JP2018058573A - Vehicular air conditioner - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve cooling performance of a refrigerant and improve air heating capacity of a heater core.SOLUTION: A vehicular air conditioner includes: a radiator 15 for exchanging heat between a heating medium and outside air; a heater core 21 for exchanging heat between the heating medium and air to be sent into a cabin; a compressor 31 for sucking, compressing and discharging a refrigerant; a refrigerant heating medium heat exchanger 20 for exchanging heat between the refrigerant discharged from the compressor 31 and the heating medium; a refrigerant outside air heat exchanger 33 for exchanging heat between the refrigerant subjected to heat exchange by using the refrigerant heating medium heat exchanger 20 and outside air; and switching sections 27, 28, 29 for switching between a first mode in which the heating medium is circulated between the radiator 15 and the refrigerant heating medium heat exchanger 20 and a second mode in which the heating medium is circulated between the refrigerant heating medium heat exchanger 20 and the heater core 21. The refrigerant heating medium heat exchanger 20 and the refrigerant outside air heat exchanger 33 are disposed in series with each other in flow of the refrigerant, and the radiator and the refrigerant outside air heat exchanger are disposed at portions of the vehicle where outside air flows.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an air conditioner used in a vehicle.

  Conventionally, Patent Document 1 describes a heat exchange system including a main radiator, a sub-radiator, a water-cooled condenser, and an air-cooled condenser.

  The main radiator is a heat exchanger that cools engine cooling water by exchanging heat between engine cooling water and cooling air. The sub-radiator is a heat exchanger that cools the cooling water for the high-power equipment by causing heat exchange between the cooling water for the high-power equipment and the cooling air. The water-cooled condenser is a heat exchanger that exchanges heat between cooling water for high-powered equipment and air-conditioning refrigerant. The air-cooled condenser is a heat exchanger that exchanges heat between the air-conditioning refrigerant flowing out of the water-cooled condenser and the cooling air. The air-conditioning refrigerant heat-exchanged by the air-cooled condenser flows out to the evaporator.

  The main radiator is disposed downstream of the cooling air passing through the sub radiator and the air cooling condenser. The air-cooled condenser is disposed in the lower region of the sub radiator.

JP 2014-173747 A

  In the above prior art, the air-conditioning refrigerant flowing into the water-cooled condenser has a high degree of superheat and is very hot, so that the cooling water for the high-power equipment is heated to a very high temperature by the water-cooled condenser. For this reason, the cooling performance of the high-voltage equipment is lowered. If it is going to ensure the cooling property of a strong electric system apparatus as this countermeasure, it is necessary to suppress the heat exchange amount of a water cooling condenser, and there exists a problem that cooling of the air-conditioning refrigerant | coolant will become inadequate.

  On the other hand, a general vehicle air conditioner includes a heater core that heats air blown into the vehicle interior using engine cooling water heated by exhaust heat of the engine as a heat source. In a hybrid vehicle or a vehicle that performs idling stop, the engine is frequently stopped, so the exhaust heat of the engine is reduced, and the air heating capacity (in other words, the heating capacity) of the heater core tends to be insufficient. is there.

  An object of this invention is to improve the cooling property of a refrigerant | coolant and to improve the air heating capability of a heater core in view of the said point.

In order to achieve the above object, in the vehicle air conditioner according to claim 1,
A radiator (15) for exchanging heat between the heat medium and outside air;
A heater core (21) for exchanging heat between the heat medium and the air blown into the passenger compartment;
A compressor (31) that sucks in, compresses and discharges the refrigerant;
A refrigerant heat medium heat exchanger (20) for exchanging heat between the refrigerant discharged from the compressor (31) and the heat medium;
A refrigerant outdoor air heat exchanger (33) for exchanging heat between the refrigerant heat exchanged by the refrigerant heat medium heat exchanger (20) and the outside air;
The first mode in which the heat medium circulates between the radiator (15) and the refrigerant heat medium heat exchanger (20), and the heat medium circulates between the refrigerant heat medium heat exchanger (20) and the heater core (21). A switching unit (18, 27, 28, 29) for switching between the second mode and
The refrigerant heat medium heat exchanger (20) and the refrigerant outside air heat exchanger (33) are arranged in series with each other in the refrigerant flow,
The radiator (15) and the refrigerant outside air heat exchanger (33) are disposed in a portion of the vehicle through which outside air flows.

  According to this, in the first mode, the refrigerant heat medium heat exchanger (20) and the radiator (15) can radiate the heat of the refrigerant to the outside air via the heat medium, so that the cooling performance of the refrigerant is improved. be able to.

  In the second mode, the heat medium heated by the refrigerant of the refrigerant heat medium heat exchanger (20) can be caused to flow into the heater core (21), so that the air heating capability of the heater core (21) can be improved.

  Since the radiator (15) and the refrigerant outside air heat exchanger (33) are arranged in a portion where the outside air flows in the vehicle, the radiator (15) and the refrigerant outside air heat exchanger (33) improve the heat radiation performance to the outside air. Can be made. Therefore, the cooling performance of the heat medium and the outside air can be improved.

  In the vehicle air conditioner according to claim 2, the radiator (15) is arranged downstream of the refrigerant outside air heat exchanger (33) in the flow of outside air.

  According to this, since the low-temperature outside air before heat exchange with the radiator (15) can be caused to flow into the refrigerant outside air heat exchanger (33), the temperature of the outside air flowing into the refrigerant outside air heat exchanger (33) is reduced as much as possible. Can be lowered. Therefore, the cooling performance of the refrigerant in the refrigerant outside air heat exchanger (33) can be improved.

In the vehicle air conditioner according to claim 3,
The radiator is an engine cooling radiator (15) for exchanging heat between the engine cooling heat medium for cooling the engine (14) and the outside air,
Furthermore, it comprises a device cooling radiator (36) for exchanging heat between the device cooling heat medium for cooling the vehicle-mounted device (43) and the outside air,
The refrigerant heat medium heat exchanger (20) and the refrigerant outside air heat exchanger (33) are arranged in series with each other in the refrigerant flow,
The engine cooling radiator (15) and the equipment cooling radiator (36) are arranged downstream of the refrigerant outside air heat exchanger (33) in the flow of outside air.

  According to this, since the low-temperature outside air before heat exchange by the engine cooling radiator (15) and the equipment cooling radiator (36) can be caused to flow into the refrigerant outside air heat exchanger (33), the refrigerant outside air heat exchanger The temperature of the outside air flowing into (33) can be lowered as much as possible. Therefore, the cooling performance of the refrigerant in the refrigerant outside air heat exchanger (33) can be improved.

  In the refrigerant heat medium heat exchanger (20), the refrigerant having a superheat degree is cooled to reduce or remove the superheat degree of the refrigerant. Therefore, the superheat degree of the refrigerant flowing into the refrigerant outside air heat exchanger (33) is reduced. Can be reduced or eliminated. Therefore, the temperature of the outside air that is exchanged with the refrigerant in the refrigerant outside air heat exchanger (33) and flows out of the refrigerant outside air heat exchanger (33) can be lowered, so that the engine cooling radiator (15) and the equipment cooling The temperature of the outside air flowing into the radiator (36) can be lowered. Therefore, the heat exchange performance of the engine cooling radiator (15) and the equipment cooling radiator (36) can be improved, and the engine cooling radiator (15) and the equipment cooling radiator (36) can be downsized.

In the vehicle air conditioner according to claim 7,
The radiator is an engine cooling radiator (15) for exchanging heat between the engine cooling heat medium for cooling the engine (14) and the outside air,
Furthermore, it comprises a device cooling radiator (36) for exchanging heat between the device cooling heat medium for cooling the vehicle-mounted device (43) and the outside air,
The refrigerant heat medium heat exchanger (20) and the refrigerant outside air heat exchanger (33) are arranged in series with each other in the refrigerant flow,
The engine cooling radiator (15), the equipment cooling radiator (36), and the refrigerant outside air heat exchanger (33) are arranged in the direction of the outside air flow such that the equipment cooling radiator (36), the refrigerant outside air heat exchanger (33), the engine The cooling radiators (15) are arranged in this order.

  According to this, since the low-temperature outside air before heat exchange with the engine cooling radiator (15) can be caused to flow into the refrigerant outside air heat exchanger (33), the outside air flowing into the refrigerant outside air heat exchanger (33) can be reduced. The temperature can be made as low as possible. Therefore, the cooling performance of the refrigerant in the refrigerant outside air heat exchanger (33) can be improved.

  In the refrigerant heat medium heat exchanger (20), the refrigerant having a superheat degree is cooled to reduce or remove the superheat degree of the refrigerant. Therefore, the superheat degree of the refrigerant flowing into the refrigerant outside air heat exchanger (33) is reduced. Can be reduced or eliminated. Therefore, the temperature of the outside air exchanged with the refrigerant in the refrigerant outside air heat exchanger (33) and flowing out from the refrigerant outside air heat exchanger (33) can be lowered, so that the outside air flowing into the engine cooling radiator (15) can be reduced. The temperature can be lowered. Therefore, the heat exchange performance of the engine cooling radiator (15) can be improved, and the engine cooling radiator (15) can be downsized.

  Moreover, since the outside air which is not heat-exchanged with the refrigerant | coolant external air heat exchanger (33) and the engine cooling radiator (15) can be flowed into the equipment cooling radiator (36), it flows into the equipment cooling radiator (36). The temperature of the outside air can be reduced as much as possible. Therefore, since the cooling performance of the apparatus cooling heat medium in the apparatus cooling radiator (36) can be improved, the cooling performance of the in-vehicle apparatus (43) can be improved.

It is a whole block diagram of the thermal management apparatus for vehicles in 1st Embodiment. It is a whole block diagram of the refrigerating cycle in 1st Embodiment. It is a typical front view of the outdoor capacitor | condenser in 1st Embodiment. It is a block diagram which shows the electric control part of the thermal management apparatus for vehicles in 1st Embodiment. It is a Mollier diagram which shows the state of the refrigerant | coolant in the air_conditioning | cooling mode of the thermal management apparatus for vehicles in 1st Embodiment. It is explanatory drawing which shows the operation example of the air_conditioning | cooling mode of the thermal management apparatus for vehicles in 1st Embodiment. It is a Mollier diagram which shows the state of the refrigerant | coolant in the heating mode of the thermal management apparatus for vehicles in 1st Embodiment. It is explanatory drawing which shows the operation example of the heating mode of the thermal management apparatus for vehicles in 1st Embodiment. It is a Mollier diagram which shows the state of the refrigerant | coolant in the 1st dehumidification heating mode of the thermal management apparatus for vehicles in 1st Embodiment. It is a Mollier diagram which shows the state of the refrigerant | coolant in the 2nd dehumidification heating mode of the thermal management apparatus for vehicles in 1st Embodiment. It is explanatory drawing which shows the operation example of the thermal management apparatus for vehicles in 1st Embodiment. It is explanatory drawing which shows the operation example of the thermal management apparatus for vehicles in 1st Embodiment. It is explanatory drawing which shows the operation example of the thermal management apparatus for vehicles in 1st Embodiment. It is a block diagram which shows the principal part of the thermal management apparatus for vehicles in 2nd Embodiment. It is a whole block diagram of the thermal management apparatus for vehicles in 3rd Embodiment. It is a whole block diagram of the refrigerating cycle in 4th Embodiment. It is a typical front view of the outdoor capacitor | condenser in 4th Embodiment. It is a schematic diagram which shows the arrangement | positioning relationship of the equipment radiator in 5th Embodiment, an outdoor capacitor | condenser, and an engine cooling radiator.

  Hereinafter, embodiments will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(First embodiment)
The vehicle thermal management apparatus shown in FIG. 1 is used to adjust various devices and the interior of a vehicle to an appropriate temperature. That is, the vehicle thermal management device functions as an in-vehicle device temperature control device and a vehicle air conditioner. In the present embodiment, the vehicle thermal management device is applied to a hybrid vehicle that obtains driving force for vehicle travel from an engine (in other words, an internal combustion engine) and a travel electric motor.

  The hybrid vehicle of the present embodiment is configured as a plug-in hybrid vehicle that can charge power supplied from an external power source (so-called commercial power source) to a battery (so-called in-vehicle battery) mounted on the vehicle when the vehicle is stopped. As the battery, for example, a lithium ion battery can be used.

  The driving force output from the engine is used not only for driving the vehicle but also for operating the generator. And the electric power generated by the generator and the electric power supplied from the external power source can be stored in the battery, and the electric power stored in the battery can be used not only for the electric motor for traveling but also for the thermal management device for vehicles. Supplied to various in-vehicle devices such as electric component devices.

  A plug-in hybrid vehicle charges a battery from an external power source when the vehicle stops before the vehicle starts running. When the vehicle is in the EV travel mode. The EV travel mode is a travel mode in which the vehicle travels by the driving force output from the travel electric motor.

  On the other hand, the HV traveling mode is entered when the remaining battery charge level is lower than the traveling reference remaining amount during traveling of the vehicle. The HV travel mode is a travel mode in which the vehicle travels mainly by the driving force output from the engine. When the vehicle travel load becomes high, the travel electric motor is operated to assist the engine.

  In the plug-in hybrid vehicle of this embodiment, the fuel consumption of the engine is suppressed with respect to a normal vehicle that obtains the driving force for vehicle travel only from the engine by switching between the EV travel mode and the HV travel mode in this way. This improves vehicle fuel efficiency. Switching between the EV traveling mode and the HV traveling mode is controlled by a driving force control device (not shown).

  The vehicle thermal management apparatus includes an engine coolant circuit 10. The engine coolant circuit 10 is a coolant circuit through which engine coolant circulates. The engine cooling water is a fluid as a heat medium. The engine cooling water is a heat medium for engine cooling.

  In this embodiment, a liquid containing ethylene glycol or an antifreeze liquid is used as the engine cooling water.

  The engine coolant circuit 10 has a circulation channel 11 and a heater core channel 12. The circulation channel 11 is an engine coolant channel through which engine coolant circulates. In the circulation channel 11, an engine pump 13, an engine 14, and an engine radiator 15 are arranged so that the engine coolant circulates in this order.

  The engine pump 13 is an electric pump that sucks and discharges engine cooling water. The operation of the engine pump 13 is controlled by the control device 60 shown in FIG. The engine pump 13 may be a belt-driven pump that is driven by transmitting the driving force of the engine 14 through a belt.

  The engine radiator 15 is a cooling water outdoor air heat exchanger that exchanges heat between engine cooling water and outside air (hereinafter referred to as outside air). The outdoor blower 17 is an outside air blower that blows outside air to the engine radiator 15.

  An engine reserve tank 16 is connected to the engine radiator 15. The engine reserve tank 16 is a cooling water storage unit that stores excess engine cooling water. The engine reserve tank 16 is a hermetic reserve tank in which the pressure at the liquid level of the stored engine coolant becomes a predetermined pressure.

  By storing surplus engine cooling water in the engine reserve tank 16, it is possible to suppress a decrease in the amount of engine cooling water circulating through each flow path.

  The heater core flow path 12 is a cooling water flow path connected to the circulation flow path 11. The heater core channel 12 is a heater core side heat medium channel that circulates engine cooling water between the water-cooled condenser 20 and the heater core 21.

  A portion of the circulation flow path 11 and the heater core flow path 12 that circulates engine cooling water between the water-cooled condenser 20 and the engine 14 is an engine-side heat medium flow path portion.

  One end of the heater core channel 12 is connected to the coolant outlet side of the engine 14 and the coolant inlet side of the engine radiator 15 in the circulation channel 11. The other end of the heater core flow path 12 is connected to the cooling water outlet side of the engine radiator 15 and the cooling water suction side of the engine pump 13 in the circulation flow path 11.

  An engine three-way valve 18 is disposed at a connection portion between the other end of the heater core passage 12 and the circulation passage 11. The engine three-way valve 18 switches the communication state between the cooling water suction side of the engine pump 13 and the cooling water outlet side of the engine radiator 15, and changes the communication state between the cooling water suction side of the engine pump 13 and the heater core flow path 12. A switching unit for switching. The operation of the engine three-way valve 18 is controlled by the control device 60.

  A condenser pump 19, a water-cooled condenser 20, and a heater core 21 are arranged in the heater core flow path 12 so that the engine coolant flows in this order. The condenser pump 19 is an electric pump that sucks and discharges engine coolant. The operation of the condenser pump 19 is controlled by the control device 60. The condenser pump 19 may be a belt-driven pump that is driven by transmitting the driving force of the engine 14 through a belt.

  The water-cooled condenser 20 is a condenser that condenses the high-pressure side refrigerant by exchanging heat between the high-pressure side refrigerant discharged from the compressor 31 of the refrigeration cycle 30 shown in FIG. 2 and the engine cooling water. The water-cooled condenser 20 is a refrigerant heat medium heat exchanger.

  The heater core 21 is an air heating heat exchanger that heats the air blown into the vehicle interior by exchanging heat between the engine coolant and the air blown into the vehicle interior.

  The engine coolant circuit 10 has an equipment cooling channel 22. The device cooling flow path 22 is a cooling water flow path connected to the heater core flow path 12. One end of the device cooling flow path 22 is connected to the cooling water suction side of the condenser pump 19 in the heater core flow path 12. The other end of the device cooling channel 22 is connected to the coolant outlet side of the heater core 21 in the heater core channel 12.

  An EGR cooler 23 and a throttle body 24 are arranged in the equipment cooling flow path 22 so that the engine coolant flows in this order. The EGR cooler 23 is a heat exchanger that cools the exhaust gas by exchanging heat between the exhaust gas returned to the intake side of the engine 14 and the engine coolant. The throttle body 24 is an intake air intake amount adjustment unit that adjusts the intake air amount of the engine 14.

  The EGR cooler 23 is a device to be cooled that is cooled by engine coolant. The throttle body 24 is a temperature control target device that prevents icing of the throttle valve even when the outside air temperature is low due to the flow of engine cooling water.

  The engine coolant circuit 10 has a bypass flow path 25, a condenser inlet side flow path part 26a, and a condenser outlet side flow path part 26b. The bypass channel 25 forms a cooling water channel connected to the heater core channel 12.

  The condenser inlet side flow path part 26 a and the condenser outlet side flow path part 26 b are radiator side heat medium flow path parts that circulate engine cooling water between the water-cooled condenser 20 and the engine radiator 15.

  The bypass flow path 25 is a bypass flow path portion in which the engine cooling water that has flowed through the water-cooled condenser 20 and the heater core 21 flows by bypassing the engine 14 and the engine radiator 15.

  One end of the bypass channel 25 is connected to a portion between the connection portion of the heater core channel 12 with one end of the device cooling channel 22 and the cooling water inlet of the condenser pump 19. The other end of the bypass flow path 25 is connected to a portion of the heater core flow path 12 between a connection portion between the cooling water outlet of the heater core 21 and the other end of the equipment cooling flow path 22.

  A bypass three-way valve 27 is disposed at a connection portion between one end of the bypass passage 25 and the heater core passage 12. The bypass three-way valve 27 switches between a state where the cooling water outlet side of the engine 14 and the cooling water suction side of the condenser pump 19 are communicated with each other and a state where the bypass passage 25 and the cooling water suction side of the condenser pump 19 are communicated. It is a switching part. The operation of the bypass three-way valve 27 is controlled by the control device 60.

  The capacitor inlet-side channel portion 26 a and the capacitor outlet-side channel portion 26 b form a cooling water channel that allows the circulation channel 11 and the heater core channel 12 to communicate with each other.

  One end of the condenser inlet side flow path portion 26 a is connected to a portion of the circulation flow path 11 between the cooling water outlet of the engine radiator 15 and the engine three-way valve 18. The other end of the condenser inlet side flow path portion 26 a is connected to a portion of the heater core flow path 12 between the cooling water outlet of the engine radiator 15 and the engine three-way valve 18.

  A condenser inlet side opening / closing valve 28 is arranged in the condenser inlet side flow path part 26a. The capacitor inlet side opening / closing valve 28 is an electromagnetic valve that opens and closes the capacitor inlet side flow path portion 26a. The operation of the condenser inlet side opening / closing valve 28 is controlled by the control device 60.

  A condenser outlet side opening / closing valve 29 is disposed in the condenser outlet side flow path part 26b. The capacitor outlet side opening / closing valve 29 is an electromagnetic valve that opens and closes the capacitor outlet side flow path portion 26b. The operation of the capacitor outlet side opening / closing valve 29 is controlled by the control device 60.

  The condenser inlet side opening / closing valve 28 and the condenser outlet side opening / closing valve 29 are switching parts that intermittently flow the engine coolant in the condenser inlet side flow path part 26a and the condenser outlet side flow path part 26b.

  A refrigeration cycle 30 shown in FIG. 2 is a vapor compression refrigerator including a compressor 31, a water-cooled condenser 20, a first expansion valve 32, an outdoor condenser 33, a second expansion valve 34, and a chiller 35. In the present embodiment, the refrigerant of the refrigeration cycle 30 is a chlorofluorocarbon refrigerant, and the refrigeration cycle 30 constitutes a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant.

  The compressor 31 is an electric compressor driven by electric power supplied from a battery, or a compressor driven by an engine belt by the driving force of the engine, and sucks, compresses and discharges the refrigerant of the refrigeration cycle 30. .

  The first expansion valve 32 is a decompression unit that decompresses and expands the refrigerant that has flowed out of the water-cooled condenser 20. The first expansion valve 32 is a pressure reduction amount adjusting unit that adjusts the pressure reduction amount of the refrigerant flowing into the outdoor capacitor 33.

  The first expansion valve 32 is an electric expansion valve that adjusts the throttle passage area by an electric mechanism. The operation of the first expansion valve 32 is controlled by the control device 60.

  The outdoor condenser 33 is an outdoor heat exchanger that exchanges heat between the refrigerant flowing out of the first expansion valve 32 and the outside air. The outdoor condenser 33 is a refrigerant outdoor air heat exchanger.

  Outside air is blown to the outdoor condenser 33 by the outdoor blower 17. The outdoor capacitor 33 is disposed in the forefront of the vehicle together with the engine radiator 15 and the equipment radiator 36.

  The outdoor condenser 33 is disposed upstream of the engine radiator 15 and the equipment radiator 36 in the outdoor air flow direction. The engine radiator 15 and the equipment radiator 36 are arranged in parallel with each other in the flow of outside air. The device radiator 36 is disposed on the vehicle lower side than the engine radiator 15. When the vehicle is traveling, traveling wind can be applied to the outdoor condenser 33, the engine radiator 15, and the equipment radiator 36.

  The shroud 37 is an outside air passage forming member that holds the outdoor blower 17 and forms an outside air passage from the outdoor condenser 33 to the outdoor blower 17.

  The second expansion valve 34 is a decompression unit that decompresses and expands the refrigerant flowing out of the outdoor capacitor 33. The second expansion valve 34 is an electric expansion valve that adjusts the throttle passage area by an electrical mechanism. The operation of the second expansion valve 34 is controlled by the control device 60.

  The chiller 35 is an evaporator that evaporates the low-pressure refrigerant by exchanging heat between the low-pressure refrigerant decompressed and expanded by the second expansion valve 34 and the low-temperature cooling water in the low-temperature cooling water circuit 38. The gas-phase refrigerant evaporated in the chiller 35 is sucked into the compressor 31 and compressed.

  The low-temperature cooling water circuit 38 is a cooling water circuit in which low-temperature cooling water circulates. The low-temperature cooling water is a fluid as a heat medium. In this embodiment, a liquid containing at least ethylene glycol, dimethylpolysiloxane or nanofluid, or an antifreeze liquid is used as the low-temperature cooling water.

  In the low-temperature cooling water circuit 38, a cooler pump 39, a chiller 35, and a cooler core 40 are arranged so that the low-temperature cooling water circulates in this order. The cooler pump 39 is an electric pump that sucks and discharges low-temperature cooling water. The operation of the cooler pump 39 is controlled by the control device 60. The cooler pump 39 may be a belt-driven pump that is driven by transmitting the driving force of the engine 14 through a belt.

  The cooler core 40 is an air cooling heat exchanger that cools the blown air into the vehicle interior by exchanging heat between the low-temperature cooling water and the air blown into the vehicle interior.

  The equipment radiator 36 is a heat exchanger that exchanges heat between the equipment coolant and the outside air. The device radiator 36 is a device cooling radiator. As shown in FIG. 1, the device radiator 36 is disposed in the device coolant circuit 41. The equipment cooling water circuit 41 is a cooling water circuit through which equipment cooling water circulates. The equipment cooling water is a fluid as a heat medium. The equipment cooling water is a heat medium for equipment cooling.

  In this embodiment, a liquid containing ethylene glycol or an antifreeze liquid is used as the cooling water for equipment.

  In the equipment cooling water circuit 41, an equipment pump 42, an equipment radiator 36, an inverter 43, and an equipment reserve tank 44 are arranged.

  The equipment pump 42 is an electric pump that sucks and discharges equipment cooling water. The operation of the equipment pump 42 is controlled by the control device 60. The equipment pump 42 may be a belt-driven pump that is driven by transmitting the driving force of the engine 14 through a belt.

  The inverter 43 is a power converter that converts DC power supplied from the battery into AC power and outputs the AC power to the traveling motor. The inverter 43 is a device to be cooled that is cooled by the device cooling water. The cooling target device arranged in the device cooling water circuit 41 is not limited to the inverter 43, and various cooling target devices may be arranged in the cooling water circuit 41.

  The equipment reserve tank 44 is an equipment cooling water storage section that stores excess equipment cooling water. The equipment reserve tank 44 is a hermetic reserve tank in which the pressure at the liquid level of the stored equipment cooling water becomes a predetermined pressure. The equipment reserve tank 44 may be an open air reserve tank in which the pressure at the liquid level of the equipment cooling water stored is atmospheric pressure.

  By storing excess equipment cooling water in the equipment reserve tank 44, it is possible to suppress a decrease in the amount of equipment cooling water circulating in the equipment cooling water circuit 41.

  The cooler core 40 and the heater core 21 are accommodated in the casing 51 of the indoor air conditioning unit 50 of the vehicle air conditioner. The indoor air conditioning unit 50 is disposed inside the foremost instrument panel (so-called instrument panel). The casing 51 forms the outer shell of the indoor air conditioning unit 50.

  The casing 51 forms an air passage through which air blown by the indoor blower 52 flows, and is formed of a resin (for example, polypropylene) having a certain degree of elasticity and excellent in strength.

  The cooler core 40 and the heater core 21 are arranged in an air passage in the casing 51 so that air flows in this order.

  An inside air introduction port 53 and an outside air introduction port 54 are formed in the most upstream part of the air flow of the casing 51. An inside / outside air switching door 55 is disposed on the most upstream side of the air flow in the casing 51. The inside / outside air switching door 55 is an inside / outside air switching unit that switches between vehicle interior air (hereinafter referred to as inside air) and outside air.

  The inside / outside air switching door 55 switches the suction port mode to an inside air circulation mode, an outside air introduction mode, and an inside / outside air mixing mode. In the inside air circulation mode, inside air is introduced and outside air is not introduced. In the outside air introduction mode, outside air is introduced and inside air is not introduced. In the inside / outside air mixing mode, both inside air and outside air are introduced at a predetermined rate.

  In the casing 51, a heater core passage 51 a and a bypass passage 51 b are formed in parallel on the air flow downstream side of the cooler core 40. The heater core passage 51a is an air passage through which air after passing through the cooler core 40 flows. The heater core 21 is disposed in the heater core passage 51a. The bypass passage 51b is an air passage through which the air after passing through the cooler core 40 bypasses the heater core 21 and flows.

  In the casing 51, a mixing space 51c is formed on the downstream side of the air flow of the heater core passage 51a and the bypass passage 51b to mix the hot air flowing out of the heater core passage 51a and the cold air flowing out of the bypass passage 51b.

  In the casing 51, an air mix door 56 is disposed on the downstream side of the air flow of the cooler core 40 and on the inlet side of the heater core passage 51a and the bypass passage 51b.

  The air mix door 56 is an air volume ratio adjusting unit that continuously changes the air volume ratio between the heater core passage 51a and the bypass passage 51b. The temperature of the blown air mixed in the mixing space 51c varies depending on the air volume ratio between the air passing through the heater core passage 51a and the air passing through the bypass passage 51b. Therefore, the air mix door 56 is a temperature adjusting unit that adjusts the air temperature in the mixing space 51c (that is, the temperature of the blown air blown into the vehicle interior).

  The air mix door 56 is configured by a so-called cantilever door that includes a rotating shaft driven by an electric actuator (not shown) and a plate-like door main body connected to the common rotating shaft. .

  An air outlet (not shown) is formed at the most downstream portion of the air flow of the casing 51. The air outlet blows out the air whose temperature is adjusted in the mixing space 51c to the vehicle interior space that is the air-conditioning target space.

  As the air outlet, a face air outlet, a foot air outlet, and a defroster air outlet are provided. The face air outlet is an upper body side air outlet that blows air-conditioned air toward the upper body of an occupant in the passenger compartment. The foot outlet is a foot-side outlet that blows air-conditioned air toward the passenger's feet. The defroster air outlet is a window glass side air outlet that blows out conditioned air toward the inner side surface of the vehicle front window glass.

  An unillustrated air outlet mode door is arranged on the upstream side of the air flow of the face air outlet, the foot air outlet, and the defroster air outlet. A blower outlet mode door is a blower outlet mode switching part which switches a blower outlet mode by adjusting the opening area of a face blower outlet, a foot blower outlet, and a defroster blower outlet. The air outlet mode door is rotated by an electric actuator (not shown).

  As a blower outlet mode, there are a face mode, a bi-level mode, a foot mode, a foot defroster mode, and a defroster mode.

  In the face mode, the face air outlet is fully opened and air is blown out from the face air outlet toward the upper body of the passenger in the passenger compartment. In the bi-level mode, both the face air outlet and the foot air outlet are opened and air is blown out toward the upper body and feet of the passengers in the passenger compartment.

  In the foot mode, the foot air outlet is fully opened and the defroster air outlet is opened by a small opening, and air is mainly blown out from the foot air outlet. In the foot defroster mode, the foot outlet and the defroster outlet are opened to the same extent, and air is blown out from both the foot outlet and the defroster outlet.

  In the defroster mode, the defroster outlet is fully opened and air is blown out from the defroster outlet to the inner surface of the front window glass of the vehicle.

  As shown in FIG. 3, the outdoor capacitor 33 includes a heat exchange core portion 331, a first tank 332, and a second tank 333. The up and down arrows in FIG. 3 indicate the vertical direction of the vehicle. The other arrows in FIG. 3 indicate the flow direction of the refrigerant in the outdoor condenser 33.

  The heat exchange core portion 331 has a large number of tubes and heat transfer fins. A large number of tubes are stacked on each other at a predetermined interval. The gap between the tubes forms an outside air passage through which outside air flows. The heat transfer fins are disposed in an outside air passage between the tubes and are joined to the tubes. The heat transfer fins are heat exchange promotion members that increase the heat transfer area and promote heat exchange between the refrigerant and the outside air. The multiple tubes are arranged so that the longitudinal direction thereof is parallel to the horizontal direction.

  The first tank 332 and the second tank 333 perform distribution and collection of the refrigerant with respect to the multiple tubes of the heat exchange core portion 331. The first tank 332 is arranged on one end side of many tubes. The second tank 333 is disposed on the other end side of the multiple tubes.

  The first tank 332 has a refrigerant inlet 332a and a refrigerant outlet 332b. The refrigerant inlet 332 a is disposed at the lower part of the first tank 332. The refrigerant outlet 332b is disposed in the upper part of the first tank 332.

  The internal spaces of the first tank 332 are partitioned from each other by a partition portion 332c. The partition part 332c is located between the refrigerant inlet 332a and the refrigerant outlet 332b in the vehicle vertical direction.

  Thereby, the flow of the engine cooling water in the outdoor condenser 33 is as follows. First, the cooling water flowing into the lower portion of the first tank 332 from the refrigerant inlet 332a flows in the first path 331a at the lower portion of the heat exchange core portion 331 from the first tank 332 side toward the second tank 333 side, and passes through the second tank. Flow into 333. The cooling water that has flowed into the second tank 333 flows through the first path 331a below the heat exchange core portion 331 from the second tank 333 side toward the first tank 332 side, and then flows into the upper portion of the first tank 332. It flows out from the outlet 332b.

  Next, the electric control part of the thermal management apparatus for vehicles is demonstrated based on FIG. The control device 60 is composed of a well-known microcomputer including a CPU, ROM, RAM, etc. and its peripheral circuits, and performs various calculations and processing based on an air conditioning control program stored in the ROM, and is connected to the output side. It is a control part which controls operation of various control object equipment.

  The control target devices controlled by the control device 60 are the engine pump 13, the outdoor blower 17, the engine three-way valve 18, the capacitor pump 19, the bypass three-way valve 27, the capacitor inlet-side opening / closing valve 28, the capacitor outlet-side opening / closing valve 29, and the compression. The electric actuator etc. which drive the various doors (specifically the inside / outside air switching door 55, the air mix door 56, etc.) of the machine 31, the cooler pump 39, the equipment pump 42, the indoor blower 52, and the indoor air conditioning unit 50.

  The structure which controls the action | operation of the various control object apparatus connected to the output side among the control apparatuses 60 comprises the control part which controls the action | operation of each control object apparatus. Each control unit may be configured separately from the control device 60.

  The control device 60, the engine three-way valve 18, the bypass three-way valve 27, the condenser inlet side opening / closing valve 28, and the condenser outlet side opening / closing valve 29 are switching units for switching between the cooling mode and the heating mode. The control device 60 and the air mix door 56 are an air volume ratio adjusting unit that adjusts an air volume ratio between the air flowing through the heater core 21 and the air flowing through the heater core 21 out of the air cooled by the cooler core 40.

  A detection signal of the sensor group is input to the input side of the control device 60. The sensor group includes an inside air temperature sensor 61, an outside air temperature sensor 62, a solar radiation amount sensor 63, a condenser water temperature sensor 64, a discharge refrigerant sensor 65, a suction refrigerant sensor 66, a condenser refrigerant sensor 67, an outdoor condenser refrigerant sensor 68, a chiller water temperature sensor 69, They are a cooler core temperature sensor 70 and a heater core temperature sensor 71.

  The inside air temperature sensor 61 is an inside air temperature detection unit that detects the temperature of the inside air (vehicle compartment temperature). The outside air temperature sensor 62 is an outside air temperature detector that detects the temperature of outside air (the temperature outside the passenger compartment). The solar radiation amount sensor 63 is a solar radiation amount detector that detects the amount of solar radiation in the passenger compartment.

  The condenser water temperature sensor 64 is a temperature detection unit that detects the temperature of the engine cooling water heat-exchanged by the water cooling condenser 20. The discharged refrigerant sensor 65 is a refrigerant state detector that detects the pressure or temperature of the refrigerant discharged from the compressor 31. The suction refrigerant sensor 66 is a refrigerant state detection unit that detects the pressure or temperature of the refrigerant sucked into the compressor 31.

  The condenser refrigerant sensor 67 is a refrigerant state detection unit that detects the pressure or temperature of the refrigerant heat-exchanged by the water-cooled condenser 20. The outdoor capacitor refrigerant sensor 68 is a refrigerant state detection unit that detects the pressure or temperature of the refrigerant heat exchanged by the outdoor capacitor 33.

  The chiller water temperature sensor 69 is a temperature detection unit that detects the temperature of the cooling water heat-exchanged by the chiller 35. The cooler core temperature sensor 70 is a temperature detection unit that detects the temperature of the cooler core 40. The cooler core temperature sensor 70 is, for example, a fin thermistor that detects the temperature of the heat exchange fins of the cooler core 40, a water temperature sensor that detects the temperature of the cooling water flowing through the cooler core 40, or the like.

  The heater core temperature sensor 71 is a temperature detection unit that detects the temperature of the heater core 21. The heater core temperature sensor 71 is, for example, a fin thermistor that detects the temperature of the heat exchange fins of the heater core 21 or a water temperature sensor that detects the temperature of the cooling water flowing through the heater core 21.

  Operation signals from various air conditioning operation switches provided on the operation panel 72 are input to the input side of the control device 60. For example, the operation panel 72 is disposed near the instrument panel in the front part of the vehicle interior.

  Various air conditioning operation switches provided on the operation panel 72 are an auto switch, an air conditioner switch, an air volume setting switch, a vehicle interior temperature setting switch, and the like.

  The auto switch is an operation unit that sets automatic control operation of air conditioning. The air conditioner switch is an operation unit that manually operates and stops the compressor 31.

  The air volume setting switch is a switch for manually setting the air volume of the indoor fan of the indoor air conditioning unit 50. The vehicle interior temperature setting switch is an operation unit that sets the vehicle interior target temperature Tset.

  Each switch may be a push switch in which electrical contacts are made conductive by being mechanically pressed, or may be a touch screen system that reacts by touching a predetermined area on the electrostatic panel.

  The control device 60 calculates a target blowing temperature TAO of the vehicle interior blowing air and a target temperature TCO of the blowing air from the cooler core 40.

  The target blowing temperature TAO is a value that is determined in order to quickly bring the inside air temperature Tr close to the occupant's desired target temperature Tset, and is calculated by the following equation.

TAO = Kset * Tset-Kr * Tr-Kam * Tam-Ks * Ts + C
In this equation, Tset is the target temperature in the vehicle interior set by the vehicle interior temperature setting switch, Tr is the internal air temperature detected by the internal air temperature sensor 61, and Tam is the external air temperature detected by the external air temperature sensor 62. Ts is the amount of solar radiation detected by the solar radiation amount sensor 63. Kset, Kr, Kam, Ks are control gains, and C is a correction constant.

  The cooler core target blowing temperature TCO is calculated based on the target blowing temperature TAO and the like. Specifically, the cooler core target blowing temperature TCO is calculated so as to decrease as the target blowing temperature TAO decreases. Further, the cooler core target blowing temperature TCO is calculated so as to be equal to or higher than a reference frosting prevention temperature (for example, 1 ° C.) determined so as to suppress the frosting of the cooler core 40.

  Next, the operation in the above configuration will be described. The control device 60 switches the air conditioning mode to any one of the cooling mode, the heating mode, the first dehumidifying heating mode, and the second dehumidifying heating mode based on the target blowing temperature TAO or the like.

  The cooling mode and the first dehumidifying heating mode are heat dissipation modes in which the outdoor condenser 33 dissipates the refrigerant. The heating mode and the second dehumidifying heating mode are endothermic modes in which the outdoor condenser 33 absorbs heat from the refrigerant.

  The cooling mode is a first mode in which engine coolant circulates between the engine radiator 15 and the water cooling condenser 20. The heating mode is a second mode in which engine coolant circulates between the water-cooled condenser 20 and the heater core 21.

  Hereinafter, operations in the cooling mode, the heating mode, the first dehumidifying heating mode, and the second dehumidifying heating mode will be described.

(Cooling mode)
In the cooling mode, the control device 60 sets the first expansion valve 32 to a fully open state and the second expansion valve 34 to a throttle state. In the cooling mode, the control device 60 causes the engine cooling water circuit 10 to circulate between the water cooling condenser 20 and the engine radiator 15 in the engine cooling water circuit 10, the engine three-way valve 18, the condenser pump 19, and the condenser inlet side opening / closing valve 28. Further, the operation of the condenser outlet side opening / closing valve 29 is controlled. In the cooling mode, the controller 60 circulates the low-temperature cooling water in the low-temperature cooling water circuit 38 between the chiller 35 and the cooler core 40 by driving the cooler pump 39.

  The control device 60 determines the operating states of the various control devices connected to the control device 60 (control signals output to the various control devices) based on the target blowing temperature TAO, the detection signal of the sensor group, and the like.

  The control signal output to the second expansion valve 34 is determined in advance so that the degree of supercooling of the refrigerant flowing into the second expansion valve 34 approaches the maximum coefficient of performance (so-called COP) of the refrigeration cycle 30. It is determined so as to approach the target degree of supercooling.

  The control signal output to the air mix door 56 is determined such that the air mix door 56 closes the heater core passage 51a and the total flow rate of the blown air that has passed through the cooler core 40 passes through the bypass passage 51b.

  In the refrigeration cycle apparatus 10 in the cooling mode, the state of the refrigerant circulating in the cycle changes as shown in the Mollier diagram of FIG. In FIG. 5, for the sake of convenience, the flow of engine cooling water circulating in the water-cooled condenser 20 is indicated by a broken line.

  That is, the high-pressure refrigerant discharged from the compressor 31 flows into the water-cooled condenser 20 as indicated by a point a1 in FIG. As indicated by points a1 and a2 in FIG. 5, the refrigerant that has flowed into the water-cooled condenser 20 radiates heat to the engine coolant in the engine coolant circuit 10 and flows out of the water-cooled condenser 20.

  The refrigerant that has flowed out of the water-cooled condenser 20 flows into the first expansion valve 32. At this time, since the first expansion valve 32 fully opens the refrigerant passage, the refrigerant flowing out of the water-cooled condenser 20 flows into the outdoor condenser 33 without being depressurized by the first expansion valve 32.

  As indicated by points a2 and a3 in FIG. 5, the refrigerant flowing into the outdoor condenser 33 radiates heat to the outside air through the outdoor condenser 33. As shown at points a3 and a4 in FIG. 5, the refrigerant flowing out of the outdoor condenser 33 flows into the second expansion valve 34 and is decompressed and expanded at the second expansion valve 34 until it becomes a low-pressure refrigerant.

  As indicated by points a4 and a5 in FIG. 5, the low-pressure refrigerant decompressed by the second expansion valve 34 flows into the chiller 35, absorbs heat from the low-temperature cooling water in the low-temperature cooling water circuit 38, and evaporates. Thereby, since the low temperature cooling water of the low temperature cooling water circuit 38 is cooled, the air blown into the vehicle interior is cooled by the cooler core 40.

  Then, as indicated by points a5 and a1 in FIG. 5, the refrigerant flowing out from the chiller 35 flows to the suction side of the compressor 31 and is compressed again by the compressor 31.

  As described above, in the cooling mode, the air cooled by the cooler core 40 can be blown into the vehicle interior. Thereby, cooling of a vehicle interior is realizable.

  FIG. 6 shows an example of operation in the cooling mode. In this example of operation, engine cooling water circulates between the engine 14, the engine radiator 15, the water cooling condenser 20, and the heater core 21 in the engine cooling water circuit 10.

  In this operation example, the temperature of the engine cooling water flowing out from the engine 14 is about 80 ° C. On the other hand, the temperature of the outside air flowing out from the outdoor condenser 33 is about 60 ° C. Therefore, in the engine radiator 15, the engine cooling water of about 80 ° C. and the outside air of about 60 ° C. are heat-exchanged, so the temperature of the engine cooling water flowing out from the engine radiator 15 becomes about 70 ° C.

  As shown in the Mollier diagram of FIG. 5, the refrigerant discharged from the compressor 31 of the refrigeration cycle 30 has a degree of superheat. The superheated refrigerant discharged from the compressor 31 is cooled by the water-cooled condenser 20 to reduce the degree of superheat. The refrigerant cooled by the water-cooled condenser 20 is cooled by the outdoor condenser 33 and condensed.

  Since the degree of superheat of the refrigerant flowing into the outdoor condenser 33 is reduced, the amount of heat radiated to the outside air by the outdoor condenser 33 is reduced. For this reason, the amount of heat of the outside air flowing into the engine radiator 15 and the equipment radiator 36 is also reduced, so that the heat exchange capacity required for the engine radiator 15 and the equipment radiator 36 can be kept low. As a result, the engine radiator 15 and the equipment radiator 36 can be reduced in size.

  Since the water-cooled condenser 20 exchanges heat with a refrigerant having a superheat degree, and the outdoor condenser 33 exchanges heat with a refrigerant having almost no superheat degree, the outdoor condenser 33 has a heat exchange performance between refrigerant gas having a superheat degree and outside air, A heat exchanger design that achieves both heat exchange performance between the refrigerant in the two-phase region and the outside air becomes unnecessary, and priority can be given to the heat exchanger design that enhances the heat exchange performance in the two-phase region of the refrigerant. Therefore, the heat exchange performance of the outdoor capacitor 33 can be increased.

(Heating mode)
In the heating mode, the control device 60 brings the first expansion valve 32 into a throttled state and the second expansion valve 34 into a fully opened state. In the heating mode, the control device 60 causes the engine cooling water circuit 10 to circulate between the water cooling condenser 20 and the heater core 21 so that the engine cooling water circulates between the engine three-way valve 18, the condenser pump 19, the condenser inlet side opening / closing valve 28, and The operation of the condenser outlet side opening / closing valve 29 is controlled. In the heating mode, the control device 60 does not circulate the low-temperature cooling water in the low-temperature cooling water circuit 38 between the chiller 35 and the cooler core 40 by stopping the cooler pump 39.

  The control device 60 determines the operating states of the various control devices connected to the control device 60 (control signals output to the various control devices) based on the target blowing temperature TAO, the detection signal of the sensor group, and the like.

  The control signal output to the first expansion valve 32 is determined so that the degree of supercooling of the refrigerant flowing into the first expansion valve 32 approaches a predetermined target degree of subcooling. The target degree of supercooling is determined so that the coefficient of performance of the cycle (so-called COP) approaches the maximum value.

  The control signal output to the servo motor of the air mix door 56 is determined so that the air mix door 56 fully opens the bypass passage 51b and the entire flow rate of the blown air that has passed through the cooler core 40 passes through the heater core passage 51a. .

  In the refrigeration cycle apparatus 10 in the heating mode, the state of the refrigerant circulating in the cycle changes as shown in the Mollier diagram of FIG. In FIG. 7, for the sake of convenience, the flow of engine coolant that circulates in the water-cooled condenser 20 is indicated by broken lines.

  That is, the high-pressure refrigerant discharged from the compressor 31 flows into the water-cooled condenser 20 as indicated by a point b1 in FIG. As shown at points b1 and b2 in FIG. 7, the refrigerant flowing into the water cooling condenser 20 exchanges heat with the engine cooling water in the engine cooling water circuit 10 to dissipate heat. As a result, the engine coolant of the engine coolant circuit 10 is heated, so that the air blown into the vehicle compartment is heated by the heater core 21.

  As shown at points b2 and b3 in FIG. 7, the refrigerant that has flowed out of the water-cooled condenser 20 flows into the first expansion valve 32 and is decompressed until it becomes a low-pressure refrigerant. 7, the low pressure refrigerant decompressed by the first expansion valve 32 flows into the outdoor condenser 33, absorbs heat from the outside air, evaporates, and flows out of the outdoor condenser 33. The refrigerant flows into the second expansion valve 34.

  At this time, since the second expansion valve 34 is fully opened, the refrigerant flowing out of the outdoor condenser 33 flows into the chiller 35 without being depressurized by the second expansion valve 34.

  Since the cooler pump 39 is stopped, the low temperature cooling water of the low temperature cooling water circuit 38 does not circulate in the chiller 35. Therefore, the low-pressure refrigerant flowing into the chiller 35 hardly absorbs heat from the low-temperature cooling water in the low-temperature cooling water circuit 38. Then, as shown at points b4 and b1 in FIG. 7, the refrigerant flowing out from the chiller 35 flows to the suction side of the compressor 31 and is compressed again by the compressor 31.

  As described above, in the heating mode, the heat of the high-pressure refrigerant discharged from the compressor 31 by the water-cooled condenser 20 is radiated to the engine coolant of the engine coolant circuit 10, and the heat of the engine coolant is transmitted by the heater core 21. The air blown into the passenger compartment can dissipate heat, and the heated air can be blown out into the passenger compartment. Thereby, heating of a vehicle interior is realizable.

  FIG. 8 shows an operation example of the heating mode. In this operational example, engine coolant circulates between the engine 14, the water cooling condenser 20, and the heater core 21 in the engine coolant circuit 10.

  In this operation example, the engine coolant is heated by the engine 14 and the water-cooled condenser 20, so that the vehicle interior can be heated using the exhaust heat of the engine 14 and the heat of the high-pressure side refrigerant of the refrigeration cycle 30. Furthermore, since engine cooling water heated by the engine 14 and the water-cooled condenser 20 does not flow through the engine radiator 15, the exhaust heat of the engine 14 and the high-pressure side refrigerant of the refrigeration cycle 30 are effectively used for heating without being discarded to the outside air. .

  Further, when the engine 14 is started, the engine cooling water heated by the water-cooled condenser 20 flows into the engine 14, so that the engine 14 is warmed up by the heat of the high-pressure side refrigerant of the refrigeration cycle 30 to improve fuel consumption. You can also.

(First dehumidifying heating mode)
In the first dehumidifying and heating mode, the control device 60 places the first expansion valve 32 and the second expansion valve 34 in the throttle state. In the first dehumidifying and heating mode, the control device 60 opens and closes the engine three-way valve 18, the condenser pump 19, and the condenser inlet side so that the engine cooling water circulates between the water cooling condenser 20 and the heater core 21 in the engine cooling water circuit 10. The operation of the valve 28 and the condenser outlet side opening / closing valve 29 is controlled. In the first dehumidifying and heating mode, the control device 60 circulates the low-temperature cooling water of the low-temperature cooling water circuit 38 between the chiller 35 and the cooler core 40 by driving the cooler pump 39.

  The control device 60 determines the operating states of the various control devices connected to the control device 60 (control signals output to the various control devices) based on the target blowing temperature TAO, the detection signal of the sensor group, and the like.

The control signal output to the servo motor of the air mix door 56 is determined so that the air mix door 56 fully opens the bypass passage 51b and the total flow rate of the air that has passed through the cooler core 40 passes through the heater core passage 51a.

In the refrigeration cycle apparatus 10 in the first dehumidifying and heating mode, the state of the refrigerant circulating in the cycle changes as shown in the Mollier diagram of FIG. In FIG. 9, for the sake of convenience, the flow of engine coolant that circulates in the water-cooled condenser 20 is indicated by broken lines.

  That is, as indicated by points c1 and c2 in FIG. 9, the high-pressure refrigerant discharged from the compressor 31 flows into the water-cooled condenser 20 and exchanges heat with the engine coolant in the engine coolant circuit 10 to dissipate heat. . As a result, the engine coolant is heated, so the air blown into the passenger compartment is heated by the heater core 21.

  As shown at points c2 and c3 in FIG. 9, the refrigerant that has flowed out of the water-cooled condenser 20 flows into the first expansion valve 32 and is depressurized until it becomes an intermediate pressure refrigerant. Then, as shown at points c3 and c4 in FIG. 9, the intermediate pressure refrigerant decompressed by the first expansion valve 32 flows into the outdoor condenser 33 and dissipates heat to the outside air.

  As shown at points c4 and c5 in FIG. 9, the refrigerant that has flowed out of the outdoor condenser 33 flows into the second expansion valve 34 and is decompressed and expanded at the second expansion valve 34 until it becomes a low-pressure refrigerant. As shown at points c5 and c6 in FIG. 9, the low-pressure refrigerant decompressed by the second expansion valve 34 flows into the chiller 35, absorbs heat from the low-temperature cooling water in the low-temperature cooling water circuit 38, and evaporates. Thereby, since the low temperature cooling water of the low temperature cooling water circuit 38 is cooled, the air blown into the vehicle interior is cooled by the cooler core 40. 9, the refrigerant that has flowed out of the chiller 35 flows to the suction side of the compressor 31 and is compressed again by the compressor 31.

  As described above, in the first dehumidifying and heating mode, the air cooled and dehumidified by the cooler core 40 can be heated by the heater core 21 and blown out into the passenger compartment. Thereby, dehumidification heating of a vehicle interior is realizable.

  At this time, in the first dehumidifying and heating mode, since the first expansion valve 32 is in the throttle state, the temperature of the refrigerant flowing into the outdoor condenser 33 can be lowered compared to the cooling mode. Therefore, the temperature difference between the refrigerant temperature and the outside air temperature in the outdoor condenser 33 can be reduced, and the heat radiation amount of the refrigerant in the outdoor condenser 33 can be reduced.

  As a result, the heat radiation amount of the refrigerant in the water-cooled condenser 20 can be increased without increasing the refrigerant circulation flow rate that circulates the cycle with respect to the cooling mode, and the temperature of the blown air blown from the heater core 21 in the cooling mode. Can be raised.

(Second dehumidifying heating mode)
In the second dehumidifying and heating mode, the control device 60 places the first expansion valve 32 and the second expansion valve 34 in the throttle state. In the second dehumidifying heating mode, the control device 60 opens and closes the engine three-way valve 18, the condenser pump 19, and the condenser inlet side so that the engine cooling water circulates between the water cooling condenser 20 and the heater core 21 in the engine cooling water circuit 10. The operation of the valve 28 and the condenser outlet side opening / closing valve 29 is controlled. In the second dehumidifying heating mode, the control device 60 drives the cooler pump 39 to circulate the low-temperature cooling water in the low-temperature cooling water circuit 38 between the chiller 35 and the cooler core 40.

  The control device 60 determines the operating states of the various control devices connected to the control device 60 (control signals output to the various control devices) based on the target blowing temperature TAO, the detection signal of the sensor group, and the like.

  The control signal output to the servo motor of the air mix door 56 is determined so that the air mix door fully opens the bypass passage 51b and the total flow rate of the air that has passed through the cooler core 40 passes through the heater core passage 51a.

  In the second dehumidifying and heating mode, the throttle opening of the first expansion valve 32 is set to a throttled state that is smaller than that in the first dehumidifying and heating mode, and the throttle opening of the second expansion valve 34 is set to be smaller than that in the first dehumidifying and heating mode. Set to an increased aperture state.

  In the refrigeration cycle apparatus 10 in the second dehumidifying and heating mode, the state of the refrigerant circulating in the cycle changes as shown in the Mollier diagram of FIG. In FIG. 10, the flow of engine cooling water that circulates in the water-cooled condenser 20 is indicated by broken lines for convenience.

  That is, as indicated by points d1 and d2 in FIG. 10, the high-pressure refrigerant discharged from the compressor 31 flows into the water-cooled condenser 20, and exchanges heat with the engine coolant in the engine coolant circuit 10 to dissipate heat. . As a result, the engine coolant of the engine coolant circuit 10 is heated, so that the air blown into the vehicle compartment is heated by the heater core 21.

  As shown at points d2 and d3 in FIG. 10, the refrigerant that has flowed out of the water-cooled condenser 20 flows into the first expansion valve 32 and is depressurized until it becomes an intermediate pressure refrigerant having a temperature lower than the outside air temperature. As shown at points d3 and d4 in FIG. 10, the intermediate-pressure refrigerant decompressed by the first expansion valve 32 flows into the outdoor condenser 33 and absorbs heat from the outside air.

  As indicated by points d4 and d5 in FIG. 10, the refrigerant flowing out of the outdoor capacitor 33 flows into the second expansion valve 34 and is decompressed and expanded at the second expansion valve 34 until it becomes a low-pressure refrigerant. As indicated by points d5 and d6 in FIG. 10, the low-pressure refrigerant decompressed by the second expansion valve 34 flows into the chiller 35, absorbs heat from the low-temperature cooling water in the low-temperature cooling water circuit 38, and evaporates. Thereby, since the low temperature cooling water of the low temperature cooling water circuit 38 is cooled, the air blown into the vehicle interior is cooled by the cooler core 40. Then, as indicated by points d6 and d1 in FIG. 10, the refrigerant flowing out of the chiller 35 flows to the suction side of the compressor 31 and is compressed by the compressor 31 again.

  As described above, in the second dehumidifying and heating mode, similarly to the first dehumidifying and heating mode, the air cooled and dehumidified by the cooler core 40 can be heated by the heater core 21 and blown out into the vehicle interior. Thereby, dehumidification heating of a vehicle interior is realizable.

  At this time, in the second dehumidifying and heating mode, the outdoor condenser 33 is caused to function as a heat absorber (in other words, an evaporator) by reducing the throttle opening of the first expansion valve 32. As a result, the temperature blown out from the heater core 21 can be increased.

  As described above, in the vehicle air conditioner of the present embodiment, appropriate cooling, heating, and dehumidifying heating in the vehicle compartment are performed by changing the throttle opening of the first expansion valve 32 and the second expansion valve 34. As a result, comfortable air conditioning in the passenger compartment can be realized.

  The engine cooling water circulates through the EGR cooler 23 in the engine cooling water circuit 10 so that the EGR cooler 23 can be cooled, and the exhaust heat of the EGR cooler 23 is radiated to the engine cooling water to be used as a heat source for heating. be able to.

  The bypass three-way valve 27 allows the bypass passage 25 and the cooling water suction side of the condenser pump 19 to communicate with each other, so that a cooling water circuit independent of the circulation passage 11 can be formed. In the cooling water circuit independent of the circulation channel 11, the engine cooling water can be circulated between the water cooling condenser 20 and the heater core 21.

  By opening the condenser inlet side opening / closing valve 28 and the condenser outlet side opening / closing valve 29, the engine cooling water is circulated between the water cooling condenser 20 and the engine radiator 15 without circulating the engine cooling water between the engine 14 and the heater core 21. Can be circulated. Thereby, the heat of the high-pressure side refrigerant of the refrigeration cycle 30 can be radiated to the outside air by the engine radiator 15.

  In the low-temperature cooling water circuit 38, the low-temperature cooling water is cooled by the chiller 35 and then flows through the cooler core 40. Therefore, the air flowing in the casing 51 of the indoor air conditioning unit 50 (that is, the air blown into the vehicle interior) is the cooler core 40. Cooled by.

  The air cooled by the cooler core 40 in the casing 51 of the indoor air conditioning unit 50 is heated by the heater core 21.

  By adjusting the opening degree of the air mix door 56 in the casing 51 of the indoor air conditioning unit 50, the temperature of the conditioned air blown from the indoor air conditioning unit 50 into the vehicle interior can be brought close to the target blowing temperature TAO.

  In the cooling mode, when the load on the engine 14 is high, the load on the electric motor for traveling is low, so the electric load on the inverter 43 is low. Therefore, even if the cooling water temperature of the water cooling condenser 20 rises, There is no hindrance.

  On the other hand, when the load of the traveling electric motor is high and the electric load of the inverter 43 is high, the load of the engine 14 is low and the temperature of the engine cooling water is low, so the water cooling condenser 20 can sufficiently cool the refrigerant. Since the temperature of the outside air flowing out from the outdoor condenser 33 is lowered, the temperature of the outside air flowing into the equipment radiator 36 is lowered, and the cooling performance of the inverter 43 is improved.

  In the water-cooled condenser 20, the high-pressure side refrigerant of the refrigeration cycle 30 is cooled by engine cooling water having a large heat capacity. Therefore, the condensation temperature of the refrigeration cycle 30 can be suppressed to the engine cooling water temperature that is warming up. The high pressure can be lowered for a certain time. In other words, the rising speed of the high pressure of the refrigeration cycle 30 can be slowed when the refrigeration cycle 30 is started. As a result, the time during which the performance of the chiller 35 can be improved is lengthened, so that the cool-down at the start of the refrigeration cycle 30 can be speeded up.

  Since the engine cooling water radiated from the high-pressure side refrigerant (specifically, the superheated refrigerant) of the refrigeration cycle 30 flows into the engine 14 in the water-cooled condenser 20, the warm-up of the engine 14 can be promoted using the heat of the superheated refrigerant. . As a result, the warm-up time of the engine 14 can be shortened to improve fuel efficiency.

  Since the outdoor condenser 33 is arranged on the forefront of the vehicle so that the projected area on the front surface is as large as possible, the cooling capacity of the refrigerant can be increased, and the energy used for air conditioning (that is, the compressor 31 is driven). (Power) can be minimized.

  The outdoor condenser 33 has a structure in which the refrigerant is introduced from the lower side in the gravitational direction and flows out from the upper side in the gravitational direction, so that the refrigerant can be distributed with respect to the tube of the outdoor condenser 33 and the temperature distribution of the refrigerant is improved. Therefore, the heat exchange performance of the outdoor capacitor 33 can be improved.

  In the cooling mode, the refrigerant cooled by the water-cooled condenser 20 and having a small degree of superheat flows into the outdoor condenser 33. Therefore, when a refrigerant with a large degree of superheat flows into the outdoor condenser 33, the refrigerant flows out of the outdoor condenser 33 as compared with discharge. The temperature of the outside air can be kept low. Therefore, the temperature of the outside air flowing into the engine radiator 15 and the equipment radiator 36 can be kept low, so that the cooling water cooling performance in the engine radiator 15 and the equipment radiator 36 can be enhanced.

  Since the equipment radiator 36 is arranged on the downstream side of the outdoor air flow of the outdoor condenser 33, the front projection of the outdoor condenser 33 is compared with the case where the equipment radiator 36 is arranged in parallel with the outdoor condenser 33 in the flow of outdoor air. The area can be increased. Therefore, since the cooling capacity of the refrigerant can be increased, the energy used for air conditioning (that is, the power that drives the compressor 31) can be minimized.

  In particular, the allowable water temperature of the device radiator 36 that cools the electric device is about 60 ° C., whereas the temperature of the air blown from the portion of the condenser 33 that cools the superheated refrigerant exceeds 80 ° C. However, in this embodiment, since the superheat degree of the refrigerant can be reduced or removed by the water-cooled condenser 20 in the refrigeration cycle 30, the equipment radiator 36 can be disposed downstream of the outdoor condenser 33 in the outdoor air flow. It becomes possible.

  In the present embodiment, in the cooling mode, engine cooling water circulates between the engine cooling radiator 15 and the water cooling condenser 20. In the heating mode, engine cooling water circulates between the water cooling condenser 20 and the heater core 21.

  The water-cooled condenser 20 and the outdoor condenser 33 are arranged in series with each other in the refrigerant flow.

  According to this, in the cooling mode, the heat of the refrigerant can be radiated to the outside air through the engine cooling water by the water cooling condenser 20 and the engine cooling radiator 15, so that the cooling performance of the refrigerant can be improved.

  The engine cooling radiator 15 and the equipment radiator 36 are disposed in a portion of the vehicle through which outside air flows. According to this, the heat dissipation performance to the outside air of the radiator 15 and the device radiator 36 can be improved. Therefore, the cooling performance of the heat medium and the outside air can be improved.

  The engine cooling radiator 15 and the equipment radiator 36 are disposed downstream of the outdoor condenser 33 in the flow of outside air.

  According to this, since the low temperature outside air before heat exchange with the engine cooling radiator 15 and the equipment radiator 36 can be caused to flow into the outdoor condenser 33, the temperature of the outside air flowing into the outdoor condenser 33 can be made as low as possible. . Therefore, the cooling performance of the refrigerant in the outdoor capacitor 33 can be improved.

  In the heating mode, the engine cooling water heated by the refrigerant of the water-cooled condenser 20 can be caused to flow into the heater core 21, so that the air heating capacity of the heater core 21 can be improved.

  Since the water-cooled condenser 20 cools the refrigerant having a superheat degree to reduce the superheat degree of the refrigerant, the superheat degree of the refrigerant flowing into the outdoor condenser 33 can be reduced. Therefore, since the temperature of the outside air that is exchanged with the refrigerant in the outdoor condenser 33 and flows out of the outdoor condenser 33 can be lowered, the temperature of the outside air that flows into the engine cooling radiator 15 and the equipment radiator 36 can be lowered. . Therefore, the heat exchange performance of the engine cooling radiator 15 and the equipment radiator 36 can be improved, and the engine cooling radiator 15 and the equipment radiator 36 can be downsized.

  In the present embodiment, the engine cooling radiator 15 and the equipment radiator 36 are arranged in parallel with each other in the flow of outside air.

  According to this, since the outside air flowing into the engine cooling radiator 15 and the outside air flowing into the equipment radiator 36 have substantially the same temperature, the heat of the superheated refrigerant is converted into the outside air through the engine cooling water in the engine cooling radiator 15. It is possible to achieve both cooling of the superheated refrigerant by dissipating heat and cooling the inverter 43 by dissipating the heat of the inverter 43 to the outside air in the device radiator 36.

  In the present embodiment, in the outdoor capacitor 33, the refrigerant outlet 332b is disposed above the refrigerant inlet 332a. The equipment radiator 36 is disposed below the engine cooling radiator 15.

  According to this, in the outdoor condenser 33, the refrigerant flows from the lower part and flows out from the upper part, so that the refrigerant can be distributed well in the outdoor condenser 33. Therefore, the heat exchange performance of the outdoor capacitor 33 can be enhanced.

  Here, since the refrigerant flowing into the lower portion of the outdoor condenser 33 is cooled by the water-cooled condenser 20 and has a reduced superheat degree, heat is exchanged at the lower part of the outdoor condenser 33 and flows out toward the equipment radiator 36. The temperature of the outside air can be kept low. Therefore, the cooling performance of the equipment cooling water in the equipment radiator 36 can be improved, so that the cooling performance of the inverter 43 can be improved.

  In addition, since the equipment radiator 36 is disposed at the lower part of the vehicle where the wind speed of the outside air becomes high, it is possible to allow outside air with a high wind speed to flow into the equipment radiator 36. Therefore, the cooling performance of the equipment cooling water in the equipment radiator 36 can be improved, so that the cooling performance of the inverter 43 can be improved.

  In the present embodiment, in the heating mode, as shown in FIG. 8, the engine cooling water circulates independently with respect to the engine cooling radiator 15 between the water cooling condenser 20 and the heater core 21. When controlling the operation of the first expansion valve 32 so that the refrigerant absorbs heat from outside air in the outdoor condenser 33, the control device 60 opens and closes the engine three-way valve 18, the bypass three-way valve 27, and the condenser inlet side opening / closing. The operation of the valve 28 and the condenser outlet side opening / closing valve 29 is controlled.

  According to this, in the heating mode, the outdoor condenser 33 can absorb heat from the outside air to the refrigerant, the water cooling condenser 20 can radiate heat from the refrigerant to the engine cooling water, and the heater core 21 can radiate heat from the engine cooling water to the air. That is, in the heating mode, the air blown into the passenger compartment can be heated using the heat absorbed from the outside air.

  At this time, since the engine cooling water does not circulate between the water cooling condenser 20 and the engine cooling radiator 15, the heat radiated to the engine cooling water by the water cooling condenser 20 is not radiated to the outside air by the engine cooling radiator 15. Therefore, the heat absorbed from the outside air by the outdoor capacitor 33 can be utilized as much as possible for heating the air in the heater core 21.

  In the present embodiment, the engine three-way valve 18, the condenser inlet side opening / closing valve 28, and the condenser outlet side opening / closing valve 29 are engine cooling water in the heater core passage 12, the condenser inlet side passage portion 26 a, and the condenser outlet side passage portion 26 b. The flow can be interrupted.

  Thus, in the cooling mode, the engine cooling water is circulated between the engine radiator 15 and the water cooling condenser 20 as in the operation example shown in FIG. 11, thereby heat of the water cooling condenser 20 (in other words, exhaust heat of cooling). Can be thrown away into the outside air by the engine radiator 15, so that the high pressure of the refrigeration cycle 30 can be reduced, and consequently the coefficient of performance (so-called COP) of the refrigeration cycle 30 can be improved.

  Further, when the engine 14 is warmed up, the engine cooling water is circulated between the engine 14 and the water-cooled condenser 20 as in the operation example shown in FIG. ), The warm-up of the engine 14 can be promoted.

  In the present embodiment, the bypass three-way valve 27 can intermittently flow the engine coolant in the bypass passage 25.

  According to this, as shown in the operation example shown in FIG. 13, the engine cooling water is circulated through the bypass flow path 25, whereby the engine cooling water is supplied between the water cooling condenser 20 and the heater core 21 and the engine 14 and the engine cooling radiator. 15 can be circulated independently.

  In the present embodiment, the condenser inlet side flow path portion 26 a and the condenser outlet side flow path portion 26 b circulate the engine cooling water between the water cooling condenser 20 and the engine cooling radiator 15. The condenser inlet side opening / closing valve 28 and the condenser outlet side opening / closing valve 29 can intermittently flow the engine coolant in the condenser inlet side flow path part 26a and the condenser outlet side flow path part 26b.

  According to this, as in the operation example shown in FIG. 12, the heat of the water-cooled condenser 20 is discarded to the outside air by blocking the flow of engine cooling water in the condenser inlet-side flow path portion 26a and the condenser outlet-side flow path portion 26b. It can be used without heating.

  In the present embodiment, the heater core flow path 12 circulates engine cooling water between the water cooling condenser 20 and the heater core 21. The engine three-way valve 18 can intermittently flow the engine coolant in the heater core flow path 12.

  According to this, as in the operation example shown in FIG. 12, the heat of the water-cooled condenser 20 can be used for heating by circulating the engine cooling water through the heater core channel 12.

  In the present embodiment, the circulation flow path 11 and the heater core flow path 12 circulate engine cooling water between the water cooling condenser 20 and the engine 14. The engine three-way valve 18 can intermittently flow engine cooling water in the circulation flow path 11 and the heater core flow path 12.

  According to this, as shown in the operation example shown in FIG. 12, the engine cooling water can be circulated through the circulation flow path 11 and the heater core flow path 12 to promote the warm-up of the engine 14 using the heat of the water-cooled condenser 20. As a result, fuel consumption can be improved.

  In the present embodiment, when the control device 60 is in the cooling mode and the engine cooling water is lower than the first predetermined temperature T1, the engine 60 is operated between the water cooling condenser 20 and the engine 14 as in the operation example shown in FIG. The operations of the bypass three-way valve 27, the condenser inlet side opening / closing valve 28 and the condenser outlet side opening / closing valve 29 are controlled so that the cooling water circulates. The first predetermined temperature T1 is 40 ° C., for example.

  According to this, when the temperature of the engine cooling water is low, the engine 14 can be warmed up early by the heat of the water-cooled condenser 20, and the fuel efficiency can be improved.

  In the present embodiment, when the control device 60 is in the cooling mode and the engine cooling water exceeds the first predetermined temperature T1, the water cooling condenser 20 and the engine cooling radiator 15 are operated as shown in the operation example shown in FIG. The engine cooling water circulates between them and the engine cooling water circulation between the water cooling condenser 20 and the engine 14 is interrupted, and the engine three-way valve 18, the bypass three-way valve 27, the condenser inlet side opening / closing valve 28 and the condenser The operation of the outlet side opening / closing valve 29 is controlled.

  According to this, when the warm-up of the engine 14 is finished, the heat of the water-cooled condenser 20 (in other words, the exhaust heat of the cooling) can be thrown away into the outside air by the engine radiator 15, so that the high pressure of the refrigeration cycle 30 is reduced. As a result, the coefficient of performance (so-called COP) of the refrigeration cycle 30 can be improved.

  In the present embodiment, the control device 60 is in the cooling mode, and when the engine cooling water exceeds the second predetermined temperature T2 higher than the first predetermined temperature T1, the controller 60 is interposed between the water cooling condenser 20 and the engine cooling radiator 15. The engine three-way valve 18, the bypass three-way valve 27, the condenser inlet side opening / closing valve 28, and the condenser so that the circulation of the engine cooling water is cut off and the circulation of the engine cooling water between the water cooling condenser 20 and the engine 14 is cut off. The operation of the outlet side opening / closing valve 29 is controlled. The second predetermined temperature T2 is, for example, a refrigerant saturation temperature (specifically 50 to 80 ° C.) or a thermo valve opening temperature (specifically 88 ° C.).

  According to this, when the temperature of engine cooling water becomes high, it can suppress that the refrigerant | coolant of the water cooling condenser 20 receives heat from engine cooling water, and the temperature of a refrigerant | coolant becomes high too much.

  In the present embodiment, the control device 60 is in the cooling mode, and when the temperature of the refrigerant flowing into the water cooling condenser 20 is lower than the temperature of the engine cooling water, the engine cooling water is circulated between the water cooling condenser 20 and the engine 14. The operation of the engine three-way valve 18, the bypass three-way valve 27, the condenser inlet side on-off valve 28, and the condenser outlet side on-off valve 29 is controlled so as to be shut off.

  According to this, when the temperature of the engine cooling water becomes high, the engine cooling water flowing out from the engine 14 does not flow to the water cooling condenser 20, so that the refrigerant of the water cooling condenser 20 receives heat from the engine cooling water and the temperature of the refrigerant becomes high. It can suppress becoming too much.

  In the present embodiment, the control device 60 is in the cooling mode, and when the temperature of the equipment cooling water flowing into the equipment radiator 36 and the temperature of the engine cooling water both exceed a predetermined temperature, the water cooling condenser 20 and the heater core 21 The operation of the engine three-way valve 18, the bypass three-way valve 27, the condenser inlet side opening / closing valve 28 and the condenser outlet side opening / closing valve 29 is controlled so that the engine cooling water circulates between them, and the air cooled by the cooler core 40 is controlled. The operation of the air mix door 56 is controlled so that at least a part flows through the heater core 21.

  According to this, the engine cooling water of the heater core 21 is cooled by the air cooled by the cooler core 40, and the engine cooling water cooled by the heater core 21 cools the refrigerant of the water-cooled condenser 20, so that the refrigerant flowing into the outdoor condenser 33 The degree of superheat can be reduced. Therefore, since the temperature of the outside air flowing out from the outdoor condenser 33 can be lowered, the temperature of the outside air flowing into the equipment radiator 36 can be lowered. Therefore, even if the temperature of the equipment cooling water flowing into the equipment radiator 36 and the temperature of the engine cooling water both exceed the predetermined temperature, the cooling capacity of the equipment cooling water can be increased, so that the inverter 43 Can be preferentially cooled.

  In this embodiment, since heating using waste heat of the engine 14 and heating by heat pump operation of the refrigeration cycle 30 can be used in combination, gasoline consumption in heating compared to the case where heating is performed by only one of them. Can be reduced.

  Further, since the water-cooled condenser 20 is connected to the engine radiator 15 during cooling and is connected to the heater core 21 during heating, the consumption of gasoline can be reduced.

  That is, at the time of cooling, by connecting the water cooling condenser 20 to the engine radiator 15, the refrigerant discharged from the compressor 31 can be dissipated not only by the outdoor condenser 33 but also by the engine radiator 15. Therefore, since the heat dissipation performance of the refrigerant is improved and the high pressure of the refrigeration cycle 30 is lowered, the power consumption of the compressor 31 is reduced, and as a result, the gasoline consumption can be reduced.

  In particular, during EV travel where the engine 14 is not operated, the engine 14 does not need to be cooled. Therefore, the above-described effects are further enhanced by using the engine radiator 15 that is not used for cooling the engine 14 for heat dissipation of the refrigerant.

  At the time of heating, the connection destination of the water-cooled condenser 20 is the heater core 21, so that the heat generated in the refrigeration cycle 30 can be sent to the heater core 21 for heating. Therefore, since it becomes unnecessary to make the high-temperature water required for heating with the waste heat of the engine 14, the frequency of operating the engine 14 is reduced, and as a result, gasoline consumption can be reduced.

(Second Embodiment)
In the first embodiment, the engine radiator 15 and the equipment radiator 36 are arranged in parallel with each other in the flow of outside air. However, in the present embodiment, the equipment radiator 36 is more than the engine radiator 15 as shown in FIG. Is also arranged upstream of the outside air flow direction.

  Exhaust heat Qr of the outdoor condenser 33 is added to the outside air that flows into the equipment radiator 36. Exhaust heat Qr from the outdoor condenser 33 and exhaust heat Qe from the inverter 43 are added to the outside air flowing into the engine radiator 15.

  The outside air flowing out from the engine radiator 15 is added with exhaust heat Qr of the outdoor condenser 33, exhaust heat Qe of the inverter 43, exhaust heat QE of the engine 14, and exhaust heat Qc of the water cooling condenser 20.

  Since the water-cooled condenser 20 is disposed in the engine coolant circuit 10, the exhaust heat QE of the engine 14 is not radiated to the low-temperature coolant of the equipment coolant circuit 41 but is radiated to the engine coolant of the engine coolant circuit 10. The

  Therefore, compared with the case where the water cooling condenser 20 is disposed in the equipment cooling water circuit 41 and the exhaust heat QE of the engine 14 is dissipated to the low temperature cooling water in the equipment cooling water circuit 41, the equipment radiator 36 is cooled at a lower temperature. Since the water temperature can be lowered, the cooling performance of the inverter 43 can be enhanced.

  In the present embodiment, the engine cooling radiator 15 is disposed downstream of the equipment radiator 36 in the flow of outside air.

  According to this, the heat of the superheated refrigerant is radiated to the engine cooling water in the water cooling condenser 20, and the heat of the engine cooling water is most downstream in the outdoor air flow among the outdoor condenser 33, the equipment radiator 36 and the engine cooling radiator 15. The engine cooling radiator 15 is radiated to the outside air.

  Therefore, since it is possible to suppress the high-temperature outside air including the heat of the superheated refrigerant from flowing into the outdoor condenser 33 and the equipment radiator 36, the heat exchange performance of the outdoor condenser 33 and the equipment radiator 36 can be improved.

(Third embodiment)
In the present embodiment, the refrigeration cycle 30 has an accumulator 80 as shown in FIG. The accumulator 80 is a gas-liquid separator that separates the gas-liquid refrigerant flowing into the accumulator 80 and stores excess refrigerant in the cycle.

  The accumulator 80 is disposed on the refrigerant outlet side of the evaporator 81. The evaporator 81 is an evaporator that evaporates the low-pressure refrigerant by exchanging heat between the low-pressure refrigerant decompressed and expanded by the second expansion valve 34 and the air blown into the vehicle interior.

  The suction port of the compressor 31 is connected to the gas phase refrigerant outlet of the accumulator 80. Therefore, the accumulator 80 functions to prevent liquid phase refrigerant from being sucked into the compressor 31 and prevent liquid compression in the compressor 31.

  The evaporator 81 is arrange | positioned at the refrigerating cycle 30 instead of the chiller 35 of the said embodiment. The evaporator 81 is arranged in the casing 51 of the indoor air conditioning unit 50 instead of the evaporator 81 of the above embodiment.

  A constant pressure valve 82 is disposed on the refrigerant outlet side of the evaporator 81. The constant pressure valve 82 is a constant pressure adjusting unit that maintains the refrigerant pressure at the refrigerant outlet side of the evaporator 81 at a predetermined pressure.

  A gas-liquid separator 83 is connected to the outlet side of the first expansion valve 32. The gas / liquid separator 83 is a gas / liquid separator that separates the gas / liquid of the intermediate pressure refrigerant decompressed by the first expansion valve 32. The gas-liquid separator 83 has a gas phase refrigerant outlet through which the gas phase refrigerant flows out and a liquid phase refrigerant outlet through which the liquid phase refrigerant flows out.

  An intermediate pressure suction port of the compressor 31 is connected to a gas phase refrigerant outlet of the gas-liquid separator 83 via a gas phase refrigerant flow path 84. As a result, the intermediate-pressure gas-phase refrigerant separated by the gas-liquid separator 83 is injected into the refrigerant in the pressurizing process in the compression chamber of the compressor 31. By increasing the pressure of the refrigerant in multiple stages by the compressor 31, the compression efficiency of the compressor 31 is improved.

  The refrigerant inlet side of the outdoor capacitor 33 is connected to the liquid-phase refrigerant outlet of the gas-liquid separator 83.

  One end of the first bypass passage 84 is connected between the refrigerant outlet of the water-cooled condenser 20 and the inlet of the first expansion valve 32 in the refrigeration cycle 30. The other end of the first bypass passage 84 is connected between the refrigerant outlet of the outdoor condenser 33 and the refrigerant inlet of the second expansion valve 34.

  The first bypass passage 84 is a refrigerant passage that guides the refrigerant flowing out of the water-cooled condenser 20 to the inlet side of the second expansion valve 34 by bypassing the first expansion valve 32, the gas-liquid separator 83, and the outdoor condenser 33.

  A first bypass opening / closing valve 85 is disposed in the first bypass passage 84. The first bypass opening / closing valve 85 is an electromagnetic valve that opens and closes the first bypass passage 84. The operation of the first bypass opening / closing valve 85 is controlled by a control signal output from the control device 60. The first bypass on / off valve 85 is a refrigerant flow switching unit that switches the refrigerant flow of the refrigeration cycle 30 by opening and closing the first bypass passage 84.

  In the refrigeration cycle 30, a check valve 86 is disposed between the refrigerant outlet of the outdoor condenser 33 and the other end of the first bypass passage 84. The check valve 86 allows the refrigerant to flow from the outlet side of the outdoor condenser 33 to the inlet side of the second expansion valve 34, and flows the refrigerant from the inlet side of the second expansion valve 34 to the outlet side of the outdoor condenser 33. It is a backflow prevention part which prohibits. The check valve 86 prevents the refrigerant flowing out from the other end of the first bypass passage 84 to the inlet side of the second expansion valve 34 from flowing back to the outdoor capacitor 33 side.

  A second bypass refrigerant passage 87 is connected to the refrigerant outlet side of the outdoor condenser 33. The second bypass refrigerant passage 87 is a refrigerant passage that guides the refrigerant flowing out of the outdoor condenser 33 to the refrigerant inlet side of the accumulator 80 by bypassing the check valve 86, the second expansion valve 34, and the evaporator 81.

  A second bypass opening / closing valve 88 is disposed in the second bypass refrigerant passage 87. The second bypass on-off valve 88 is an electromagnetic valve that opens and closes the second bypass refrigerant passage 87. The operation of the second bypass on-off valve 88 is controlled by a control signal output from the control device 60. The second bypass on-off valve 88 is a refrigerant flow switching unit that switches the refrigerant flow of the refrigeration cycle 30 by opening and closing the second bypass refrigerant passage 87.

  When the second bypass on-off valve 88 is open, the pressure loss that occurs when the refrigerant passes through the second bypass refrigerant passage 87 occurs when the refrigerant passes through the check valve 86, the second expansion valve 34, and the evaporator 81. Small against the resulting pressure loss. The reason is that the check valve 86, the second expansion valve 34, and the evaporator 81 have flow path resistance. Therefore, the refrigerant that has flowed out of the outdoor condenser 33 flows through the second bypass refrigerant passage 87 when the second bypass on-off valve 88 is open, and the check valve 86 when the second bypass on-off valve 88 is closed. , Flows through the second expansion valve 34 and the evaporator 81.

  A detection signal of the evaporator temperature sensor 90 is input to the input side of the control device 60. The evaporator temperature sensor 90 is a temperature detection unit that detects the temperature of the evaporator 81. The evaporator temperature sensor 90 is, for example, a fin thermistor that detects the temperature of the heat exchange fins of the evaporator 81, a refrigerant temperature sensor that detects the temperature of the refrigerant flowing through the evaporator 81, and the like.

  Also in this embodiment, the same operational effects as those in the above embodiment can be obtained.

(Fourth embodiment)
In the present embodiment, as shown in FIG. 16, a modulator 91 and a supercooler 92 are integrated with the outdoor capacitor 33. The modulator 91 is a refrigerant reservoir that separates the gas-liquid refrigerant flowing out of the outdoor condenser 33 and stores excess liquid-phase refrigerant. The supercooler 92 is a supercooling heat exchanger that supercools the liquid refrigerant by exchanging heat between the liquid refrigerant flowing out of the modulator 91 and the outside air.

  A supercooling bypass passage 93 is connected to the modulator 91. The supercooling bypass flow passage 93 is a bypass portion in which the refrigerant that has flowed through the modulator 91 flows by bypassing the supercooler 92.

  A supercooling bypass opening / closing valve 94 is disposed in the supercooling bypass passage 93. The supercooling bypass opening / closing valve 94 is a bypass opening degree adjusting unit that adjusts the opening degree of the supercooling bypass passage 93. The supercooling bypass opening / closing valve 94 is an electromagnetic valve and is controlled by the control device 60.

  As shown in FIG. 17, the modulator 91 is integrated with the side surface of the outdoor capacitor 33, and the supercooler 92 is integrated with the lower surface of the outdoor capacitor 33. The up and down arrows in FIG. 17 indicate the vertical direction of the vehicle. The other arrows in FIG. 17 indicate the flow direction of the refrigerant in the outdoor condenser 33, the modulator 91, and the supercooler 92.

  In the cooling mode and the first dehumidifying heating mode, the refrigerant condensed by the outdoor condenser 33 is separated into gas and liquid by the modulator 91 and excess refrigerant is stored. In the cooling mode and the first dehumidifying and heating mode, the control device 60 closes the supercooling bypass opening / closing valve 94. As a result, the liquid refrigerant flowing out of the modulator 91 flows through the subcooler 92 and is supercooled.

  In the heating mode and the second dehumidifying heating mode, the control device 60 opens the supercooling bypass opening / closing valve 94. As a result, the refrigerant flowing out of the modulator 91 bypasses the supercooler 92 and flows through the supercooling bypass flow path 18, so that the refrigerant pressure loss in the supercooler 92 can be reduced.

  Also in this embodiment, the same operational effects as those in the above embodiment can be obtained.

(Fifth embodiment)
In the present embodiment, as shown in FIG. 18, the engine cooling radiator 15, the outdoor condenser 33, and the equipment radiator 36 are arranged in the order of the external air flow in the order of the equipment radiator 36, the outdoor condenser 33, and the engine cooling radiator 15. ing.

  According to this, since the outside air that has not been heat-exchanged by the outdoor condenser 33 and the engine cooling radiator 15 can flow into the equipment radiator 36, the temperature of the outside air that flows into the equipment radiator 36 can be made as low as possible. Therefore, the cooling performance of the equipment cooling water in the equipment radiator 36 can be improved, so that the cooling performance of the inverter 43 can be improved.

(Other embodiments)
The above embodiments can be combined as appropriate. The above embodiment can be variously modified as follows, for example.

(1) In the above embodiment, the bypass three-way valve 27 is disposed at the connection portion between the one end of the bypass flow path 25 and the heater core flow path 12, but the on-off valve for opening and closing the bypass flow path 25 is the bypass three-way valve 27. It may be arranged instead.
In the above embodiment, the capacitor inlet side opening / closing valve 28 is arranged in the capacitor inlet side passage portion 26a. However, instead of the capacitor inlet side opening / closing valve 28, a three-way valve is one end or the other end of the capacitor inlet side passage portion 26a. May be arranged.

  In the above embodiment, the capacitor outlet side opening / closing valve 29 is disposed in the capacitor outlet side opening / closing valve 26b. May be arranged.

  (2) In each of the above embodiments, cooling water is used as a heat medium for adjusting the temperature of the temperature adjustment target device, but various media such as oil may be used as the heat medium.

  A nanofluid may be used as the heat medium. A nanofluid is a fluid in which nanoparticles having a particle size of the order of nanometers are mixed. By mixing the nanoparticles with the heat medium, the following effects can be obtained in addition to the effect of lowering the freezing point and making the antifreeze liquid like cooling water using ethylene glycol.

  That is, the effect of improving the thermal conductivity in a specific temperature range, the effect of increasing the heat capacity of the heat medium, the effect of preventing the corrosion of metal pipes and the deterioration of rubber pipes, and the heat medium at an extremely low temperature The effect which improves the fluidity | liquidity of can be acquired.

  Such effects vary depending on the particle configuration, particle shape, blending ratio, and additional substance of the nanoparticles.

  According to this, since the thermal conductivity can be improved, it is possible to obtain the same cooling efficiency even with a small amount of heat medium as compared with the cooling water using ethylene glycol.

  Moreover, since the heat capacity of the heat medium can be increased, the amount of cold storage heat due to the sensible heat of the heat medium itself can be increased.

  Even if the compressor 31 is not operated by increasing the amount of cold storage heat, it is possible to control the temperature and cooling of the equipment using the cold storage heat for a certain amount of time. Can be realized.

  The aspect ratio of the nanoparticles is preferably 50 or more. This is because sufficient thermal conductivity can be obtained. The aspect ratio is a shape index that represents the ratio of the vertical and horizontal dimensions of the nanoparticles.

  Nanoparticles containing any of Au, Ag, Cu and C can be used. Specifically, Au nanoparticle, Ag nanowire, CNT, graphene, graphite core-shell nanoparticle, Au nanoparticle-containing CNT, and the like can be used as the constituent atoms of the nanoparticle.

  CNT is a carbon nanotube. The graphite core-shell nanoparticle is a particle body having a structure such as a carbon nanotube surrounding the atom.

  (3) In the refrigeration cycle 30 of each of the above embodiments, a chlorofluorocarbon refrigerant is used as the refrigerant. However, the type of the refrigerant is not limited to this, and natural refrigerants such as carbon dioxide, hydrocarbon refrigerants, and the like are used. It may be used.

  Further, the refrigeration cycle 30 of each of the above embodiments constitutes a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant, but the supercritical refrigeration cycle in which the high-pressure side refrigerant pressure exceeds the critical pressure of the refrigerant. May be configured.

15 Engine radiator (Radiator for engine cooling, radiator)
18 Three-way valve for engine (switching part)
20 Water-cooled condenser (refrigerant heat medium heat exchanger)
21 Heater core 27 Bypass three-way valve (switching part)
28 Capacitor inlet side on-off valve (switching part)
29 Condenser outlet side open / close valve (switching part)
31 Compressor 33 Outdoor condenser (refrigerant outdoor heat exchanger)
36 Equipment cooling radiator 60 Control device (switching unit, air volume ratio adjusting unit, control unit)

Claims (21)

A radiator (15) for exchanging heat between the heat medium and outside air;
A heater core (21) for exchanging heat between the heat medium and air blown into the passenger compartment;
A compressor (31) that sucks in, compresses and discharges the refrigerant;
A refrigerant heat medium heat exchanger (20) for exchanging heat between the refrigerant discharged from the compressor and the heat medium;
A refrigerant outdoor air heat exchanger (33) for exchanging heat between the refrigerant heat exchanged by the refrigerant heat medium heat exchanger and the outside air;
A first mode in which the heat medium circulates between the radiator and the refrigerant heat medium heat exchanger; and a second mode in which the heat medium circulates between the refrigerant heat medium heat exchanger and the heater core. A switching unit (18, 27, 28, 29) for switching,
The refrigerant heat medium heat exchanger and the refrigerant outside air heat exchanger are arranged in series with each other in the refrigerant flow,
The said radiator and the said refrigerant | coolant external air heat exchanger are vehicle air conditioners arrange | positioned in the site | part through which the said external air flows among vehicles.   2. The vehicle air conditioner according to claim 1, wherein the radiator is disposed on a downstream side of the refrigerant outside air heat exchanger in the flow of the outside air. The radiator is an engine cooling radiator (15) for exchanging heat between an engine cooling heat medium for cooling the engine (14) and the outside air,
Furthermore, it comprises a device cooling radiator (36) for exchanging heat between the device cooling heat medium for cooling the vehicle-mounted device (43) and the outside air,
3. The vehicle air conditioner according to claim 1, wherein the engine cooling radiator and the equipment cooling radiator are arranged downstream of the refrigerant outside air heat exchanger in the flow of the outside air.   4. The vehicle air conditioner according to claim 3, wherein the engine cooling radiator is disposed downstream of the device cooling radiator in the flow of the outside air. 5.   The vehicle air conditioner according to claim 3, wherein the engine cooling radiator and the equipment cooling radiator are arranged in parallel to each other in the flow of the outside air. The refrigerant outside air heat exchanger includes a refrigerant inlet (332a) into which the refrigerant flows, and a refrigerant outlet (332b) arranged above the refrigerant inlet and through which the refrigerant flows out,
The vehicle air conditioner according to claim 5, wherein the equipment cooling radiator is disposed below the engine cooling radiator. The radiator is an engine cooling radiator (15) for exchanging heat between an engine cooling heat medium for cooling the engine (14) and the outside air,
Furthermore, it comprises a device cooling radiator (36) for exchanging heat between the device cooling heat medium for cooling the vehicle-mounted device (43) and the outside air,
The engine cooling radiator, the equipment cooling radiator, and the refrigerant outside air heat exchanger are arranged in the flow direction of the outside air in the order of the equipment cooling radiator, the refrigerant outside air heat exchanger, and the engine cooling radiator. The vehicle air conditioner according to claim 1. A pressure reduction amount adjusting unit (32) for adjusting a pressure reduction amount of the refrigerant flowing into the refrigerant outside air heat exchanger;
In the second mode, the switching unit is configured to circulate the heat medium independently with respect to the engine cooling radiator between the refrigerant heat medium heat exchanger and the heater core,
8. The switching unit operates so as to be in the second mode when the decompression amount adjusting unit is operated so that the refrigerant absorbs heat from the outside air in the refrigerant outdoor air heat exchanger. The vehicle air conditioner as described in any one. A heater core side heat medium flow path section (12) for circulating the engine cooling heat medium between the refrigerant heat medium heat exchanger and the heater core;
A radiator-side heat medium flow path (26a, 26b) for circulating the engine cooling heat medium between the refrigerant heat medium heat exchanger and the engine cooling radiator;
9. The switching unit according to claim 3, wherein the switching unit is configured to be able to intermittently flow the engine cooling heat medium in the heater core side heat medium flow path part and the radiator side heat medium flow path part. Vehicle air conditioner. The engine cooling heat medium flowing through the refrigerant heat medium heat exchanger and the heater core includes a bypass flow path section (25) that flows bypassing the engine and the engine cooling radiator;
The vehicle air conditioner according to any one of claims 3 to 9, wherein the switching unit is capable of interrupting a flow of the engine cooling heat medium in the bypass channel unit.   9. The radiator side heat medium flow path portion (26 a, 26 b) for circulating the engine cooling heat medium between the refrigerant heat medium heat exchanger and the engine cooling radiator, 9. The vehicle air conditioner described in 1.   The vehicle air conditioner according to claim 11, wherein the switching unit is capable of interrupting a flow of the engine cooling heat medium in the radiator side heat medium flow path part.   The heater core side heat medium flow path section (12) for circulating the engine cooling heat medium between the refrigerant heat medium heat exchanger and the heater core is provided in any one of claims 3 to 8, 11, and 12. The vehicle air conditioner described.   The vehicle air conditioner according to claim 13, wherein the switching unit is capable of interrupting the flow of the engine cooling heat medium in the heater core side heat medium flow path unit.   15. The engine-side heat medium flow path section (11, 12) that circulates the engine cooling heat medium between the refrigerant heat medium heat exchanger and the engine according to claim 3. Vehicle air conditioner.   The vehicle air conditioner according to claim 15, wherein the switching unit is capable of interrupting a flow of the engine cooling heat medium in the engine side heat medium flow path unit.   In the first mode and when the engine cooling heat medium is below a predetermined temperature, the switching unit is configured to circulate the engine cooling heat medium between the refrigerant heat medium heat exchanger and the engine. The vehicle air conditioner according to claim 16 which operates. An engine side heat medium flow path section (11, 12) for circulating the engine cooling heat medium between the refrigerant heat medium heat exchanger and the engine;
The switching unit is able to intermittently flow the engine cooling heat medium in the engine side heat medium flow path part,
In the first mode and when the engine cooling heat medium is below a predetermined temperature, the switching unit is configured to circulate the engine cooling heat medium between the refrigerant heat medium heat exchanger and the engine. Operates,
In the first mode and when the engine cooling heat medium exceeds the predetermined temperature, the engine cooling heat medium circulates between the refrigerant heat medium heat exchanger and the engine cooling radiator. The vehicle air conditioning according to any one of claims 3 to 14, wherein the switching unit operates so that circulation of the engine cooling heat medium between the refrigerant heat medium heat exchanger and the engine is interrupted. apparatus. The predetermined temperature is a first predetermined temperature;
The engine between the refrigerant heat medium heat exchanger and the engine cooling radiator when in the first mode and the engine cooling heat medium exceeds a second predetermined temperature higher than the first predetermined temperature. 19. The switching unit operates so that the circulation of the cooling heat medium is interrupted and the circulation of the engine cooling heat medium between the refrigerant heat medium heat exchanger and the engine is interrupted. Vehicle air conditioner.   In the first mode and when the temperature of the refrigerant flowing into the refrigerant heat medium heat exchanger is lower than the temperature of the engine cooling heat medium, the refrigerant between the refrigerant heat medium heat exchanger and the engine The vehicle air conditioner according to any one of claims 15 to 19, wherein the switching unit operates so that circulation of the engine cooling heat medium is interrupted. An air-cooling heat exchanger (40) that is disposed upstream of the heater core in the air flow, and heat-exchanges the refrigerant and the air to cool the air;
Of the air cooled by the air cooling heat exchanger, an air volume ratio adjusting unit (56, 60) for adjusting an air volume ratio between the air flowing through the heater core and the air flowing bypassing the heater core; With
When the temperature of the equipment cooling heat medium flowing into the equipment cooling radiator and the temperature of the engine cooling heat medium both exceed the predetermined temperature in the first mode, the refrigerant heat medium heat exchanger The switching unit operates so that the engine cooling heat medium circulates between the heater core and at least a part of the air cooled by the air cooling heat exchanger flows through the heater core. The vehicle air conditioner according to claim 14, wherein the air volume ratio adjusting unit operates.

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