JP2014225346A - Battery temperature adjustment unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a battery temperature adjustment unit configured so that temperature distribution of battery sending-air to be sent toward the battery can be suppressed.SOLUTION: A battery heat exchanger 23 for exchanging heat between a refrigerant circulating in a refrigeration cycle device 10 and battery sending-air and a secondary battery 55 are disposed in a casing 51 which forms an air passage 52 for battery sending-air to be sent toward the secondary battery 55. Further, a temperature adjustment blower 53 which sends air toward the secondary battery 55 is provided on a sending-air flow downstream side of the battery heat exchanger 23 and on a sending-air flow upstream side of the secondary battery 55. As a result, sending-air adjusted in temperature by the battery heat exchanger 23 is stirred by the temperature adjustment blower 53 and temperature distribution of the battery sending-air sent toward the secondary battery 55 is suppressed.

Description

  The present invention relates to a battery temperature adjustment unit that adjusts the temperature of a battery.

  2. Description of the Related Art Conventionally, in an electric vehicle such as an electric vehicle or a hybrid vehicle, electric power stored in a power storage means such as a secondary battery is supplied to an electric motor via an inverter or the like to output a driving force for traveling the vehicle. When this type of secondary battery is heated to high temperatures due to self-heating during charging / discharging or the like, it may cause malfunction or deteriorate.

  In addition, since the input / output characteristics of the power will decrease when the secondary battery is at a low temperature, the secondary battery will not be able to be warmed up only by self-heating etc. In some cases, the battery cannot be discharged or the regenerative power cannot be charged sufficiently.

  For this reason, in the electric vehicle provided with a secondary battery, the temperature adjustment means for adjusting the temperature of a secondary battery in a predetermined temperature range is required. For example, Patent Document 1 discloses a refrigeration cycle device for a vehicle air conditioner that is used as a temperature adjusting means for adjusting the temperature of a secondary battery within a predetermined temperature range.

  Specifically, in the refrigeration cycle apparatus disclosed in Patent Document 1, a heat exchanger for cooling that cools the heat medium by exchanging heat between the low-pressure refrigerant and the heat medium for adjusting the temperature of the secondary battery, and the high-pressure refrigerant and heat A heat exchanger for heating that heats the heat medium by exchanging heat with the medium, and cooling or heating the heat medium with both heat exchangers to bring the temperature of the secondary battery within a predetermined temperature range. It is adjusting.

JP 2012-232730 A

  However, in the refrigeration cycle apparatus of Patent Document 1, the temperature of the secondary battery is adjusted with respect to the refrigeration cycle apparatus for a general air conditioner that adjusts the temperature of the indoor air blown into the passenger compartment. Two heat exchangers, a dedicated cooling heat exchanger and a dedicated heating heat exchanger, are added. The addition of such a plurality of heat exchangers causes an increase in the size and complexity of the cycle configuration of the entire refrigeration cycle apparatus.

  On the other hand, the present inventors previously described a refrigerant and a secondary for a refrigeration cycle apparatus of a vehicle air conditioner in Japanese Patent Application No. 2012-176873 (hereinafter referred to as a prior application example). By adding one battery heat exchanger (auxiliary heat exchanger) that exchanges heat with the battery air blown toward the battery, the secondary size of the refrigeration cycle apparatus can be suppressed while increasing its size. It has been proposed that the battery temperature can be adjusted within a predetermined temperature range.

  Specifically, in this prior application example, when the battery heat exchanger and the secondary battery are disposed in the air passage formed in the battery temperature adjustment unit (battery pack) and the secondary battery is heated, The high-pressure refrigerant of the refrigeration cycle apparatus is flowed into the battery heat exchanger, and the battery heat exchanger is switched to a refrigerant circuit that functions as a condenser. On the other hand, when the secondary battery is cooled, the low-pressure refrigerant of the refrigeration cycle apparatus is flowed into the battery heat exchanger, and the refrigerant circuit is switched to function as an evaporator.

  However, when the refrigeration cycle apparatus of the prior application example is actually operated, the secondary battery temperature may be adjusted within a predetermined temperature range, but the secondary battery may not exhibit desired input / output characteristics. It was.

  Therefore, when the present inventors investigated the cause, in the prior application example, because the temperature distribution is generated in the battery air that has been temperature adjusted in the battery heat exchanger in the battery temperature adjustment unit, It was found that the secondary battery cannot exhibit desired input / output characteristics. Furthermore, it has been found that the temperature distribution of the battery air is caused by switching one common battery heat exchanger to a condenser or an evaporator.

  The reason for this is that when the battery heat exchanger functions as a condenser, the optimal path configuration (refrigerant flow) and core matrix (specifications such as tubes and fins) are used to suppress the temperature distribution of the battery air. This is because the specification of the heat exchanger is different from the optimum specification for suppressing the temperature distribution of the blown air for the battery when the heat exchanger for the battery functions as an evaporator.

  Therefore, as the specification of the battery heat exchanger, for example, when the optimum specification is used to suppress the temperature distribution of the battery air when the battery heat exchanger functions as a condenser, the battery When functioning the heat exchanger as an evaporator, it becomes impossible to suppress the temperature distribution of the battery air.

  Furthermore, this type of secondary battery is generally configured by combining a plurality of cells. Therefore, the power input / output characteristics of the secondary battery as a whole are determined by the cell having the lowest input / output characteristics among the plurality of cells.

  For this reason, there is a cell that can exhibit high input / output characteristics when the temperature distribution of the battery blown air causes temperature distribution in the secondary battery and the input / output characteristics of the cell at the lowest temperature deteriorate. However, due to the presence of the cell having the deteriorated input / output characteristics, the input / output characteristics of the electric power of the entire secondary battery are also deteriorated.

  In addition, since the deterioration of the secondary battery proceeds as the temperature rises, the cell whose temperature is likely to be higher than other cells due to the temperature distribution of the blown air for the battery is likely to deteriorate. Therefore, if a temperature distribution is generated in the blown air for the battery, there is a possibility that the durability life of the secondary battery as a whole may be adversely affected.

  An object of this invention is to provide the battery temperature adjustment unit comprised so that suppression of the temperature distribution of the ventilation air for batteries sent toward a battery in view of the said point.

The present invention has been devised in order to achieve the above object. In the invention according to claim 1, the air passage (52) through which the blown air for the battery blown toward the battery (55) flows is provided. A temperature adjustment heat exchanger (23) that is arranged in the casing (51) to be formed and the air passage (52) and exchanges heat between the refrigerant circulating in the vapor compression refrigeration cycle apparatus (10) and the blown air for the battery. )
The refrigeration cycle apparatus (10) is configured to be able to switch between a refrigerant circuit for flowing high-pressure refrigerant into the temperature adjustment heat exchanger (23) and a refrigerant circuit for flowing low-pressure refrigerant into the temperature adjustment heat exchanger (23). And
Further, the air passage (52) is arranged on the downstream side of the air flow of the temperature adjustment heat exchanger (23) and on the upstream side of the air flow of the battery (55), and is connected to the temperature adjustment heat exchanger (23). And a battery temperature adjustment unit including temperature distribution equalizing means (53, 54, 56, 57) for equalizing the temperature distribution of the blown air for the battery.

  According to this, the high-pressure refrigerant is caused to flow into the temperature adjustment heat exchanger (23) and the temperature adjustment heat exchanger (23) functions as a radiator, so that the battery air is heated and the battery (55 ) Can be heated. In addition, the low pressure refrigerant is allowed to flow into the temperature adjustment heat exchanger (23) and the temperature adjustment heat exchanger (23) functions as an evaporator, thereby cooling the battery air and cooling the battery (55). can do. Therefore, the temperature of the battery (55) can be adjusted within a predetermined temperature range.

  Furthermore, since the temperature distribution uniformizing means (53, 54, 56, 57) is provided, the blown air for the battery whose temperature distribution is suppressed can be blown toward the battery. That is, according to the invention described in the claims, it is possible to provide a battery temperature adjusting unit configured to be able to suppress the temperature distribution of the blown air for the battery blown toward the battery. As a result, it is possible to suppress a decrease in the input / output characteristics of the electric power of the entire battery and to improve the reliability of the entire battery.

  In addition, the code | symbol in the bracket | parenthesis of each means described in this column and the claim is an example which shows a corresponding relationship with the specific means as described in embodiment mentioned later.

1 is an overall configuration diagram of a battery temperature adjustment unit according to a first embodiment and a refrigeration cycle apparatus in a cooling operation mode. 1 is an overall configuration diagram of a battery temperature adjustment unit and a refrigeration cycle apparatus in a heating operation mode according to a first embodiment. It is a graph which shows the operating state of the control object apparatus in the air_conditionaing | cooling operation mode, cooling operation mode, etc. of the refrigerating-cycle apparatus of 1st Embodiment. It is a graph which shows the operating state of the control object apparatus in the heating operation mode of the refrigerating-cycle apparatus of 1st Embodiment, a heating operation mode, etc. It is a whole block diagram of the battery temperature adjustment unit of 2nd Embodiment. It is an external appearance perspective view of the mesh filter of 2nd Embodiment. It is a whole block diagram of the battery temperature adjustment unit of 3rd Embodiment. It is a whole block diagram of the battery temperature adjustment unit of 4th Embodiment.

(First embodiment)
1st Embodiment of this invention is described using FIGS. 1-4. The battery temperature adjustment unit 50 of the present embodiment is applied to an electric vehicle that obtains driving force for vehicle travel from an electric motor for traveling, and is a secondary battery 55 that stores electric power supplied to the electric motor for traveling. It is used to adjust the temperature (heating and cooling). More specifically, in this battery temperature adjustment unit 50, the temperature of the secondary battery 55 is adjusted by adjusting the temperature of the blown air for the battery blown toward the secondary battery 55.

  The battery temperature adjustment unit 50 is disposed on the vehicle bottom surface side between the trunk room at the rear of the vehicle and the rear seat, and includes a metal casing 51 that has been subjected to electrical insulation processing (for example, insulation coating). Yes. The casing 51 forms an outer shell of the battery temperature adjustment unit 50, and forms an air passage 52 through which battery air is circulated.

  In the air passage 52 formed inside the casing 51, a temperature adjusting heat exchanger that adjusts the temperature of the battery air by heat exchange between the refrigerant circulating in the refrigeration cycle apparatus 10 described later and the battery air. The battery heat exchanger 23, the temperature adjusting blower 53 that blows battery air toward the secondary battery 55, and the secondary battery 55 are arranged. In addition, the air passage 52 is formed so as to guide the battery blowing air downstream of the secondary battery 55 to the blowing air inlet side of the battery heat exchanger 23.

  The temperature adjustment blower 53 is an electric blower whose rotation speed (air flow rate) is controlled by a control voltage output from a control device to be described later, and in the air passage 52, the air flow downstream of the battery heat exchanger 23, In addition, the secondary battery 55 is disposed on the upstream side of the air flow. Therefore, in the present embodiment, when the control device operates the temperature adjusting blower 53, the battery air is circulated in the order of the temperature adjusting blower 53 → the secondary battery 55 → the battery heat exchanger 23 → the temperature adjusting blower 53. Is done.

  The secondary battery 55 is a lithium ion battery configured by connecting a plurality of cells in series and in parallel. In this type of lithium ion battery, when the temperature is lower than 10 ° C., sufficient input / output characteristics cannot be obtained because the chemical reaction does not proceed. That is, in this embodiment, if the secondary battery 55 becomes 10 degrees C or less, the output of the secondary battery 55 will fall and it will become impossible to drive a vehicle.

  On the other hand, in this type of lithium ion battery, deterioration easily proceeds at a high temperature. Therefore, in the present embodiment, when the battery temperature Tb of the secondary battery 55 is 40 ° C. or higher, the control device stops the input / output of power in order to prevent the secondary battery 55 from deteriorating. Yes. Therefore, the vehicle cannot be driven even when the secondary battery 55 reaches a high temperature of 40 ° C. or higher.

  That is, in the present embodiment, in order to make the vehicle travel while fully utilizing the capacity of the secondary battery 55, it is necessary to adjust the temperature of the secondary battery 55 to a range of approximately 10 ° C. or more and 40 ° C. or less. is there.

  Next, the refrigeration cycle apparatus 10 in which the refrigerant flowing into the battery heat exchanger 23 circulates will be described. The refrigeration cycle apparatus 10 functions to adjust the temperature of the secondary battery 55 and also functions to perform air conditioning (cooling and heating) in the vehicle interior. More specifically, the refrigeration cycle apparatus 10 of the present embodiment functions to adjust the temperature of the blown air for the battery, and also functions to adjust the temperature of the blown air for the room that is blown into the vehicle interior.

  Further, the refrigeration cycle apparatus 10 is configured to be able to switch a refrigerant circuit for circulating the refrigerant, and, as will be described later, by switching the refrigerant circuit and switching the operation mode, the indoor blowing air and the battery blowing air Adjust the temperature.

  Among the components of the refrigeration cycle apparatus 10, the compressor 11 is disposed in the vehicle bonnet, sucks the refrigerant in the refrigeration cycle apparatus 10, compresses and discharges it, and is a fixed capacity type with a fixed discharge capacity. It is comprised as an electric compressor which rotationally drives a compression mechanism with an electric motor. The operation (the number of rotations) of the electric motor of the compressor 11 is controlled by a control signal output from the control device.

  The refrigeration cycle apparatus 10 employs an HFC refrigerant (specifically, R134a) as the refrigerant, and constitutes a vapor compression subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant. doing. Of course, an HFO refrigerant (specifically, R1234yf) or the like may be adopted as the refrigerant. Further, the refrigerant is mixed with refrigerating machine oil for lubricating the compressor 11, and a part of the refrigerating machine oil circulates in the cycle together with the refrigerant.

  The refrigerant inlet side of the indoor condenser 12 is connected to the discharge port side of the compressor 11. The indoor condenser 12 is disposed in a casing 31 that forms an air passage for indoor blast air in the indoor air conditioning unit 30. The indoor condenser 12 is a heat exchanger for heating that heats the indoor blown air by causing heat exchange between the refrigerant discharged from the compressor 11 and the indoor blown air after passing through the indoor evaporator 20 described later. . The details of the indoor air conditioning unit 30 will be described later.

  A first three-way valve 13 a is connected to the refrigerant outlet side of the indoor condenser 12. The first three-way valve 13a is an electric three-way valve whose operation is controlled by a control voltage output from the control device.

  Specifically, the first three-way valve 13a includes a refrigerant circuit that connects the refrigerant outlet side of the indoor condenser 12 and one refrigerant inlet of the first three-way joint 14a, and the refrigerant outlet side of the indoor condenser 12 and the first refrigerant inlet side. 2 The refrigerant circuit that connects one refrigerant inlet of the three-way joint 14b is switched. Accordingly, the first three-way valve 13a constitutes a refrigerant circuit switching means for switching the refrigerant circuit of the refrigerant circulating in the cycle.

  The first three-way joint 14a has a joint structure having three inlets and outlets, and is formed by joining a plurality of pipes, or by providing a plurality of refrigerant passages in a metal block or a resin block. Can be used. The basic configurations of the second three-way joint and third to sixth three-way joints 14c to 14f described later are also the same as those of the first three-way joint 14a.

  Further, in the first three-way joint 14a, two of the three inlets and outlets are used as refrigerant inlets, and one is used as the refrigerant outlet. Specifically, as described above, one refrigerant inlet / outlet of the first three-way valve 13a is connected to one refrigerant inlet of the first three-way joint 14a, and a battery opening / closing described later is connected to the other refrigerant inlet. An outlet side of the valve 21 is connected, and an inlet side of a battery expansion valve 22 described later is connected to the refrigerant outlet.

  Further, in the second three-way joint 14b, as in the first three-way joint 14a, two of the three inlets and outlets are used as refrigerant inlets, and one is used as the refrigerant outlet. Specifically, as described above, another refrigerant inlet / outlet of the first three-way valve 13a is connected to one refrigerant inlet of the second three-way joint 14b, and a second refrigerant inlet described later is connected to the other refrigerant inlet. One refrigerant inlet / outlet of the two-way valve 13b is connected, and the inlet side of the heating expansion valve 15 is connected to the refrigerant outlet.

  Accordingly, the first three-way valve 13a substantially includes a refrigerant circuit that connects the refrigerant outlet side of the indoor condenser 12 and the inlet side of the battery expansion valve 22, and the refrigerant outlet side of the indoor condenser 12 and the expansion for heating. The refrigerant circuit connecting the inlet side of the valve 15 is switched.

  The heating expansion valve 15 is a heating decompression unit that decompresses the refrigerant that flows out of the second three-way joint 14a and flows into the outdoor heat exchanger 16 when heating the indoor blown air to heat the passenger compartment. It is.

  More specifically, the heating expansion valve 15 includes a valve body that can change the throttle opening degree and an electric actuator that includes a stepping motor that changes the throttle opening degree of the valve body. The operation of the electric expansion valve is controlled by a control signal output from the control device. Further, the heating expansion valve 15 is constituted by a variable throttle mechanism with a full-open function that functions as a simple refrigerant passage with almost no refrigerant decompression effect by fully opening the throttle opening.

  The refrigerant inlet side of the outdoor heat exchanger 16 is connected to the outlet side of the heating expansion valve 15. The outdoor heat exchanger 16 is disposed in the bonnet, and exchanges heat between the refrigerant flowing through the inside and the outside air blown from the blower fan 16a.

  More specifically, the outdoor heat exchanger 16 functions as an evaporator that evaporates the low-pressure refrigerant and exerts an endothermic effect when heating the air blown in the room to heat the vehicle interior, etc. It functions as a radiator that radiates heat from the high-pressure refrigerant, for example, when cooling indoor air to cool the passenger compartment. The blower fan 16a is an electric blower in which the operating rate, that is, the rotation speed (the amount of blown air) is controlled by a control voltage output from the control device.

  A third three-way joint 14 c is connected to the refrigerant outlet side of the outdoor heat exchanger 16. In the third three-way joint 14c, one of the three inlets and outlets is used as a refrigerant inlet and two are used as refrigerant outlets. Specifically, one refrigerant inlet of the fourth three-way joint 14d is connected to one refrigerant outlet of the third three-way joint 14c via the heating on-off valve 17, and the other refrigerant outlet is connected to the other refrigerant outlet. The refrigerant inlet of the fifth three-way joint 14e is connected via the check valve 18.

  The heating on-off valve 17 is an opening / closing means for opening / closing a refrigerant flow path from the third three-way joint 14c to the fourth three-way joint 14d, and is an electromagnetic valve whose opening / closing operation is controlled by a control voltage output from the control device. It is configured. In the fourth three-way joint 14d, two of the three inlets and outlets are used as refrigerant inlets, and one is used as the refrigerant outlet, and an accumulator 24 described later is connected to the refrigerant outlet of the fourth three-way joint 14d. Has been.

  Therefore, when the heating on-off valve 17 is opened, the refrigerant that has flowed out of the outdoor heat exchanger 16 is switched to the refrigerant circuit that flows into the accumulator 24 via the third three-way joint 14c and the fourth three-way joint 14d, When the on-off valve 17 is closed, the refrigerant flowing out of the outdoor heat exchanger 16 is switched to the refrigerant circuit through which the refrigerant flows into the fifth three-way joint 14e via the check valve 18. That is, the heating on-off valve 17 constitutes a refrigerant circuit switching means.

  The check valve 18 moves from the third three-way joint 14c side (the refrigerant outlet side of the outdoor heat exchanger 16) to the fifth three-way joint 14e side (the inlet side of the cooling expansion valve 19 or the inlet side of the battery on-off valve 21). It only allows the refrigerant to flow.

  In the fifth three-way joint 14e, one of the three inlets and outlets is used as a refrigerant inlet and two are used as the refrigerant outlets. One refrigerant outlet of the fifth three-way joint 14e has a cooling expansion. The refrigerant inlet side of the indoor evaporator 20 is connected via the valve 19, and the other refrigerant inlet of the first three-way joint 14a is connected to the other refrigerant outlet via the battery on-off valve 21. ing.

  The cooling expansion valve 19 is an electric expansion valve having the same configuration as the heating expansion valve 15, and flows out of the outdoor heat exchanger 16 when the indoor air is cooled to cool the vehicle interior. It is a decompression means for cooling that decompresses the refrigerant flowing into the indoor evaporator 20. Further, the cooling expansion valve 19 is a fully-closed function capable of closing the refrigerant flow path from the fifth three-way joint 14e to the refrigerant inlet side of the indoor evaporator 20 by fully closing the throttle opening of the valve body. It consists of a variable aperture mechanism with a mark.

  Therefore, the cooling expansion valve 19 opens and closes the refrigerant flow path from the fifth three-way joint 14e to the refrigerant inlet side of the indoor evaporator 20, thereby allowing the refrigerant to flow into the indoor evaporator 20 from the fifth three-way joint 14e. The circuit and the refrigerant circuit that does not allow the refrigerant to flow into the indoor evaporator 20 can be switched. That is, the cooling expansion valve 19 has a function as a decompression unit and also has a function as a refrigerant circuit switching unit.

  The indoor evaporator 20 is disposed upstream of the indoor condenser 12 in the casing 31 of the indoor air conditioning unit 30. The indoor evaporator 20 is a cooling heat exchanger that cools the indoor blown air by exchanging heat between the refrigerant decompressed by the cooling expansion valve 19 and the indoor blown air. The other refrigerant inlet of the fourth three-way joint 14d is connected to the refrigerant outlet side of the indoor evaporator 20 via the sixth three-way joint 14f.

  In the sixth three-way joint 14f, two of the three inlets and outlets are used as refrigerant inlets, and one is used as the refrigerant outlet, and the other refrigerant inlet of the sixth three-way joint 14f is connected to a second outlet described later. One refrigerant inlet / outlet of the two-way valve 13b is connected. In addition, about the three-way joint directly connected like the 4th three-way joint 14d and the 6th three-way joint 14f, it may replace with two three-way joints and may employ | adopt the four-way joint which has four refrigerant | coolant inflow / outflow ports.

  The battery on / off valve 21 connected to the other refrigerant outlet of the fifth three-way joint 14e is an electromagnetic valve having the same configuration as that of the heating on / off valve 17, and is from the fifth three-way joint 14e to the first three-way joint. Opening and closing means for opening and closing the refrigerant flow path leading to 14a.

  Therefore, when the battery on-off valve 21 is opened, the refrigerant flowing out of the outdoor heat exchanger 16 enters the refrigerant circuit through which the refrigerant flows into the battery expansion valve 22 side via the fifth three-way joint 14e and the first three-way joint 14a. When the battery open / close valve 21 is closed, the refrigerant flowing out of the outdoor heat exchanger 16 is switched to the refrigerant circuit flowing into the cooling expansion valve 19 side. That is, the battery open / close valve 21 constitutes a refrigerant circuit switching means.

  The battery expansion valve 22 is an electric expansion valve with a fully-open function having the same configuration as the heating expansion valve 15. When adjusting the temperature of the battery air and adjusting the temperature of the secondary battery 55, This is a decompression means for adjusting the battery temperature, which decompresses the refrigerant that flows out from the indoor condenser 12 or the outdoor heat exchanger 16 and into the battery heat exchanger 23. A refrigerant inlet side of the battery heat exchanger 23 disposed in the battery temperature adjustment unit 50 is connected to the outlet side of the battery expansion valve 22.

  Another refrigerant inlet of the second three-way valve 13b is connected to the refrigerant outlet side of the battery heat exchanger 23. The basic configuration of the second three-way valve 13b is the same as that of the first three-way valve 13a. Specifically, the second three-way valve 13b includes a refrigerant circuit that connects the refrigerant outlet side of the battery heat exchanger 23 and the other refrigerant inlet of the second three-way joint 14b described above, and the battery heat exchanger 23. The refrigerant circuit that connects the refrigerant outlet side of the second refrigerant inlet and the other refrigerant inlet of the sixth three-way joint 14f is switched.

  More specifically, the second three-way valve 13 b substantially includes a refrigerant circuit that connects the refrigerant outlet side of the battery heat exchanger 23 and the inlet side of the heating expansion valve 15, and the battery heat exchanger 23. The refrigerant circuit is switched to connect the refrigerant outlet side and the inlet side of the accumulator 24. Accordingly, the second three-way valve 13b constitutes a refrigerant circuit switching means together with the first three-way valve 13a and the like.

  The accumulator 24 separates the gas-liquid refrigerant flowing into the accumulator 24, causes the separated gas-phase refrigerant to flow out to the suction side of the compressor 11, and stores the separated liquid-phase refrigerant therein. That is, the accumulator 24 functions as a gas-liquid separation unit and also functions as a refrigerant storage unit that stores excess refrigerant in the cycle in a liquid phase state.

  Next, the indoor air conditioning unit 30 will be described. The indoor air conditioning unit 30 is for blowing the temperature-adjusted indoor blast air into the vehicle interior, and is disposed inside the instrument panel (instrument panel) at the foremost part of the vehicle interior to form an outer shell thereof. An air conditioner blower 32, the above-described indoor condenser 12, the indoor evaporator 20 and the like are accommodated in a casing 31.

  The casing 31 forms an air passage for indoor blown air inside, and is formed of a resin (for example, polypropylene) having a certain degree of elasticity and excellent in strength. On the most upstream side of the air flow of the indoor blast air in the casing 31, the air volume ratio between the air volume of the internal air (vehicle interior air) introduced into the air passage in the casing 31 and the air volume of the outside air (vehicle interior air) is changed. An inside / outside air switching door is disposed.

  On the downstream side of the air flow of the inside / outside air switching device 33, an air conditioning blower 32 that blows air sucked through the inside / outside air switching device 33 toward the vehicle interior is arranged. The air-conditioning blower 32 is an electric blower that drives a centrifugal multiblade fan (sirocco fan) with an electric motor, and the number of rotations (air flow rate) is controlled by a control voltage output from the control device.

  On the downstream side of the air flow of the air-conditioning blower 32, the indoor evaporator 20 and the indoor condenser 12 are arranged in this order with respect to the flow of the indoor blown air. In other words, the indoor evaporator 20 is disposed upstream of the indoor condenser 12 in the flow direction of the indoor blast air.

  Further, on the downstream side of the air flow of the indoor evaporator 20 and the upstream side of the air flow of the indoor condenser 12, the ratio of the amount of air passing through the indoor condenser 12 in the blown air after passing through the indoor evaporator 20. An air mix door 34 for adjusting the air pressure is disposed. Further, on the downstream side of the air flow of the indoor condenser 12, the blown air heated by exchanging heat with the refrigerant in the indoor condenser 12 and the blown air that is not heated bypassing the indoor condenser 12 are mixed. A mixing space 35 is provided.

  In the most downstream part of the air flow of the casing 31, an opening hole for blowing the conditioned air mixed in the mixing space 35 into the vehicle interior that is the air-conditioning target space is arranged. Specifically, the opening hole includes a face opening hole that blows air-conditioned air toward the upper body of the passenger in the passenger compartment, a foot opening hole that blows air-conditioned air toward the feet of the passenger, and an inner surface of the front window glass of the vehicle. A defroster opening hole (both not shown) for blowing the conditioned air toward is provided.

  Therefore, the temperature of the conditioned air mixed in the mixing space 35 is adjusted by adjusting the ratio of the air volume that the air mix door 34 passes through the indoor condenser 12, and the temperature of the conditioned air blown out from each opening hole. Is adjusted. That is, the air mix door 34 constitutes a temperature adjusting means for adjusting the temperature of the conditioned air blown into the vehicle interior. The air mix door 34 is driven by a servo motor (not shown) whose operation is controlled by a control signal output from the control device.

  Furthermore, on the upstream side of the air flow of the face opening hole, foot opening hole, and defroster opening hole, a face door that adjusts the opening area of the face opening hole, a foot door that adjusts the opening area of the foot opening hole, and a defroster opening hole, respectively A defroster door (none of which is shown) for adjusting the opening area is arranged.

  These face doors, foot doors, and defroster doors constitute opening hole mode switching means for switching the opening hole mode, and their operations are controlled by a control signal output from the control device via a link mechanism or the like. It is driven by a servo motor (not shown).

  Next, the electric control unit of this embodiment will be described. The control device is composed of a well-known microcomputer including a CPU, ROM, RAM and the like and its peripheral circuits, and performs various calculations and processing based on a control program stored in the ROM, and is connected to the output side. It controls the operation of various control target devices 11, 13a, 13b, 15, 16a, 17, 19, 21, 22, 32, 54, and the like.

  Further, on the input side of the control device, an inside air sensor that detects the vehicle interior temperature Tr, an outside air sensor that detects the outside air temperature Tam, a solar radiation sensor that detects the amount of solar radiation Ts in the vehicle interior, and the temperature of air blown from the indoor evaporator 20 ( An evaporator temperature sensor for detecting Tefin, a discharge pressure sensor for detecting the high-pressure refrigerant pressure Pd of the high-pressure refrigerant discharged from the compressor 11, and a blown air temperature TAV blown from the mixing space 35 into the vehicle interior. Various control sensor groups such as a blown air temperature sensor to be detected and a battery temperature sensor as temperature detecting means for detecting a battery temperature Tb which is the temperature of the secondary battery 55 are connected.

  Note that the evaporator temperature sensor of the present embodiment specifically detects the temperature of the heat exchange fins of the indoor evaporator 20. Of course, as the evaporator temperature sensor, temperature detecting means for detecting the temperature of other parts of the indoor evaporator 20 may be adopted, or temperature detecting means for directly detecting the temperature of the refrigerant itself flowing through the indoor evaporator 20. May be adopted.

  Moreover, since the secondary battery 55 has a large heat capacity with respect to each component device of the refrigeration cycle apparatus 10 and is configured by combining a plurality of cells, temperature distribution is also likely to occur. Therefore, in this embodiment, a plurality of temperature detection means for detecting the temperatures of the surfaces of the plurality of cells constituting the secondary battery 55 are used, and the average value of the detection values of the plurality of temperature detection means is determined as the battery temperature Tb. It is said.

  Further, an operation panel (not shown) disposed near the instrument panel in the front part of the vehicle interior is connected to the input side of the control device, and operation signals from various operation switches provided on the operation panel are input. As various operation switches provided on the operation panel, there are provided an air conditioning operation switch for requesting air conditioning in the vehicle interior, a vehicle interior temperature setting switch for setting the vehicle interior temperature, an air conditioning operation mode selection switch, and the like.

  Here, the control device of the present embodiment is configured such that the control means for controlling various control target devices connected to the output side is integrally configured, but the configuration for controlling the operation of each control target device ( Hardware and software) constitute control means for controlling the operation of each control target device.

  For example, in the control device, the configuration for controlling the operation of the compressor 11 constitutes the refrigerant discharge capacity control means, and the configuration for controlling the operations of the various devices 13a, 13b, 17, 19, and 21 constituting the refrigerant circuit switching means. Constitutes a refrigerant circuit switching control means.

  Next, the operation of the refrigeration cycle apparatus 10 of the present embodiment having the above configuration will be described. As described above, the refrigeration cycle apparatus 10 can perform air conditioning in the passenger compartment and temperature adjustment of the secondary battery 55.

  Specifically, the operation mode for air conditioning the vehicle interior includes a cooling mode for cooling the vehicle interior and a heating mode for heating the vehicle interior. The operation modes for adjusting the temperature of the secondary battery 55 are provided. Has a heating mode for heating the secondary battery 55 and a cooling mode for cooling the secondary battery 55. These operation modes are switched by executing a control program stored in the storage circuit in advance by the control device.

  In this control program, the operation signal of the operation panel and the detection signal of the control sensor group are read, the control state of various control target devices is determined based on the read detection signal and the value of the operation signal, and the determined control state The control routine of outputting a control signal or a control voltage to various devices to be controlled is repeated.

  And about the operation mode at the time of air-conditioning of a vehicle interior, when the air conditioning operation switch is turned on (ON) and cooling is selected with the selection switch when the operation signal of the operation panel is read Is switched to the cooling mode, and when heating is selected by the selection switch while the air conditioning operation switch is turned on (ON), the mode is switched to the heating mode.

  As for the operation mode when adjusting the temperature of the secondary battery 55, the battery temperature Tb is equal to or lower than the first reference temperature Tk1 (15 ° C. in the present embodiment) when the detection signal of the control sensor group is read. Is switched to a heating mode in which the secondary battery 55 is heated. When the battery temperature Tb is equal to or higher than the second reference temperature Tk2 (30 ° C. in this embodiment), the secondary battery is cooled. Switch to cooling mode.

  As described above, in the secondary battery 55 of the present embodiment, it is necessary to manage the temperature in a range of approximately 10 ° C. or more and 40 ° C. or less. Therefore, in this embodiment, when the battery temperature Tb is equal to or lower than the first reference temperature Tk1, the mode is switched to the heating mode, and when the battery temperature Tb is equal to or higher than the second reference temperature Tk2, the mode is switched to the cooling mode. Thus, the battery temperature Tb is set to be 10 ° C. or higher and 40 ° C. or lower.

Therefore, in the refrigeration cycle apparatus 10 of the present embodiment,
(A) Cooling operation mode for cooling the vehicle interior without adjusting the temperature of the secondary battery 55 (b) Cooling + cooling operation mode for cooling the secondary battery 55 at the same time as cooling the vehicle interior (c) Cooling operation mode in which the secondary battery 55 is cooled without air conditioning in the vehicle interior (d) Heating + cooling operation mode in which the secondary battery 55 is cooled simultaneously with heating in the vehicle interior (e) Secondary battery The heating operation mode in which the vehicle interior is heated without adjusting the temperature 55 (f) The vehicle interior is heated and the secondary battery 55 is heated at the same time as the heating + heating operation mode (g) The vehicle interior is air-conditioned. Heating operation mode in which the secondary battery 55 is heated without being performed (h) The vehicle interior is cooled, and at the same time, the operation is switched to each operation mode of cooling + heating operation mode in which the secondary battery 55 is heated. Air conditioning and temperature adjustment of secondary battery 55 It can be carried out.

  In addition, as shown in the charts of FIGS. 3 and 4, the switching to each operation mode is performed by the control device using the refrigerant circuit switching means 13 a, 13 b, 17, 19, 21, the heating expansion valve 15, and the battery expansion valve. 22, by controlling the operation of the air conditioner blower 32, the air mix door 34, and the temperature control blower 53.

  Then, by switching the operation mode as described above, in the refrigeration cycle apparatus 10, in the (b) cooling + cooling operation mode, (c) the cooling operation mode, and (d) the heating + cooling operation mode, the battery heat exchanger 23 functions as an evaporator that evaporates the low-pressure refrigerant decompressed by the battery expansion valve 22, and in (f) heating + heating operation mode, (g) heating operation mode, (h) cooling + heating operation mode, The battery heat exchanger 23 is switched to a refrigerant circuit that functions as a radiator that dissipates the high-pressure refrigerant that has flowed out of the indoor condenser 12.

  For example, in the (c) cooling operation mode, as shown in FIG. 3, the control device of the first three-way valve 13 a connects the refrigerant outlet side of the indoor condenser 12 and the inlet side of the heating expansion valve 15. The operation is controlled, and the operation of the second three-way valve 13b is controlled so as to connect the refrigerant outlet side of the battery heat exchanger 23 and the inlet side of the accumulator 24.

  Further, the control device fully opens the heating expansion valve 15, closes the heating on-off valve 17, fully closes the cooling expansion valve 19, opens the battery on-off valve 21, and sets the battery expansion valve 22 to the throttle state. The air conditioner blower 32 is stopped, and the temperature adjusting blower 53 is operated so as to exhibit a predetermined blowing ability.

  As a result, in the cooling operation mode, the refrigeration cycle apparatus 10 causes the outdoor heat exchange of the compressor 11 → the indoor condenser 12 → (the first three-way valve 13a → the heating expansion valve 15 →) as shown by the thick arrows in FIG. Refrigerant in which the refrigerant circulates in the order of the vessel 16 → (check valve 18 →) battery open / close valve 21 → battery expansion valve 22 → battery heat exchanger 23 → (second three-way valve 13 b →) accumulator 24 → compressor 11. Switch to the flow path.

  Therefore, in the refrigeration cycle apparatus 10 in the cooling operation mode, the high-pressure refrigerant discharged from the compressor 11 flows into the indoor condenser 12. At this time, in the cooling operation mode, as shown in FIG. 3, the operation of the air-conditioning blower 32 is stopped and the air mix door 34 fully closes the air passage on the indoor condenser 12 side. The refrigerant that has flowed into the room flows out of the indoor condenser 12 without exchanging heat with the indoor blowing air. Accordingly, the indoor blown air is not heated.

  The refrigerant flowing out of the indoor condenser 12 flows into the outdoor heat exchanger 16 through the first three-way valve 13a and the heating expansion valve 15. The refrigerant flowing into the outdoor heat exchanger 16 exchanges heat with the outside air blown from the blower fan 16a to radiate heat. The refrigerant flowing out of the outdoor heat exchanger 16 is closed because the heating on-off valve 17 is closed, the cooling expansion valve 19 is fully closed, and the battery on-off valve 21 is open. It flows into 22 and is decompressed.

  At this time, the control device causes the battery supercooling degree of the refrigerant flowing into the battery expansion valve 22 to approach the target supercooling degree determined so that the coefficient of performance (COP) of the cycle becomes substantially the maximum value. The throttle opening degree of the expansion valve 22 is controlled. The refrigerant decompressed by the battery expansion valve 22 flows into the battery heat exchanger 23, absorbs heat from the battery air and evaporates. Thereby, battery air is cooled.

  The refrigerant that has flowed out of the battery heat exchanger 23 flows into the accumulator 24 through the second three-way valve 13b. The gas-phase refrigerant separated by the accumulator 24 is sucked into the compressor 11 and compressed again.

  As described above, in the cooling operation mode, the secondary battery 55 is cooled by cooling the battery air by causing the battery heat exchanger 23 to function as an evaporator.

  Also, for example, in (g) heating operation mode, the control device controls the operation of the first three-way valve 13a so as to connect the refrigerant outlet side of the indoor condenser 12 and the inlet side of the battery expansion valve 22, The operation of the second three-way valve 13b is controlled so that the refrigerant outlet side of the battery heat exchanger 23 and the inlet side of the heating expansion valve 15 are connected.

  Further, the control device opens the heating expansion valve 15, opens the heating opening / closing valve 17, fully closes the cooling expansion valve 19, closes the battery opening / closing valve 21, and fully opens the battery expansion valve 22. The air conditioner blower 32 is stopped, and the temperature adjusting blower 53 is operated so as to exhibit a predetermined blowing ability.

  As a result, in the heating operation mode, the refrigeration cycle apparatus 10, as shown by the thick arrow in FIG. 2, the compressor 11 → the indoor condenser 12 → (the first three-way valve 13 a →) battery expansion valve 22 → battery heat. Switch to the refrigerant flow path in which the refrigerant circulates in the order of exchanger 23 → (second three-way valve 13b →) → heating expansion valve 15 → outdoor heat exchanger 16 → (heating on-off valve 17 →) accumulator 24 → compressor 11. It is done.

  Therefore, in the refrigeration cycle apparatus 10 in the heating operation mode, the high-pressure refrigerant discharged from the compressor 11 flows into the indoor condenser 12. At this time, in the heating operation mode, as shown in FIG. 4, the operation of the air conditioner blower 32 is stopped and the air mix door 34 fully closes the air passage on the indoor condenser 12 side. The refrigerant that has flowed into the room flows out of the indoor condenser 12 without exchanging heat with the indoor blowing air. Accordingly, the indoor blown air is not heated.

  The refrigerant that has flowed out of the indoor condenser 12 flows into the battery heat exchanger 23 via the first three-way valve 13a and the battery expansion valve 22, and exchanges heat with the battery blowing air to dissipate heat. Thereby, battery air is heated. The refrigerant that has flowed out of the battery heat exchanger 23 flows into the heating expansion valve 15 via the second three-way valve 13b, and is decompressed until the pressure becomes low.

  At this time, the control device sets the supercooling degree of the refrigerant flowing into the heating expansion valve 15 so as to approach the target supercooling degree determined so that the coefficient of performance (COP) of the cycle becomes a substantially maximum value. The throttle opening degree of the expansion valve 15 is controlled. The low-pressure refrigerant decompressed by the heating expansion valve 15 flows into the outdoor heat exchanger 16, absorbs heat from the outside air blown from the blower fan 16a, and evaporates.

  The refrigerant flowing out of the outdoor heat exchanger 16 opens the heating on-off valve 17, fully closes the cooling expansion valve 19, and closes the battery on-off valve 21. Therefore, the accumulator 24 is connected via the heating on-off valve 17. Flow into. The gas-phase refrigerant separated by the accumulator 24 is sucked into the compressor 11 and compressed again.

  As described above, in the heating operation mode, the secondary battery 55 is heated by heating the battery air by causing the battery heat exchanger 23 to function as a radiator.

  Here, as in the battery temperature adjustment unit 50 of the present embodiment, when one battery heat exchanger 23 is switched to a condenser or an evaporator in the refrigeration cycle apparatus 10, as described above, the battery heat Temperature distribution is likely to occur in the battery air that has been temperature-controlled by the exchanger 23. Such a temperature distribution causes deterioration of input / output characteristics of the secondary battery 55 as a whole or deterioration of reliability of the secondary battery 55 as a whole.

  On the other hand, in the present embodiment, the temperature adjustment blower 53 of the battery temperature adjustment unit 50 is arranged on the downstream side of the blower air flow of the battery heat exchanger 23 and on the upstream side of the air flow of the secondary battery 55. Yes. Accordingly, even if a temperature distribution is generated in the battery air that has been temperature-adjusted by the battery heat exchanger 23, the temperature air is blown by the temperature adjusting fan 53 to suppress the temperature distribution. The air can be blown toward the secondary battery 55.

  That is, in this embodiment, the temperature control blower 53 is caused to function as a temperature distribution uniformizing unit that uniformizes the temperature distribution of the battery air that has been temperature-adjusted by the battery heat exchanger 23 to suppress the temperature distribution. The blown battery air can be blown toward the secondary battery 55. As a result, the temperature drop of some cells leads to deterioration of the input / output characteristics of the secondary battery 55 as a whole, and the temperature rise of some cells increases the reliability of the secondary battery 55 as a whole. It can suppress that it causes a fall.

  By the way, in a general electric blower, a motor or the like generates heat during operation. For this reason, if the temperature-control air blower 53 is arranged downstream of the air flow of the battery heat exchanger 23 as in the present embodiment, the battery heat exchanger 23 cools the air in the cooling operation mode. There is a concern that the temperature of the blown air for the battery is increased, and the cooling performance of the secondary battery 55 is deteriorated.

  In contrast, like the air passage 52 of the battery temperature adjustment unit 50 of the present embodiment, the battery air on the downstream side of the secondary battery 55 is led to the air inlet side of the battery heat exchanger 23, In the configuration in which the battery blowing air is circulated, the battery blowing air absorbs the exhaust heat of the temperature adjustment blower 53 regardless of the location of the temperature adjustment blower 53 in the air passage 52. Therefore, even if the temperature adjusting blower 53 is arranged on the downstream side of the blower air flow of the battery heat exchanger 23 as in this embodiment, the cooling performance for cooling the secondary battery 55 is not deteriorated.

  In a general electric blower, a motor failure or the like may occur due to a temperature rise. For this reason, when the temperature adjustment blower 53 is arranged on the downstream side of the blower air flow of the battery heat exchanger 23 as in this embodiment, the temperature of the temperature adjustment blower 53 rises in the heating operation mode or the like, There is a concern that the durability life of the temperature control blower 53 may be adversely affected.

  On the other hand, in the battery temperature adjustment unit 50 of this embodiment, it adjusts so that the battery temperature Tb of the secondary battery 55 may be 40 degrees C or less. Accordingly, during the heating operation mode, etc., the blown air whose temperature is adjusted by the battery heat exchanger 23 becomes a high temperature (for example, 60 ° C. or more) that adversely affects the durability life of the temperature adjustment blower 53. There is no end.

  That is, as in the present embodiment, the air passage 52 is formed, and the temperature adjusting blower 53 is disposed on the downstream side of the blower air flow of the battery heat exchanger 23 and on the upstream side of the air flow of the secondary battery 55. The structure that functions as the distribution uniformizing means does not decrease the temperature adjustment capability of the secondary battery 55, and further does not adversely affect the durability life of the temperature adjustment blower 53. It is extremely effective when used to adjust the temperature of 55 (a lithium ion battery formed by combining a plurality of cells).

(Second Embodiment)
In the present embodiment, an example in which the configuration of the battery temperature adjustment unit 50 is changed as shown in FIGS. 5 and 6 with respect to the first embodiment will be described. 5 and 6, the same or equivalent parts as those in the first embodiment are denoted by the same reference numerals. The same applies to the following drawings.

  Specifically, in the battery temperature adjustment unit 50 of the present embodiment, as shown in FIG. 5, a temperature adjustment blower 53 is disposed on the upstream side of the blower air flow of the battery heat exchanger 23, and the battery heat exchanger is arranged. A mesh-like filter 54 is arranged on the downstream side of the blown air flow 23 and on the upstream side of the air flow of the secondary battery 55.

  The filter 54 is for collecting foreign matter in the battery air, and, as shown in FIG. 6, allows the entire air volume of the battery air that has been temperature adjusted by the battery heat exchanger 23 to pass therethrough. Is arranged. As such a filter 54, what was formed by braiding the wire-like metal (for example, aluminum, copper) excellent in heat conductivity is employable. Other configurations and operations are the same as those in the first embodiment.

  Therefore, in the battery temperature adjustment unit 50 of the present embodiment, the battery air that has been temperature-adjusted by the battery heat exchanger 23 is stirred when passing through the filter 54, and the battery air that has been suppressed in temperature distribution. Air can be blown toward the secondary battery 55. That is, in this embodiment, the filter 54 constitutes a temperature distribution uniformizing means, and the same effect as that of the first embodiment can be obtained.

  Furthermore, in this embodiment, since the filter 54 is comprised by the heat-transfer member, even if temperature distribution has arisen in the blast air for battery temperature-controlled with the battery heat exchanger 23, it passes through the filter 54. By transmitting heat, the temperature distribution of the battery air can be further suppressed. In addition, the heat transfer member in this embodiment can be defined as a member having a material having a higher thermal conductivity than at least air.

(Third embodiment)
In the present embodiment, an example in which the configuration of the battery temperature adjustment unit 50 is changed as shown in FIG. 7 with respect to the first embodiment will be described.

  Specifically, in the battery temperature adjustment unit 50 of the present embodiment, as shown in FIG. 7, a temperature adjustment blower 53 is disposed on the upstream side of the blower air flow of the battery heat exchanger 23, and the battery heat exchanger is arranged. A guide member 56 formed in a flat plate shape for stirring the flow of the blown air for the battery is disposed on the inner wall surface of the air passage 52 on the downstream side of the blown air flow 23 and on the upstream side of the air flow of the secondary battery 55. Yes. Other configurations and operations are the same as those in the first embodiment.

  Therefore, also in the battery temperature adjustment unit 50 of the present embodiment, the battery blowing air whose temperature has been adjusted by the battery heat exchanger 23 is agitated by the guide member 56 on the downstream side of the battery heat exchanger 23, Blowing air for a battery whose temperature distribution is suppressed can be blown toward the secondary battery 55. That is, in the present embodiment, the guide member 56 constitutes a temperature distribution uniformizing means, and the same effect as in the first embodiment can be obtained.

  7 illustrates an example in which a plurality (three) of guide members 56 formed in a flat plate shape are illustrated. However, the guide member 56 may be a single guide member 56 as long as the flow of battery air can be agitated. There may be. Further, the guide member 56 is not limited to a flat plate shape, and may have a shape obtained by curving a flat plate, or may be formed by performing dimple processing on the flat plate to provide irregularities, or the front and back surfaces of the flat plate. It may be provided with a through hole penetrating therethrough.

(Fourth embodiment)
This embodiment demonstrates the example which changed the structure of the battery temperature adjustment unit 50 with respect to 1st Embodiment, as shown in FIG.

  Specifically, in the battery temperature adjustment unit 50 of the present embodiment, as shown in FIG. 8, a temperature adjustment blower 53 is disposed on the upstream side of the blower air flow of the battery heat exchanger 23, and the battery heat exchanger is arranged. A wind turbine 57 is arranged on the downstream side of the blown air flow of 23 and on the upstream side of the air flow of the secondary battery 55. The windmill 57 rotates when the impeller receives the flow of the blown air for the battery. Other configurations and operations are the same as those in the first embodiment.

  Therefore, in the battery temperature adjustment unit 50 of the present embodiment, the battery air that has been temperature-adjusted by the battery heat exchanger 23 is agitated when the wind turbine 57 is rotated, and the battery air that is suppressed in temperature distribution. Air can be blown toward the secondary battery 55. That is, in this embodiment, the windmill 57 comprises a temperature distribution equalization means, and the same effect as 1st Embodiment can be acquired.

(Other embodiments)
The present invention is not limited to the above-described embodiment, and can be variously modified as follows without departing from the spirit of the present invention.

  (1) In the above-described embodiment, the example in which the battery temperature adjustment unit 50 is applied to an electric vehicle has been described. May be. When applied to a hybrid vehicle, a heater core may be provided inside the indoor air conditioning unit 30 to heat the indoor blown air using the cooling water of the internal combustion engine as a heat source. Furthermore, the battery temperature adjustment unit 50 may be applied to other than the vehicle.

  (2) In the above-described embodiment, the example in which the refrigeration cycle apparatus 10 configured to be switchable to a plurality of operation modes has been described, but the refrigeration cycle apparatus 10 is not limited to this.

  The refrigeration cycle apparatus 10 switches to a refrigerant circuit that allows high-pressure refrigerant to flow into the battery heat exchanger 23 at least when heating the battery air, and at the time of cooling the battery air, the battery heat exchanger. What is necessary is just to be comprised so that it may switch to the refrigerant circuit which makes a low-pressure refrigerant | coolant flow in into 23. Furthermore, the refrigeration cycle apparatus 10 may not have the function of adjusting the temperature of the indoor blowing air as long as it functions to adjust the temperature of the battery blowing air.

DESCRIPTION OF SYMBOLS 10 Refrigeration cycle apparatus 23 Battery heat exchanger 51 Casing 52 Air passage 53 Temperature control blower 55 Secondary battery

Claims (7)

A casing (51) forming an air passage (52) through which battery air blown toward the battery (55) flows; and
A temperature adjusting heat exchanger (23) disposed in the air passage (52) for exchanging heat between the refrigerant circulating in the vapor compression refrigeration cycle apparatus (10) and the battery air.
The refrigeration cycle device (10) can be switched between a refrigerant circuit for flowing high-pressure refrigerant into the temperature adjustment heat exchanger (23) and a refrigerant circuit for flowing low-pressure refrigerant into the temperature adjustment heat exchanger (23). Is composed of
Further, the temperature adjusting heat exchanger is disposed in the air passage (52) on the downstream side of the air flow of the temperature adjusting heat exchanger (23) and on the upstream side of the air flow of the battery (55). A battery temperature adjustment unit comprising temperature distribution equalizing means (53, 54, 56, 57) for equalizing the temperature distribution of the battery air adjusted in (23).   2. The battery temperature adjustment unit according to claim 1, wherein the temperature distribution uniformizing means is a blower (53) for blowing the battery air.   2. The battery temperature adjustment unit according to claim 1, wherein the temperature distribution uniformizing means is configured by a filter (54) that collects foreign matters in the battery air.   The battery temperature adjustment unit according to claim 3, wherein the filter (54) is made of a material having a higher thermal conductivity than air.   The battery temperature according to claim 1, wherein the temperature distribution uniformizing means is a guide member (56) for stirring the battery air by changing a flow direction of the battery air. Adjustment unit.   2. The battery temperature adjusting unit according to claim 1, wherein the temperature distribution uniformizing means is a windmill (57) that agitates the battery air by rotating.   The air passage (52) is formed so as to guide battery air blown downstream from the battery (55) to an inlet side of the temperature adjustment heat exchanger (23). The battery temperature adjustment unit according to any one of 1 to 5.

Images