, the control device 360 controls various devices included in the air conditioner and the cooling device, thereby controlling the air conditioning (cooling, heating, heating dehumidification, etc.) in the vehicle, the temperature control of the battery 70, and The electrical component 41 is cooled. In the present embodiment, water is circulated in the electrical component cooling circuit 30 as a fluid.

(2) Detailed configuration (2-1) Configuration of air conditioner As shown in FIG. 9, the air conditioning refrigerant circuit 320 provided in the air conditioner mainly includes a compressor 80, a four-way switching valve 81, and heat for outside air. This is a vapor compression refrigerant circuit including an exchanger 82, a first room air heat exchanger 85, and a second room air heat exchanger 86. The air conditioning refrigerant circuit 320 includes a branching section 328. The branch portion 328 is a portion of the air conditioning refrigerant circuit 320 where the first air conditioning side branch pipe 322 branches from the main refrigerant circuit 321. A second indoor air heat exchanger 86 is connected to the first air conditioning side branch pipe 322. In addition to the first air conditioning side branch pipe 322, the air conditioning refrigerant circuit 320 has a second air conditioning side branch pipe 325 that branches from the main refrigerant circuit 321 and to which the cooperative heat exchanger 50 is connected.

  As shown in FIG. 9, the main refrigerant circuit 321 includes a compressor 80, an outside air heat exchanger 82 that exchanges heat with outside air, an air conditioning control valve 83, and a first inside air for air conditioning the interior of the vehicle. The heat exchanger 85 is connected in order. The configurations of the compressor 80, the outside air heat exchanger 82, the air conditioning control valve 83, and the first inside air heat exchanger 85 are the same as those in the first embodiment, and thus the description thereof is omitted.

  As shown in FIG. 9, the first air conditioning side branch pipe 322 has a first refrigerant pipe 323 whose one end connects the outside air heat exchanger 82 and the first inside air heat exchanger 85 via the branch portion 328. The other end is connected to a suction-side refrigerant pipe 324 that connects the four-way switching valve 81 and the suction portion of the compressor 80. In the present embodiment, one end of the first air conditioning side branch pipe 322 is a part of the first refrigerant pipe 323 and connects the first inside air heat exchanger 85 and the air conditioning control valve 83. 323a.

  In addition, a control valve 87a, which is an expansion mechanism, and a second indoor air heat exchanger 86 are sequentially connected to the first air conditioning side branch pipe 322. In addition, since the structure of the control valve 87a and the 2nd inside air heat exchanger 86 is the same as that of 1st Embodiment, description is abbreviate | omitted.

  As shown in FIG. 9, the second air conditioning side branch pipe 325 has one end connected to the refrigerant pipe 323 a and the other end connected to the suction side refrigerant pipe 324.

  The second air conditioning side branch pipe 325 is connected to the first refrigerant pipe 325 a connected to the upstream end of the cooperative heat exchanger 50 and the second end connected to the downstream end of the cooperative heat exchanger 50. Refrigerant pipe 325b. The first refrigerant pipe 325a is connected to the refrigerant pipe 323a at one end, and is a pipe for flowing the refrigerant flowing through the refrigerant pipe 323a to the cooperative heat exchanger 50. The second refrigerant pipe 325 b is connected to the suction side refrigerant pipe 324 at one end, and is a pipe for flowing the refrigerant that has undergone heat exchange in the cooperative heat exchanger 50 to the suction side of the compressor 80. Since the second air conditioning side branch pipe 325 has one end connected to the refrigerant pipe 323a and the other end connected to the suction side refrigerant pipe 324, the second air conditioning side branch pipe 325 includes a heating inside the vehicle. In either case of dehumidification or cooling, the refrigerant flows in the same direction.

  Further, the first refrigerant pipe 325a is provided with an adjustment valve 389 capable of adjusting the flow rate of the refrigerant flowing through the cooperative heat exchanger 50.

  In the present embodiment, the air-conditioning refrigerant circuit 320 is configured such that the refrigerant flows from the outside air heat exchanger 82 toward the first inside air heat exchanger 85 and the second inside air heat exchanger 86 when the refrigerant flows through the first inside air. It is designed so that the flow rate of the refrigerant flowing through the heat exchanger 85 for use and the flow rate of the refrigerant flowing through the second inside air heat exchanger 86 become a predetermined ratio. Further, in the present embodiment, similarly to the first embodiment, the heater 88 is provided as a heat source for heating the air in the vehicle when the heating capacity during heating or dehumidification in the vehicle is insufficient. Has been.

(2-2) Configuration of Cooling Device As shown in FIG. 9, the electrical component cooling circuit 30 provided in the cooling device mainly includes a pump 40, a battery heat exchanger 71, a cooler 42, and a radiator 45. And a cooling circuit including: The electrical component cooling circuit 30 includes a main cooling circuit 31, an electrical component side branch pipe 32 that branches from the main cooling circuit 31, and to which the cooperative heat exchanger 50 is connected, and a battery heat exchanger 71. And a bypass pipe 34 connected so as to be bypassed.

  As shown in FIG. 9, a pump 40, a battery heat exchanger 71, a cooler 42, a cooler control valve 44, and a radiator 45 are connected to the main cooling circuit 31 in this order.

  The pump 40 is a pump 40 for sending out the sucked fluid (water) to the cooler 42 side. When the pump 40 is driven, the fluid circulates in the electrical component cooling circuit 30. In this embodiment, the fluid flowing in the electrical component cooling circuit 30 is water. However, for example, when the refrigerant flows as a fluid in the electrical component cooling circuit 30, the pump boosts the sucked refrigerant. A refrigerant pump configured to be discharged may be employed.

  The battery heat exchanger 71 is a heat exchanger for adjusting the temperature of the battery 70, and has a passage through which a fluid flows. In the battery heat exchanger 71, heat is exchanged between the fluid flowing in the passage and the battery 70, whereby the temperature of the battery 70 is adjusted. In addition, the specific structure of the heat exchanger 71 for batteries is designed in the form according to the shape etc. of the battery 70 to adjust temperature. In this embodiment, the cooling device includes the battery heat exchanger 71. However, the configuration of the cooling device is not limited to this, and the battery heat exchanger 71 may not be provided.

  The cooler 42 is a heat exchanger for cooling the electrical component 41 (motor, inverter, converter, etc.), and has a passage through which a fluid flows. In the cooler 42, the electrical component 41 is cooled by heat exchange between the fluid flowing through the passage and the electrical component 41. The specific configuration of the cooler 42 is designed in a form corresponding to the shape of the electrical component 41 to be cooled. Moreover, the battery 70 is not included in the electrical component 41 in this embodiment.

  The cooler control valve 44 is an electric valve for adjusting the flow rate of the fluid flowing through the radiator 45. The flow rate of the fluid flowing through the radiator 45 is adjusted by adjusting the valve opening degree of the cooler control valve 44.

  The radiator 45 is for cooling the fluid that has undergone heat exchange in the cooler 42. In the radiator 45, heat is exchanged between the outside air and the fluid flowing inside, so that heat is radiated from the fluid and the fluid is cooled. Note that the size of the radiator 45 of the present embodiment is such that the fluid received from the electrical component 41 by the cooler 42 in the intermediate period (for example, spring or autumn) when the outside air temperature is within a predetermined temperature range. Designed to the minimum size that can be cooled down to.

  One end of the electrical component side branch pipe 32 is connected to the cooling pipe 33 that connects the cooler 42 and the radiator 45, and the other end is connected to the inflow side cooling pipe 37 that connects the radiator 45 and the pump 40. Has been. For this reason, the fluid flowing through the cooling pipe 33 flows to the suction side of the pump 40 through the electrical component side branch pipe 32. In the present embodiment, one end of the electrical component side branch pipe 32 is branched from a pipe 33 a that connects the cooler 42 and the cooler control valve 44.

  Further, the electrical component side branch pipe 32 is connected to the first cooling pipe 32 a connected to the upstream end of the cooperative heat exchanger 50 and the second cooling connected to the downstream end of the cooperative heat exchanger 50. A pipe 32b. One end of the first cooling pipe 32 a is connected to the pipe 33 a, and is a pipe for flowing the fluid flowing out of the cooler 42 to the cooperative heat exchanger 50. The second cooling pipe 32 b is connected to the inflow side cooling pipe 37 at one end, and is a pipe for flowing the fluid that has undergone heat exchange in the cooperative heat exchanger 50 to the suction side of the pump 40.

  Further, the first cooling pipe 32 a is provided with an adjustment valve 43 that can adjust the flow rate of the fluid flowing through the cooperative heat exchanger 50. In the present embodiment, the main cooling circuit 31 is provided with a cooler control valve 44, and the electrical component side branch pipe 32 is provided with an adjustment valve 43, but the configuration of the electrical component cooling circuit 30 is as follows. However, the present invention is not limited to this, and if the adjustment valve 43 is provided in the electrical component cooling circuit 30, the cooler control valve 44 may not be provided.

  One end of the bypass pipe 34 is connected to the outflow side cooling pipe 35 that connects the outflow portion of the pump 40 and the battery heat exchanger 71, and the other end connects the battery heat exchanger 71 and the cooler 42. Connected to the cooling pipe 36. Further, the bypass pipe 34 is provided with a valve 72 capable of adjusting the flow rate of the fluid.

(2-3) Configuration of Control Device As shown in FIG. 10, the control device 360 is connected to various devices included in the air conditioner and the cooling device, and controls the air conditioning in the vehicle, the temperature control of the battery 70, and the electrical components 41. Operation control of various devices is performed to perform cooling and the like. More specifically, the control device 360 performs control to adjust the valve opening degree of the air conditioning control valve 83 and the control valve 87a and the rotational speed of the internal fan 84, thereby controlling the first indoor air heat exchanger 85 and the second indoor air. The amount of heat exchange in the heat exchanger 86 is controlled, the amount of heat exchange in the radiator 45 is controlled by controlling the opening degree of the control valve 44 for the cooler, and the opening degree of the valve 72 is adjusted. The amount of heat exchange in the cooperative heat exchanger 50 can be controlled by controlling the amount of heat exchange in the battery heat exchanger 71 or adjusting the valve opening of the regulating valves 43 and 389. Or control.

(3) Control operations of various devices at the time of air conditioning in the vehicle Next, control operations of various devices by the control device 360 when air conditioning is performed inside the vehicle and when heating and dehumidification are performed will be described. To do.

(3-1) In-vehicle cooling At the time of in-vehicle cooling, the four-way switching valve 81 is switched to the first state. Moreover, the rotation speed of the compressor 80 is adjusted according to the cooling capability or dehumidification capability in the vehicle. Further, the opening degree of the air conditioning control valve 83 is controlled so that the degree of superheat on the outlet side of the first inside air heat exchanger 85 becomes a predetermined value, and the opening degree of the control valve 87a is the second inside air use degree. The degree of superheat on the outlet side of the heat exchanger 86 is controlled to be a predetermined value. Further, the valve opening degree of the cooler control valve 44 is adjusted to be fully open, and the output of the pump 40 is adjusted according to the cooling capacity in the cooler 42. Furthermore, the valve opening degree of the regulating valve 389 is controlled so that the degree of superheat on the outlet side of the cooperative heat exchanger 50 becomes a predetermined value. On the other hand, the valve opening degree of the adjustment valve 43 is adjusted so that the cooling temperature of the electrical component 41 is equal to or lower than a predetermined temperature. Further, the valve opening degree of the valve 72 is adjusted so that the cooling temperature of the battery 70 falls within a predetermined range.

  In the air conditioning refrigerant circuit 320, the high-pressure gas refrigerant discharged from the compressor 80 exchanges heat with the outside air in the outside air heat exchanger 82, and is cooled and condensed. The high-pressure liquid refrigerant that has flowed out of the outside air heat exchanger 82 is decompressed by the air conditioning control valve 83 and then flows through the refrigerant pipe 323a to the first inside air heat exchanger 85, or in the middle of the refrigerant pipe 323a. It flows into the 2nd air conditioning side branch piping 325, or flows into the 1st air conditioning side branch piping 322 in the middle of refrigerant piping 323a.

  The refrigerant that has reached the first indoor air heat exchanger 85 exchanges heat with the vehicle interior air blown by the internal fan 84, evaporates the liquid refrigerant, cools the air, and cools the vehicle interior. The evaporated gas refrigerant is sucked into the compressor 80 via the four-way switching valve 81.

  On the other hand, the liquid refrigerant that has flowed into the first air conditioning side branch pipe 322 flows into the second indoor air heat exchanger 86 through the control valve 87a, exchanges heat with the vehicle interior air blown by the internal fan 84, and evaporates. At the same time, the air is cooled to cool the inside of the vehicle. The evaporated gas refrigerant joins the refrigerant flowing through the suction side refrigerant pipe 324 and is sucked into the compressor 80.

  In addition, the liquid refrigerant that has flowed into the second air conditioning side branch pipe 325 flows into the cooperative heat exchanger 50 via the regulating valve 389. Then, after performing heat exchange with the fluid flowing through the electrical component-side branch pipe 32 in the cooperative heat exchanger 50, the heat flows into the refrigerant flowing through the suction-side refrigerant pipe 324.

  In the electrical component cooling circuit 30, the fluid flowing out from the pump 40 flows through the outflow side cooling pipe 35 to the battery heat exchanger 71, or flows into the bypass pipe 34 in the middle of the outflow side cooling pipe 35. .

  The fluid that has reached the battery heat exchanger 71 cools the battery 70 in the battery heat exchanger 71 and then flows through the cooling pipe 36 to reach the cooler. On the other hand, the fluid that has flowed into the bypass pipe 34 joins the refrigerant that flows through the cooling pipe 36 via the valve 72.

  The fluid flowing through the cooling pipe 36 and reaching the cooler 42 absorbs heat from the electrical component 41 in the cooler 42 to cool the electrical component 41. And the fluid which flowed out from the cooler 42 flows through the piping 33a, reaches the radiator 45 via the cooler control valve 44, or flows into the first cooling piping 32a in the middle of the piping 33a.

  The fluid reaching the radiator 45 is cooled by exchanging heat with the outside air in the radiator 45, then flows through the inflow side cooling pipe 37 and is sucked into the pump 40.

  On the other hand, the fluid that has flowed into the first cooling pipe 32 a flows into the cooperative heat exchanger 50 through the adjustment valve 43. And after performing heat exchange with the refrigerant | coolant which flows through the 2nd air conditioning side branch piping 325 in the cooperative heat exchanger 50, it flows into the fluid which flows through the 2nd cooling piping 32b, and flows through the inflow side cooling piping 37.

  As described above, the refrigerant circulates in the air conditioning refrigerant circuit 320, and the first inside air heat exchanger and the second inside air heat exchanger function as an evaporator, so that the inside of the vehicle can be cooled or dehumidified. Further, the fluid circulates in the electrical component cooling circuit 30, whereby the battery 70 can be cooled in the battery heat exchanger 71, and the electrical component 41 can be cooled in the cooler 42. Further, during cooling of the vehicle interior, the refrigerant flows from the main refrigerant circuit 321 toward the cooperative heat exchanger 50, and the fluid flows from the main cooling circuit 31 toward the cooperative heat exchanger 50, so that in the cooperative heat exchanger 50 Between the refrigerant flowing through the second air conditioning side branch pipe 325 and the fluid flowing through the electrical equipment side branch pipe 32, that is, the low-temperature liquid refrigerant condensed in the outside air heat exchanger 82 and the fluid absorbed from the electrical equipment 41 Heat exchange can be performed between them. As a result, the fluid flowing in the electrical component cooling circuit 30 is cooled, so that the shortage of the cooling capacity in the radiator 45 can be compensated.

(3-2) In-Vehicle Heating Dehumidification During in-vehicle heating / dehumidification, the four-way switching valve 81 is switched to the second state. Moreover, the rotation speed of the compressor 80 is adjusted according to the heating capability in the vehicle. Further, the opening degree of the air conditioning control valve 83 is controlled such that the degree of superheat on the outlet side of the outside air heat exchanger 82 becomes a predetermined value, and the opening degree of the control valve 87a is the second inside air heat exchange. The degree of superheat on the outlet side of the vessel 86 is controlled to be a predetermined value. Further, the valve opening degree of the cooler control valve 44 is adjusted to be fully closed, and the output of the pump 40 is adjusted according to the cooling capacity in the cooler 42. Furthermore, the valve opening degree of the regulating valve 389 is controlled so that the degree of superheat on the outlet side of the cooperative heat exchanger 50 becomes a predetermined value. On the other hand, the valve opening degree of the adjustment valve 43 is adjusted to be fully open. Further, the valve opening degree of the valve 72 is adjusted so that the cooling temperature of the battery 70 falls within a predetermined range.

  In the air-conditioning refrigerant circuit 320, the high-pressure gas refrigerant discharged from the compressor 80 exchanges heat with the interior air blown by the internal fan 84 in the first inside-air heat exchanger 85, and the high-pressure gas refrigerant condenses. Heat the air and heat the car. The high-pressure liquid refrigerant that has flowed out of the first indoor air heat exchanger 85 flows through the refrigerant pipe 323a to the air conditioning control valve 83, or flows into the first air conditioning side branch pipe 322 in the middle of the refrigerant pipe 323a. Or it flows into the 2nd air conditioning side branch piping 325 in the middle of refrigerant piping 323a.

  The liquid refrigerant that has reached the air conditioning control valve 83 is decompressed by the air conditioning control valve 83 and then flows into the outside heat exchanger 82. In the outside air heat exchanger 82, the inflowing liquid refrigerant evaporates by exchanging heat with outside air. The evaporated gas refrigerant is sucked into the compressor 80 via the four-way switching valve 81.

  On the other hand, the liquid refrigerant that has flowed into the first air conditioning side branch pipe 322 is depressurized by the control valve 87a and flows into the second indoor air heat exchanger 86. Then, heat is exchanged with the in-vehicle air blown by the internal fan 84 in the second internal air heat exchanger 86 to evaporate and cool the air to dehumidify the inside of the vehicle. Thereafter, the gas refrigerant evaporated in the second inside air heat exchanger 86 merges with the refrigerant flowing through the suction side refrigerant pipe 324 and is sucked into the compressor 80.

  In addition, the liquid refrigerant that has flowed into the second air conditioning side branch pipe 325 flows into the cooperative heat exchanger 50 via the regulating valve 389. Then, after performing heat exchange with the fluid flowing through the electrical component-side branch pipe 32 in the cooperative heat exchanger 50, the heat flows into the refrigerant flowing through the suction-side refrigerant pipe 324.

  In the electrical component cooling circuit 30, the fluid flowing out from the pump 40 flows through the outflow side cooling pipe 35 to the battery heat exchanger 71, or flows into the bypass pipe 34 in the middle of the outflow side cooling pipe 35. .

  The fluid reaching the battery heat exchanger 71 cools the battery 70 in the battery heat exchanger 71 and then flows through the cooling pipe 36 to reach the cooler 42. On the other hand, the fluid that has flowed into the bypass pipe 34 joins the refrigerant that flows through the cooling pipe 36 via the valve 72.

  The fluid flowing through the cooling pipe 36 and reaching the cooler 42 absorbs heat from the electrical component 41 in the cooler 42 to cool the electrical component 41. All of the fluid that has flowed out of the cooler 42 flows into the cooperative heat exchanger 50 via the regulating valve 43. And after performing heat exchange with the refrigerant | coolant which flows through the 2nd air conditioning side branch piping 325 in the cooperative heat exchanger 50, it flows through the 2nd cooling piping 32b and is suck | inhaled by the pump 40. FIG.

  In this way, the refrigerant circulates in the air conditioning refrigerant circuit 320 and the first inside air heat exchanger functions as a condenser, so that the inside of the vehicle can be heated and the second inside air heat exchanger is evaporated. By functioning as a vessel, the interior of the vehicle can be dehumidified. Further, at the time of dehumidification in the vehicle interior, the refrigerant flows from the main refrigerant circuit 321 toward the cooperative heat exchanger 50, and the fluid flows from the main cooling circuit 31 toward the cooperative heat exchanger 50. , Between the refrigerant flowing through the second air conditioning side branch pipe 325 and the fluid flowing through the electrical component side branch pipe 32, that is, the liquid refrigerant condensed in the first indoor air heat exchanger 85 and the fluid that has absorbed heat from the electrical component 41. Heat exchange can be performed between the two. As a result, the fluid flowing in the electrical component cooling circuit 30 is cooled, so that the electrical component 41 can be cooled even if the fluid is not cooled in the radiator 45.

  In the present embodiment, the opening degree of the cooler control valve 44 is adjusted to be fully closed at the time of vehicle interior heating and dehumidification, but the present invention is not limited to this. For example, the cooling temperature of the electrical component 41 is predetermined. When the temperature is higher than the temperature, the opening degree of the cooler control valve 44 may be adjusted so that the fluid also flows through the radiator 45.

(4) Features (4-1)
In the present embodiment, in the air conditioning refrigerant circuit 320, the first air conditioning side branch pipe 322 branches from the main refrigerant circuit 321 in the branching section 328. For this reason, in the branch part 328, the refrigerant | coolant which flowed out from the heat exchanger 85 for 1st inside air can be branched to the heat exchanger 82 for outside air, and the heat exchanger 86 for 2nd inside air. Therefore, when heating and dehumidifying the interior of the vehicle is performed by causing the first inside air heat exchanger 85 to function as a condenser and the second inside air heat exchanger 86 to function as an evaporator, the second inside air heat exchanger is used. By adjusting the flow rate of the refrigerant flowing through 86, the heat exchange amount in the second inside air heat exchanger 86 can be controlled. As a result, it is easier to control the amount of dehumidification in the second indoor air heat exchanger 86 than when all the refrigerant that has flowed out of the first indoor air heat exchanger flows into the second indoor air heat exchanger. Can do.

  Thereby, the dehumidifying ability at the time of heating dehumidification in the vehicle can be adjusted with a simple configuration.

(4-2)
In the present embodiment, the automotive temperature control system 310 includes an air conditioner, a cooling device, and a cooperative heat exchanger 50. The cooperative heat exchanger 50 is a refrigerant flowing through the second air conditioning side branch pipe 325 (a refrigerant condensed in the first indoor air heat exchanger 85 during heating and dehumidification, and a refrigerant in the outdoor air heat exchanger 82 during cooling. Heat exchange between the fluid flowing through the electrical component side branch pipe 32 (fluid received from the electrical component 41 by the cooler 42). For this reason, the heat quantity of the refrigerant flowing through the air conditioning refrigerant circuit 320 can be used for cooling the fluid flowing through the electrical component cooling circuit 30. Therefore, compared with the temperature control system for automobiles that does not include the cooperative heat exchanger, a part of the heat exchange amount borne by the radiator 45 can be borne by the cooperative heat exchanger 50. As a result, the radiator 45 can be reduced to the minimum size while maintaining the cooling capacity of the electrical component 41.

  Moreover, the heat exchange efficiency in the heat exchanger 82 for external air can be improved by enlarging the size of the heat exchanger 82 for outside air for the space which becomes free by reducing the radiator 45 in size. As a result, the overall efficiency of the automobile temperature control system 310 can be improved.

(4-3)
In the present embodiment, the flow rate of the refrigerant flowing toward the cooperative heat exchanger 50 is adjusted by adjusting the valve opening of the adjustment valve 389. Further, the flow rate of the fluid flowing toward the cooperative heat exchanger 50 is adjusted by adjusting the valve opening degree of the adjustment valve 43. For this reason, in this automotive temperature control system 310, the heat exchange amount in the cooperative heat exchanger 50 can be adjusted by adjusting the valve openings of the adjustment valves 43 and 389.

  Further, by adjusting the amount of cold recovered in the refrigerant flowing through the second air conditioning side branch pipe 325 in the cooperative heat exchanger 50, the temperature of the fluid flowing in the electrical component cooling circuit 30 is not dependent on the outside air temperature, It can be controlled within a predetermined temperature range.

(5) Modification (5-1) Modification 3A
In the above embodiment, the first air conditioning side branch pipe 322 and the second air conditioning side branch pipe 325 are connected to the suction side refrigerant pipe 324.

  Instead, when the compressor is a two-stage compressor that further compresses the refrigerant compressed by the low-stage compression mechanism using the high-stage compression mechanism, as shown in FIG. The first air conditioning side branch pipe 422 provided with the heat exchanger 86 and the second air conditioning side branch pipe 425 provided with the cooperative heat exchanger 50 are connected to the four-way switching valve 81 and the suction portion of the compressor 480. May be connected so as to return to an intermediate portion between the low-pressure side compression mechanism and the high-pressure side compression mechanism instead of the suction-side refrigerant pipe 424 connecting the two. In this case, the refrigerant flowing through the first air conditioning side branch pipe 422 and the second air conditioning side branch pipe 425 may be reduced to an intermediate pressure by the control valve 87a and the regulating valve 389. In FIG. 11, devices having the same configuration as in the above embodiment are given the same reference numerals as in the above embodiment.

  Thus, the refrigerant flowing through the first air-conditioning side branch pipe 422 and the second air-conditioning side branch pipe 425 is sucked into the intermediate portion between the low-pressure side compression mechanism and the high-pressure side compression mechanism. Compared with the case of flowing to the suction side of the side compression mechanism, the burden on the compressor can be reduced.

<Fourth embodiment>
The automotive temperature control system 510 according to the fourth embodiment of the present invention will be described below. Note that in the fourth embodiment, devices having the same configurations as those in the first embodiment, the second embodiment, and the third embodiment are denoted by the same reference numerals as those in the embodiments.

(1) Overall Configuration The automotive temperature control system 510 is a temperature control system used in a vehicle such as a hybrid vehicle or an electric vehicle in which the battery 70 is a power source for traveling, and includes an air conditioner, the battery 70, and electrical components. 41, a cooling device for cooling 41, a cooperative heat exchanger 50, and a control device 560 are provided. The air conditioner has an air conditioning refrigerant circuit 520. The cooling device has an electrical component cooling circuit 30. The cooperative heat exchanger 50 exchanges heat between the refrigerant flowing through the air conditioning refrigerant circuit 520 and the fluid flowing through the electrical component cooling circuit 30. The control device 560 is a device for controlling various devices included in the air conditioner and the cooling device. In the automotive temperature control system 510, the control device 560 controls various devices included in the air conditioner and the cooling device, so that air conditioning in the vehicle (cooling, heating, heating dehumidification, etc.), temperature control of the battery 70, and The electrical component 41 is cooled. In the present embodiment, water is circulated in the electrical component cooling circuit 30 as a fluid.

(2) Detailed configuration (2-1) Configuration of air conditioner As shown in FIG. 12, the air conditioning refrigerant circuit 520 provided in the air conditioner mainly includes a first compressor 280a, a second compressor 280b, and four components. This is a vapor compression refrigerant circuit including a path switching valve 81, an outside air heat exchanger 82, a first inside air heat exchanger 85, and a second inside air heat exchanger 86. Air-conditioning refrigerant circuit 520 includes a branch portion 528. The branch portion 528 is a portion where the air conditioning side branch pipe 522 branches from the main refrigerant circuit 521 in the air conditioning refrigerant circuit 520.

  As shown in FIG. 12, the main refrigerant circuit 521 includes a first compressor 280a, an outside air heat exchanger 82 for exchanging heat with the outside air, an air conditioning control valve 83, and a first air conditioner for air conditioning the vehicle interior. The inside air heat exchanger 85 is connected in order. Note that the configurations of the first compressor 280a, the outside air heat exchanger 82, the air conditioning control valve 83, and the first inside air heat exchanger 85 are the same as those in the second embodiment, and a description thereof will be omitted.

  One end of the air conditioning side branch pipe 522 is connected to the first refrigerant pipe 523 that connects the outside air heat exchanger 82 and the first inside air heat exchanger 85 via the branch portion 528, and the other end. It is connected to the suction portion of the second compressor 280b. For this reason, even if the circulation direction of the refrigerant in the main refrigerant circuit 521 is changed, the refrigerant flows in the same direction from the first refrigerant pipe 523 toward the suction side of the second compressor 280b in the air conditioning side branch pipe 522. become. In the present embodiment, one end of the air conditioning side branch pipe 522 is a part of the first refrigerant pipe 523 and is connected to the refrigerant pipe 523a that connects the air conditioning control valve 83 and the first indoor air heat exchanger 85. It is connected.

  In addition, a control valve 87a, which is an expansion mechanism, a second inside air heat exchanger 86, and a cooperative heat exchanger 50 are connected to the air conditioning side branch pipe 522 in this order. In addition, since the structure of the control valve 87a which is an expansion mechanism and the 2nd inside air heat exchanger 86 is the same as that of the structure of 2nd Embodiment, description is abbreviate | omitted. The cooperative heat exchanger 50 is provided on the air conditioning side branch pipe 522 on the downstream side of the second inside air heat exchanger 86. For this reason, in the cooperative heat exchanger 50, heat exchange is performed between the refrigerant that has exchanged heat in the second inside air heat exchanger 86 and the fluid that flows through the electrical component cooling circuit 30.

  In the present embodiment, the air-conditioning refrigerant circuit 520 is configured such that the refrigerant flows from the outside air heat exchanger 82 toward the first inside air heat exchanger 85 and the second inside air heat exchanger 86 when the refrigerant flows. It is designed so that the flow rate of the refrigerant flowing through the heat exchanger 85 for use and the flow rate of the refrigerant flowing through the second inside air heat exchanger 86 become a predetermined ratio. Further, in the present embodiment, similarly to the second embodiment, the heater 88 is provided as a heat source for heating the air in the vehicle when the heating capacity during heating or dehumidification in the vehicle is insufficient. Has been.

(2-2) Configuration of Cooling Device As shown in FIG. 12, the electrical component cooling circuit 30 provided in the cooling device mainly includes a pump 40, a battery heat exchanger 71, a cooler 42, and a radiator 45. And a cooling circuit including: The electrical component cooling circuit 30 includes a main cooling circuit 31, an electrical component side branch pipe 32 that branches from the main cooling circuit 31, and to which the cooperative heat exchanger 50 is connected, and a battery heat exchanger 71. And a bypass pipe 34 connected so as to be bypassed. In addition, since the structure of a cooling device is the structure similar to the said 3rd Embodiment, description is abbreviate | omitted here.

(2-3) Configuration of Control Device As shown in FIG. 13, the control device 560 is connected to various devices included in the air conditioner and the cooling device, and controls the air conditioning in the vehicle, the temperature control of the battery 70, and the electrical component 41. Controls the operation of various devices in order to perform cooling and the like. More specifically, the control device 560 performs control to adjust the valve opening degree of the air conditioning control valve 83 and the control valve 87a and the rotational speed of the internal fan 84, thereby controlling the first indoor air heat exchanger 85 and the second indoor air. The amount of heat exchange in the heat exchanger 86 is controlled, the amount of heat exchange in the radiator 45 is controlled by controlling the opening degree of the control valve 44 for the cooler, and the opening degree of the valve 72 is adjusted. Heat control in the cooperative heat exchanger 50 by controlling the amount of heat exchange in the battery heat exchanger 71 and adjusting the valve opening of the control valve 87a and the regulating valve 43. Control the amount. Note that the control device 560 can individually control the driving of the first compressor 280a and the second compressor 280b.

(3) Control operations of various devices during air conditioning in the vehicle Next, control operations of various devices by the control device 560 when air conditioning is performed in the vehicle and when heating and dehumidification are performed will be described. To do.

(3-1) In-vehicle cooling At the time of in-vehicle cooling, the four-way switching valve 81 is switched to the first state. The opening degree of the air conditioning control valve 83 is controlled such that the degree of superheat on the outlet side of the first inside air heat exchanger 85 becomes a predetermined value. Furthermore, the rotation speed of the first compressor 280a is adjusted according to the cooling capacity or the dehumidifying capacity in the vehicle. On the other hand, the rotation speed of the second compressor 280b is controlled so that the suction pressure of the second compressor 280b becomes a predetermined pressure. Moreover, the valve opening degree of the cooler control valve 44 is adjusted to be a predetermined opening degree, and the output of the pump 40 is adjusted according to the cooling capacity in the cooler 42. Furthermore, the valve opening degree of the control valve 87a is controlled so that the degree of superheat on the outlet side of the cooperative heat exchanger 50 becomes a predetermined value. On the other hand, the valve opening degree of the adjustment valve 43 is adjusted so that the cooling temperature of the electrical component 41 is equal to or lower than a predetermined temperature. Further, the valve opening degree of the valve 72 is adjusted so that the cooling temperature of the battery 70 falls within a predetermined range.

  In the air conditioning refrigerant circuit 520, the high-pressure gas refrigerant discharged from the first compressor 280a merges with the high-pressure gas refrigerant discharged from the second compressor 280b, and then passes through the four-way switching valve 81 to heat outside air. The exchanger 82 is reached. The high-pressure gas refrigerant that has reached the outside air heat exchanger 82 is cooled and condensed by exchanging heat with outside air in the outside air heat exchanger 82. The high-pressure liquid refrigerant that has flowed out of the outside air heat exchanger 82 is depressurized by the air conditioning control valve 83 and then flows through the refrigerant pipe 523a to the first inside air heat exchanger 85, or in the middle of the refrigerant pipe 523a. It flows to the air conditioning side branch pipe 522.

  The refrigerant that has reached the first indoor air heat exchanger 85 exchanges heat with the vehicle interior air blown by the internal fan 84, evaporates the liquid refrigerant, cools the air, and cools the vehicle interior. The evaporated gas refrigerant flows through the suction side refrigerant pipe 524 via the four-way switching valve 81 and is sucked into the first compressor 280a.

  On the other hand, the liquid refrigerant that has flowed into the air conditioning side branch pipe 522 flows into the second indoor air heat exchanger 86 through the control valve 87a, exchanges heat with the vehicle interior air blown by the internal fan 84, and evaporates. Cool the air and cool the car. The refrigerant flowing out of the second inside air heat exchanger 86 flows into the cooperative heat exchanger 50 and performs heat exchange with the fluid flowing through the electrical component side branch pipe 32 in the cooperative heat exchanger 50. The air is sucked into the compressor 280b.

  In the electrical component cooling circuit 30, the fluid flowing out from the pump 40 flows through the outflow side cooling pipe 35 to the battery heat exchanger 71, or flows into the bypass pipe 34 in the middle of the outflow side cooling pipe 35. .

  The fluid reaching the battery heat exchanger 71 cools the battery 70 in the battery heat exchanger 71 and then flows through the cooling pipe 36 to reach the cooler 42. On the other hand, the fluid that has flowed into the bypass pipe 34 joins the refrigerant that flows through the cooling pipe 36 via the valve 72.

  The fluid flowing through the cooling pipe 36 and reaching the cooler 42 absorbs heat from the electrical component 41 in the cooler 42 to cool the electrical component 41. And the fluid which flowed out from the cooler 42 flows through the piping 33a, reaches the radiator 45 via the cooler control valve 44, or flows into the first cooling piping 32a in the middle of the piping 33a.

  The fluid reaching the radiator 45 is cooled by exchanging heat with the outside air in the radiator 45, then flows through the inflow side cooling pipe 37 and is sucked into the pump 40.

  On the other hand, the fluid that has flowed into the first cooling pipe 32 a flows into the cooperative heat exchanger 50 through the adjustment valve 43. And after performing heat exchange with the refrigerant | coolant which flows through the air conditioning side branch piping 522 in the cooperative heat exchanger 50, it flows into the fluid which flows through the 2nd cooling piping 32b, and flows through the inflow side cooling piping 37.

  As described above, the refrigerant circulates in the air conditioning refrigerant circuit 520, and the first inside air heat exchanger and the second inside air heat exchanger function as an evaporator, so that the inside of the vehicle can be cooled or dehumidified. Further, the fluid circulates in the electrical component cooling circuit 30, whereby the battery 70 can be cooled in the battery heat exchanger 71, and the electrical component 41 can be cooled in the cooler 42. Further, during cooling of the vehicle interior, the refrigerant flows from the main refrigerant circuit 521 toward the cooperative heat exchanger 50, and the fluid flows from the main cooling circuit 31 toward the cooperative heat exchanger 50. , Between the refrigerant flowing through the air conditioning side branch pipe 522 and the fluid flowing through the electrical equipment side branch pipe 32, that is, between the low-temperature liquid refrigerant condensed in the outside air heat exchanger 82 and the fluid absorbed by the electrical equipment 41. Heat exchange can be performed. As a result, the fluid flowing in the electrical component cooling circuit 30 is cooled, so that the shortage of the cooling capacity in the radiator 45 can be compensated.

(3-2) In-vehicle heating and dehumidification During in-vehicle cooling, the four-way switching valve 81 is switched to the second state. Further, the opening degree of the air conditioning control valve 83 is controlled such that the degree of superheat on the outlet side of the outside air heat exchanger 82 becomes a predetermined value. Furthermore, the rotation speed of the first compressor 280a is adjusted according to the heating capacity in the vehicle. On the other hand, the rotation speed of the second compressor 280b is controlled so that the suction pressure of the second compressor 280b becomes a predetermined pressure. Further, the valve opening degree of the cooler control valve 44 is adjusted to be fully closed, and the output of the pump 40 is adjusted according to the cooling capacity in the cooler 42. Furthermore, the valve opening degree of the control valve 87a is controlled so that the degree of superheat on the outlet side of the cooperative heat exchanger 50 becomes a predetermined value. On the other hand, the valve opening degree of the adjustment valve 43 is adjusted to be fully open. Further, the valve opening degree of the valve 72 is adjusted so that the cooling temperature of the battery 70 falls within a predetermined range.

  In the air conditioning refrigerant circuit 520, the high-pressure gas refrigerant discharged from the first compressor 280a merges with the high-pressure gas refrigerant discharged from the second compressor 280b, and then passes through the four-way switching valve 81 to generate the first internal air. It reaches the heat exchanger 85 for use. The high-pressure gas refrigerant that has reached the first indoor air heat exchanger 85 exchanges heat with the vehicle interior air blown by the internal fan 84 in the first indoor air heat exchanger 85, and the high-pressure gas refrigerant condenses and air. To heat the interior of the car. Further, the high-pressure liquid refrigerant that has flowed out of the first indoor air heat exchanger 85 flows through the refrigerant pipe 523a to the air conditioning control valve 83, or flows into the air conditioning side branch pipe 522 in the middle of the refrigerant pipe 523a.

  The liquid refrigerant that has reached the air conditioning control valve 83 is decompressed by the air conditioning control valve 83 and then flows into the outside heat exchanger 82. In the outside air heat exchanger 82, the inflowing liquid refrigerant evaporates by exchanging heat with outside air. The evaporated gas refrigerant flows through the suction side refrigerant pipe 524 via the four-way switching valve 81 and is sucked into the first compressor 280a.

  On the other hand, the liquid refrigerant that has flowed into the air conditioning side branch pipe 522 is decompressed by the control valve 87a and flows into the second heat exchanger 86 for the inside air. Then, heat is exchanged with the in-vehicle air blown by the internal fan 84 in the second internal air heat exchanger 86 to evaporate and cool the air to dehumidify the inside of the vehicle. The refrigerant flowing out of the second inside air heat exchanger 86 flows into the cooperative heat exchanger 50 and performs heat exchange with the fluid flowing through the electrical component side branch pipe 32 in the cooperative heat exchanger 50. The air is sucked into the compressor 280b.

  In the electrical component cooling circuit 30, the fluid flowing out from the pump 40 flows through the outflow side cooling pipe 35 to the battery heat exchanger 71, or flows into the bypass pipe 34 in the middle of the outflow side cooling pipe 35. .

  The fluid reaching the battery heat exchanger 71 cools the battery 70 in the battery heat exchanger 71 and then flows through the cooling pipe 36 to reach the cooler 42. On the other hand, the fluid that has flowed into the bypass pipe 34 joins the refrigerant that flows through the cooling pipe 36 via the valve 72.

  The fluid flowing through the cooling pipe 36 and reaching the cooler 42 absorbs heat from the electrical component 41 in the cooler 42 to cool the electrical component 41. And all the fluids which flowed out of cooler 42 flow into the 1st cooling piping 32a in the middle of piping 33a. The fluid that has flowed into the first cooling pipe 32 a flows into the cooperative heat exchanger 50 through the adjustment valve 43. And after performing heat exchange with the refrigerant | coolant which flows through the air-conditioning side branch piping 522 in the cooperative heat exchanger 50, it flows through the 2nd cooling piping 32b and is suck | inhaled by the pump 40. FIG.

  As described above, the refrigerant circulates in the air conditioning refrigerant circuit 520 and the first inside air heat exchanger 85 functions as a condenser, so that the inside of the vehicle can be heated and the second inside air heat exchanger 86. By functioning as an evaporator, the interior of the vehicle can be dehumidified. Further, at the time of dehumidification of the interior of the vehicle, the refrigerant flows from the main refrigerant circuit 521 toward the cooperative heat exchanger 50 and the fluid flows from the main cooling circuit 31 toward the cooperative heat exchanger 50, thereby the cooperative heat exchanger 50. , Between the refrigerant flowing through the air conditioning side branch pipe 522 and the fluid flowing through the electrical equipment side branch pipe 32, that is, the liquid refrigerant condensed in the first indoor air heat exchanger 85 and the fluid absorbed by the electrical equipment 41 Heat exchange can be performed between them. As a result, the fluid flowing in the electrical component cooling circuit 30 is cooled, so that the electrical component 41 can be cooled even if the fluid is not cooled in the radiator 45.

  In the present embodiment, the opening degree of the cooler control valve 44 is adjusted to be fully closed at the time of vehicle interior heating and dehumidification, but the present invention is not limited to this. For example, the cooling temperature of the electrical component 41 is predetermined. When the temperature is higher than the temperature, the opening degree of the cooler control valve 44 may be adjusted so that the fluid also flows through the radiator 45.

(4) Features (4-1)
In the present embodiment, the air conditioning side branch pipe 522 branches from the main refrigerant circuit 521 at the branch portion 528. Therefore, in the air conditioning refrigerant circuit 520, the branch part 528 causes the refrigerant that has flowed out of the first inside air heat exchanger 85 to branch to the outside air heat exchanger 82 and the second inside air heat exchanger 86. Can do. Therefore, when heating and dehumidifying the interior of the vehicle is performed by causing the first inside air heat exchanger 85 to function as a condenser and the second inside air heat exchanger 86 to function as an evaporator, the second inside air heat exchanger is used. By adjusting the flow rate of the refrigerant flowing through 86, the heat exchange amount in the second inside air heat exchanger 86 can be controlled. As a result, it is easier to control the amount of dehumidification in the second indoor air heat exchanger 86 than when all the refrigerant that has flowed out of the first indoor air heat exchanger flows into the second indoor air heat exchanger. Can do.

  Thereby, the dehumidifying ability at the time of heating dehumidification in the vehicle can be adjusted with a simple configuration.

  In the present embodiment, the air conditioning refrigerant circuit 520 includes a first compressor 280a and a second compressor 280b. In addition, the refrigerant discharged from the first compressor 280a merges with the refrigerant discharged from the second compressor 280b at the junction 529, and reaches the four-way switching valve 81. Then, the refrigerant that has flowed through the suction-side refrigerant pipe 524 is sucked into the first compressor 280a via the four-way switching valve 81. On the other hand, the refrigerant flowing out of the second inside air heat exchanger 86 and the cooperative heat exchanger 50 is sucked into the second compressor 280b. Further, the first compressor 280a and the second compressor 280b are controlled independently. For this reason, all the refrigerants that have flowed through the outside air heat exchanger 82, the first inside air heat exchanger 85, the second inside air heat exchanger 86, and the cooperative heat exchanger 50 are sucked into one compressor. In comparison, it is possible to finely control the flow rate of the refrigerant flowing through the outside air heat exchanger 82, the first inside air heat exchanger 85, the second inside air heat exchanger 86, and the cooperative heat exchanger 50.

  Further, at the time of dehumidification of the interior of the vehicle, the refrigerant evaporated in the outside air heat exchanger 82 is sucked into the first compressor 280a, and the second compressor 280b receives the second inside air heat exchanger 86 and the cooperative heat exchanger 50. Since the refrigerant evaporated in step S is sucked, the valve opening degree of the control valve 87a can be adjusted regardless of the degree of superheat of the outside air heat exchanger 82.

(4-2)
In the present embodiment, the automotive temperature control system 510 includes an air conditioner, a cooling device, and a cooperative heat exchanger 50. The cooperative heat exchanger 50 is a refrigerant that flows through the air conditioning side branch pipe 522 (a refrigerant that has flowed out of the second inside air heat exchanger 86 in both cases of heating and dehumidification, and is used for the second inside air. Heat exchange is performed between the refrigerant evaporated in the heat exchanger 86 and the fluid flowing through the electrical component side branch pipe 32 (fluid received from the electrical component 41 by the cooler 42). For this reason, the heat quantity of the refrigerant flowing in the air conditioning refrigerant circuit 520 can be used for cooling the fluid flowing in the electrical component cooling circuit 30. Therefore, compared with the temperature control system for automobiles that does not include the cooperative heat exchanger, a part of the heat exchange amount borne by the radiator 45 can be borne by the cooperative heat exchanger 50. As a result, the radiator 45 can be reduced to the minimum size while maintaining the cooling capacity of the electrical component 41.

  Moreover, the heat exchange efficiency in the heat exchanger 82 for external air can be improved by enlarging the size of the heat exchanger 82 for outside air for the space which becomes free by reducing the radiator 45 in size. As a result, the overall efficiency of the automotive temperature control system 510 can be improved.

(4-3)
In the present embodiment, the flow rate of the refrigerant flowing toward the cooperative heat exchanger 50 is adjusted by adjusting the valve opening degree of the control valve 87a. Further, the flow rate of the fluid flowing toward the cooperative heat exchanger 50 is adjusted by adjusting the valve opening degree of the adjustment valve 43. For this reason, in this automotive temperature control system 510, the heat exchange amount in the cooperative heat exchanger 50 can be adjusted by adjusting the valve openings of the control valve 87 a and the regulating valve 43.

  Further, by adjusting the amount of cold heat recovered by the refrigerant flowing through the air conditioning side branch pipe 522 in the cooperative heat exchanger 50, the temperature of the fluid flowing in the electrical component cooling circuit 30 is set to a predetermined value regardless of the outside air temperature. It can be controlled within the temperature range.

(5) Modification (5-1) Modification 4A
In the above embodiment, the electrical component cooling circuit 30 is provided with the cooler control valve 44 and the regulating valve 43. Instead, as shown in FIG. 14, in the electrical component cooling circuit 630, the flow rate of the fluid is adjusted to the branch portion of the electrical component side branch piping 632 from the cooling piping 633 that connects the cooler 42 and the radiator 45. A possible three-way valve 643 may be provided.

  In addition, as shown in FIG. 14, the air conditioning refrigerant circuit 620 performs cooperative heat exchange from the main refrigerant circuit 621 separately from the air conditioning side branch pipe 622 for flowing the refrigerant from the main refrigerant circuit 621 to the second heat exchanger 86. An air conditioning side branch pipe 625 for allowing the refrigerant to flow through the vessel 50 may be provided. In the automotive temperature control system of this modification, as shown in FIG. 14, in the electrical component cooling circuit 630, a three-way valve 643 is provided instead of the cooler control valve 44 and the regulating valve 43 of the third embodiment. In the air conditioning refrigerant circuit 620, an air conditioning side branch pipe 625 (hereinafter referred to as a second air conditioning side branch pipe 625 for distinguishing from the air conditioning side branch pipe 622) is provided for flowing the refrigerant to the cooperative heat exchanger 50. The cooperative heat exchanger 50 is provided in the second air conditioning side branch pipe 625 instead of the air conditioning side branch pipe 622, and the refrigerant to the cooperative heat exchanger 50 is supplied to the second air conditioning side branch pipe 625. The configuration is the same as that of the above embodiment except that an adjustment valve 689 capable of adjusting the flow rate is provided. In FIG. 14, devices having the same configurations as those of the above embodiment are denoted by the same reference numerals as those of the device of the above embodiment.

  Here, as shown in FIG. 14, the second air conditioning side branch pipe 625 is connected at one end to a refrigerant pipe 623 a that connects the first indoor air heat exchanger 85 and the air conditioning control valve 83. The end is a part of the air conditioning side branch pipe 622 and is connected to a pipe 622 a that connects the suction portion of the second compressor 280 b and the second heat exchanger 86. For this reason, the refrigerant flowing through the refrigerant pipe 623a flows into the cooperative heat exchanger 50, and the refrigerant that exchanges heat with the fluid flowing through the electrical component side branch pipe 632 in the cooperative heat exchanger 50 passes through the pipe 622a. It merges with the flowing refrigerant and is sucked into the second compressor 280b.

  Moreover, since the adjustment valve 689 is provided in the 2nd air conditioning side branch piping 625, compared with the case where the adjustment valve 689 is not provided, it becomes easy to adjust the heat exchange amount in the cooperative heat exchanger 50. Yes.

  Even in such a temperature control system for an automobile, heat is exchanged between the refrigerant circulating in the air conditioning refrigerant circuit 620 and the fluid circulating in the electrical component cooling circuit 630 in the cooperative heat exchanger 50. The amount of heat of the refrigerant flowing through the air conditioning refrigerant circuit 620 can be used for cooling the fluid flowing through the electrical component cooling circuit 630. For this reason, a part of the heat exchange amount borne by the radiator 45 can be borne by the cooperative heat exchanger 50. Therefore, the radiator 45 can be reduced to the minimum necessary size while maintaining the cooling capacity of the electrical component 41 as compared with the automotive temperature control system that does not include the cooperative heat exchanger.

  Moreover, the heat exchange efficiency in the heat exchanger 82 for external air can be improved by enlarging the size of the heat exchanger 82 for outside air for the space which becomes free by reducing the radiator 45 in size. As a result, the efficiency of the entire automobile temperature control system can be improved.

  Since this invention can adjust the dehumidification capability at the time of heating dehumidification with a simple structure, application to the refrigeration system for motor vehicles is effective.

28 Branching section 30 Electrical component cooling circuit 32 Electrical component side branch piping (piping)
40 Pump 41 Electrical component 42 Cooler 43 Adjustment valve (Cooling circuit side adjustment valve)
45 Radiator 50 Cooperative heat exchanger 80 Compressor 81 Four-way switching valve 82 Heat exchanger for outside air 83 Air conditioning control valve (expansion mechanism)
85 Heat exchanger for the first room air 86 Heat exchanger for the second room air 87a Control valve (flow rate adjustment valve)
122 Air-conditioning side branch piping (second refrigerant piping)
123 1st refrigerant | coolant piping 187 Adjustment part 222a Piping (2nd suction | inhalation side refrigerant | coolant piping)
224 Suction side refrigerant piping (first suction side refrigerant piping)
229 Junction portion 280a First compressor 280b Second compressor 322 First air conditioning side branch pipe (second refrigerant pipe)
323 First refrigerant pipe (first refrigerant pipe)
325 Second air conditioning side branch pipe (third refrigerant pipe)
389 Adjusting valve (refrigerant circuit side adjusting valve)
10,210 Automotive refrigeration system 60,260 Controller 310,510 Automotive temperature control system

JP 7-186709 A

Claims (11)

A compressor (80);
An outside air heat exchanger (82) for exchanging heat with outside air;
An expansion mechanism (83) capable of depressurizing the refrigerant;
A first indoor air heat exchanger (85) for air conditioning the vehicle;
A second indoor air heat exchanger (86) for air conditioning the vehicle;
A branch part (28) for branching the refrigerant flowing out of the first indoor air heat exchanger into the outside air heat exchanger and the second inside air heat exchanger;
A control device (60) capable of adjusting the flow rate of the refrigerant flowing through the second inside air heat exchanger;
An automotive refrigeration system (10). The refrigerant flow direction is switched between a first state in which the refrigerant discharged from the compressor flows to the outside air heat exchanger and a second state in which the refrigerant discharged from the compressor flows to the first inside air heat exchanger. A further possible four-way switching valve (81),
The control device is capable of adjusting a flow rate of the refrigerant flowing through the first room air heat exchanger and the second room air heat exchanger when the four-way switching valve is in the first state.
The automobile refrigeration system according to claim 1. A flow rate adjusting valve (87a) disposed on the inflow side of the second inside air heat exchanger;
The control device controls the flow rate adjustment valve to adjust the flow rate of the refrigerant flowing through the second inside air heat exchanger,
The automobile refrigeration system according to claim 1 or 2. The second inside air heat exchanger always functions as an evaporator,
The automobile refrigeration system according to any one of claims 1 to 3. The refrigerant flow direction is switched between a first state in which the refrigerant discharged from the compressor flows to the outside air heat exchanger and a second state in which the refrigerant discharged from the compressor flows to the first inside air heat exchanger. A possible four-way switching valve (81),
Regardless of whether the state of the four-way switching valve is the first state or the second state, the direction of the refrigerant flowing through the second internal air heat exchanger is constant.
The refrigeration system for automobiles according to any one of claims 1 to 4. A first refrigerant pipe (123) connecting the first heat exchanger for internal air and the heat exchanger for outside air via the branch portion;
A second refrigerant pipe (122) branched from the first refrigerant pipe at the branch portion and connected to the second indoor air heat exchanger;
A flow rate adjustment valve (87a) that is provided in the second refrigerant pipe and is capable of adjusting a flow rate of the refrigerant flowing through the second inside air heat exchanger;
The first refrigerant pipe is provided between the branch portion and the first internal air heat exchanger, and the flow rate of the refrigerant flowing through the first internal air heat exchanger and the second internal air heat exchanger are An adjustment unit (187) for adjusting the ratio of the flow rate of the flowing refrigerant;
Comprising
The automobile refrigeration system according to any one of claims 1 to 5. The compressor includes a first compressor (280a) and a second compressor (280b) different from the first compressor,
A merging section (229) for joining the refrigerant discharged from the discharge section of the first compressor and the refrigerant discharged from the discharge section of the second compressor;
A four-way switching valve (81) capable of switching the flow direction of the refrigerant merged in the merge section;
A first suction-side refrigerant pipe (224) connecting the four-way switching valve and the suction portion of the first compressor;
A second suction-side refrigerant pipe (222a) for connecting a refrigerant outflow portion of the second inside air heat exchanger and a suction portion of the second compressor;
Comprising
The automobile refrigeration system (210) according to any one of claims 1 to 6. A flow rate adjusting valve (87a) disposed on the inflow side of the second inside air heat exchanger;
A control device (260) capable of adjusting the flow rate of the refrigerant flowing through the second inside air heat exchanger;
With
The control device controls the flow rate adjustment valve so that a suction superheat degree of the second compressor becomes a predetermined value;
The refrigeration system for automobiles according to claim 7. The refrigeration system for automobiles according to any one of claims 1 to 8,
A pump (40), a radiator (45) that cools the fluid, and a cooler (42) that cools the electrical component by causing heat exchange between the fluid and the electrical component (41). An electrical component cooling system having an electrical component cooling circuit (30);
A cooperative heat exchanger (50) for exchanging heat between the refrigerant flowing out of the second indoor air heat exchanger and the fluid flowing out of the cooler;
An automotive temperature control system (510) comprising: The refrigeration system for automobiles according to any one of claims 1 to 8,
A pump (40), a radiator (45) that cools the fluid, and a cooler (42) that cools the electrical component by causing heat exchange between the fluid and the electrical component (41). An electrical component cooling system having an electrical component cooling circuit (30);
A cooperative heat exchanger (50) for performing heat exchange between the refrigerant that has flowed out of the first indoor air heat exchanger or the external air heat exchanger and the fluid that flows in the electrical component cooling circuit;
With
The automobile refrigeration system includes:
A first refrigerant pipe (323) connecting the first inside air heat exchanger and the outside air heat exchanger via the branch portion;
A second refrigerant pipe (322) branched from the first refrigerant pipe at the branch portion and connected to the second indoor air heat exchanger;
A third refrigerant pipe (325) that is branched from the first refrigerant pipe and is different from the second refrigerant pipe connected to the cooperative heat exchanger;
Have
The cooperative heat exchanger exchanges heat between the refrigerant flowing through the third refrigerant pipe and the fluid flowing out of the cooler.
Automotive temperature control system (310). The electrical component cooling circuit includes a pipe (32) for flowing a fluid flowing out of the cooler to the cooperative heat exchanger,
The third refrigerant pipe is provided with a refrigerant circuit side adjustment valve (389) capable of adjusting the flow rate of the refrigerant flowing through the cooperative heat exchanger,
The piping is provided with a cooling circuit side adjustment valve (43) capable of adjusting the flow rate of the fluid flowing through the cooperative heat exchanger.
The temperature control system for automobiles according to claim 10.

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