JP6451212B2 - Cooling system - Google Patents

Description

  The present invention relates to a cooling device that generates cold heat in a refrigeration cycle.

  Conventionally, in Patent Document 1, cold / hot water is generated using cold / heat generated in a refrigeration cycle, and the temperature of a plurality of in-vehicle devices is adjusted by supplying the cold / hot water to the plurality of on-vehicle devices. A temperature control device is described.

  This prior art vehicle temperature control device includes a regenerator that stores the cold heat of cold water. And when the compressor of a refrigerating cycle has stopped and it cannot generate cold, the temperature of a plurality of in-vehicle devices can be adjusted using cold stored in a regenerator.

International Publication No. 2011/015426

  In the above prior art, since the cold water has a large heat capacity, the cold water can be stored not only in the regenerator but also in the cold water itself. And as the refrigeration cycle lowers the temperature of cold water (heat medium), a larger amount of cold storage can be secured.

  However, in the above prior art, when the temperature of the cold water decreases, the temperature of the in-vehicle device (heat medium distribution device) may become too low. For example, in a cooler core that cools air by exchanging heat between air blown into a passenger compartment and cold water, when the temperature of the cold water decreases, condensed water generated by cooling the air freezes (frosts) and heat exchange occurs. May interfere.

  In view of the above points, it is an object of the present invention to increase the amount of cold storage while suppressing the temperature of the heat medium circulating device from becoming too low.

In order to achieve the above object, in the invention described in claim 1,
A compressor (21) for sucking and discharging refrigerant of the refrigeration cycle (20);
A pump (11) for sucking and discharging the heat medium;
A chiller (12) that cools the heat medium by exchanging heat between the refrigerant and the heat medium;
A heat medium circulation device (14) through which the heat medium cooled by the chiller (12) circulates;
A bypass flow path (18) through which the heat medium cooled by the chiller (12) flows bypassing the heat medium flow device (14);
In the case of prioritizing the cold storage in the heat medium over the adjustment of the temperature of the heat medium in the heat medium distribution device (14), the temperature of the heat medium cooled by the chiller (12) approaches the first control temperature (TSO) and is heated. The heat medium flowing through the bypass channel (18) so that the temperature of the heat medium in the medium distribution device (14) approaches a first control temperature (TSO) and a second control temperature (TCO) higher than the frosting temperature. Heat medium temperature adjusting means (19, 40) for increasing the flow rate and reducing the flow rate of the heat medium flowing through the heat medium flow device (14) and controlling the operation of the compressor (21) is provided. .

According to this, the temperature of the heat medium cooled by the chiller (12) approaches the first control temperature (TSO), and the temperature of the heat medium in the heat medium circulation device (14) becomes equal to the first control temperature (TSO) and the arrival temperature. Since it approaches the second control temperature (TCO) higher than the frost temperature, it is possible to secure a large amount of cold storage while suppressing the temperature of the heat medium circulating device (14) from becoming too low.

  In addition, the code | symbol in the bracket | parenthesis of each means described in this column and the claim shows the correspondence with the specific means as described in embodiment mentioned later.

It is a whole lineblock diagram of the cooling device for vehicles in a 1st embodiment. It is a flowchart which shows the control processing which the air-conditioning control apparatus of the vehicle cooling device in 1st Embodiment performs. It is a flowchart which shows the detail of the control processing of FIG. It is a whole block diagram of the cooling device for vehicles in the modification of 1st Embodiment. It is a whole block diagram of the vehicle cooling device in 2nd Embodiment. It is a whole block diagram of the cooling device for vehicles in 3rd Embodiment. It is a whole block diagram of the cooling device for vehicles in the modification of 3rd Embodiment.

  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)
Hereinafter, the first embodiment will be described with reference to FIGS. A vehicle air conditioner 10 shown in FIG. 1 is a cooling device that cools a vehicle interior space.

  As shown in FIG. 1, the vehicle air conditioner 10 includes a pump 11, a chiller 12, a condenser 13, a cooler core 14, and a regenerator 15.

  The pump 11 is an electric pump that sucks and discharges cooling water (heat medium). The cooling water is a fluid as a heat medium. In the present embodiment, as the cooling water, a liquid containing at least ethylene glycol, dimethylpolysiloxane or nanofluid, or an antifreeze liquid is used.

  The chiller 12, the cooler core 14, and the regenerator 15 are cooling water distribution devices (heat medium distribution devices) through which cooling water flows.

  The chiller 12 exchanges heat between the low-pressure side refrigerant of the refrigeration cycle 20 and the cooling water, thereby absorbing the heat of the cooling water into the low-pressure side refrigerant and cooling the cooling water (heat medium cooling heat exchange). ).

  The condenser 13 is a high-pressure side heat exchanger (heat dissipating device) that radiates the heat of the high-pressure side refrigerant to the outside air by exchanging heat between the high-pressure side refrigerant of the refrigeration cycle 20 and air outside the vehicle compartment (outside air).

  The refrigeration cycle 20 is a vapor compression refrigerator that includes a compressor 21, a condenser 13, an expansion valve 22, and a chiller 12. In the refrigeration cycle 20 of the present embodiment, a chlorofluorocarbon refrigerant is used as the refrigerant, and a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant is configured.

  The compressor 21 is an engine-driven compressor that is driven by an engine 25 (internal combustion engine), and sucks, compresses, and discharges the refrigerant of the refrigeration cycle 20. As the compressor 21, a variable capacity compressor that can adjust the refrigerant discharge capacity by changing the discharge capacity, or a fixed capacity compressor that adjusts the refrigerant discharge capacity by changing the operating rate of the compressor operation by the on / off of the electromagnetic clutch. Either of these may be used. The compressor 21 may be an electric compressor driven by electric power supplied from a battery.

  The condenser 13 is a condenser that condenses the high-pressure side refrigerant by exchanging heat between the high-pressure side refrigerant discharged from the compressor 21 and the outside air. Outside air is blown to the condenser 13 by the outdoor blower 16. The traveling wind can be applied to the capacitor 13 during traveling of the vehicle.

  The outdoor blower 16 is a blower that blows outside air toward the condenser 13. The outdoor blower 16 is an electric blower that drives a fan with an electric motor.

  The expansion valve 22 is a decompression unit that decompresses and expands the liquid-phase refrigerant that has flowed out of the capacitor 13. The chiller 12 is an evaporator that evaporates the low-pressure side refrigerant by exchanging heat between the low-pressure side refrigerant decompressed and expanded by the expansion valve 22 and the cooling water.

  The cooler core 14 is an air cooling heat exchanger that cools the air by exchanging heat between the cooling water cooled by the chiller 12 and the air blown into the vehicle interior.

  The cooler core 14 is accommodated in the casing 31 of the indoor air conditioning unit 30. The indoor air conditioning unit 30 has a function of adjusting the temperature of the air blown by the indoor blower 17 and blowing it out to the vehicle interior (air conditioning target space).

  The indoor air conditioning unit 30 is disposed inside the instrument panel (instrument panel) at the forefront of the vehicle interior. The casing 31 forms an outer shell of the indoor air conditioning unit 30 and forms an air passage through which air blown by the indoor blower 17 flows.

  The indoor blower 17 is an electric blower that drives a centrifugal multiblade fan (sirocco fan) with an electric motor (blower motor). The indoor blower 17 is an air flow rate adjusting unit that adjusts the flow rate of air flowing through the cooler core 14.

  The regenerator 15 is cold storage means for storing the cold heat of the cooling water. The regenerator 15 has a latent heat regenerator material. The latent heat regenerator material is a regenerator material that stores cool heat latent heat that is absorbed when changing from a liquid to a solid.

  The pump 11, the chiller 12, the cooler core 14, and the regenerator 15 are arranged in the cooling water circuit C1 (heat medium circuit). The cooling water circuit C <b> 1 is configured such that the cooling water circulates in the order of pump 11 → chiller 12 → cool storage 15 → cooler core 14 → pump 11.

  The pump 11 is a means (heat medium flow rate adjusting means) for adjusting the flow rate of the cooling water flowing through the cooling water circulation devices 12, 14, 15 of the cooling water circuit C1.

  A bypass flow path 18 and a three-way valve 19 are arranged in the cooling water circuit C1. The bypass channel 18 is a channel through which the cooling water flows by bypassing the cooler core 14. The three-way valve 19 is a flow rate ratio adjusting unit that adjusts the flow rate ratio between the cooling water flowing through the cooler core 14 and the cooling water flowing through the bypass flow path 18. The three-way valve 19 can fully close the cooling water flow path on the cooler core 14 side. The three-way valve 19 can fully close the bypass passage 18.

  The operation of the three-way valve 19 is controlled by the air conditioning controller 40. The three-way valve 19 and the air conditioning control device 40 are cooling water temperature adjusting means (heat medium temperature adjusting means) for adjusting the temperature of the cooling water.

  The air conditioning control device 40 and the engine control device 50 are composed of a well-known microcomputer including a CPU, ROM, RAM and the like and peripheral circuits thereof, and perform various calculations and processing based on an air conditioning control program stored in the ROM. Control means for controlling the operation of the control target device connected to the output side.

  Connected to the output side of the air conditioning control device 40 are control target devices such as the pump 11, the indoor blower 17, the outdoor blower 16, the compressor 21, and the three-way valve 19.

  The air conditioning control device 40 is integrally configured with a control unit (hardware and software) that controls various devices to be controlled connected to the output side. For example, a pump control unit that controls the operation of the pump 11, a compressor control unit that controls the operation of the compressor 21, and a three-way valve control unit that controls the operation of the three-way valve 19 in the air conditioning control device 40 are integrally configured. Has been.

  The control unit that controls the operation of each control target device may be configured separately from the air conditioning control device 40.

  On the input side of the air conditioning control device 40, detection signals of sensor groups of an inside air sensor 41, an outside air sensor 42, a solar radiation sensor 43, a cold storage temperature sensor 44, and a cooler temperature sensor 45 are input.

  The inside air sensor 41 is a detection means (inside air temperature detection means) that detects the inside air temperature (in-vehicle temperature). The outside air sensor 42 is a detection means (outside air temperature detection means) that detects an outside air temperature (a temperature outside the passenger compartment). The solar radiation sensor 43 is a detection means (a solar radiation amount detection means) for detecting the amount of solar radiation in the passenger compartment.

  The cold storage temperature sensor 44 is cold storage temperature detection means for detecting the cold storage temperature. In the example of FIG. 1, the cold storage temperature sensor 44 is a detection unit (heat medium temperature detection unit) that detects the cooling water temperature of the cooling water circuit C1. What is necessary is just to install the cool storage temperature sensor 44 in the arbitrary places of the cooling water circuit C1. In the example of FIG. 1, the regenerator temperature sensor 44 is disposed between the regenerator 15 and the three-way valve 19 in the cooling water circuit C1.

  The cooler temperature sensor 45 is a cooler temperature detection unit that detects the temperature (cooler temperature) of the cooler core 14. In the example of FIG. 1, the cooler temperature sensor 45 is a cooler temperature detection unit that detects the temperature TC (cooler temperature) of the air blown from the cooler core 14.

  The inside air temperature, outside air temperature, solar radiation amount, cold storage temperature, and cooler temperature may be estimated based on detection values of various physical quantities.

  Various air conditioning operation signals from the operation members of the air conditioning operation panel 46 are input to the input side of the air conditioning control device 40. The air conditioning operation panel 46 is disposed near the instrument panel in the vehicle interior. The air conditioning operation panel 46 is provided with a temperature setting switch 46a for setting a set temperature in the vehicle interior, an air conditioner switch for switching operation / stop of the compressor 21, an air volume switching switch for switching the air volume of the indoor blower 17, and the like.

  Various engine constituent devices (not shown) that constitute the engine 25 are connected to the output side of the engine control device 50. Specific examples of the various engine components include a starter for starting the engine 25, a fuel injection valve (injector) drive circuit for supplying fuel to the engine 25, and the like.

  Further, various sensor groups (not shown) for engine control are connected to the input side of the engine control device 50. Specifically, the various sensor groups for engine control include an accelerator opening sensor that detects the accelerator opening Acc, an engine speed sensor that detects the engine speed Ne, a vehicle speed sensor that detects the vehicle speed Vv, and the like.

  The air conditioning control device 40 and the engine control device 50 are configured to be electrically connected to communicate with each other. Thereby, based on the detection signal or operation signal input into one control apparatus, the other control apparatus can also control the operation | movement of the various apparatuses connected to the output side. For example, the operation of the engine 25 can be requested by the air conditioning control device 40 outputting a request signal for the engine 25 to the engine control device 50.

  When the engine control device 50 receives a request signal (operation request signal) requesting the operation of the engine 25 from the air-conditioning control device 40, the engine control device 50 determines whether or not the engine 25 needs to be operated, and the engine 25 according to the determination result. Control the operation.

  Next, the operation in the above configuration will be described. When the air conditioning control device 40 operates the pump 11 and the compressor 21, the refrigerant circulates in the refrigeration cycle 20, and the cooling water circulates in the cooling water circuit C1.

  In the chiller 12, the refrigerant in the refrigeration cycle 20 absorbs heat from the cooling water in the cooling water circuit C1, so that the cooling water in the cooling water circuit C1 is cooled. The refrigerant that has absorbed heat by the chiller 12 dissipates heat to the outside air by the capacitor 13. Thereby, the refrigerant | coolant which absorbed heat from the cooling water of the cooling water circuit C1 is cooled.

  The cooling water of the cooling water circuit C1 cooled by the chiller 12 absorbs heat from the air blown into the vehicle interior in the cooler core 14. Thereby, the air blown into the passenger compartment is cooled. The air cooled by the cooler core 14 is blown out into the passenger compartment. Thereby, the vehicle interior is cooled.

  That is, the chiller 12 indirectly exchanges heat between the refrigerant decompressed and expanded by the expansion valve 22 and the air blown into the vehicle compartment via the cooling water of the cooling water circuit C1, and is then blown into the vehicle compartment. Cool the air.

The air conditioning control device 40 executes the control process shown in the flowchart of FIG. In step S100, the target blowing temperature TAO of the vehicle cabin blowing air is calculated by the following mathematical formula F1.
TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C (F1)
Here, Tset is the vehicle interior temperature set by the vehicle interior temperature setting switch 46a, Tr is the vehicle interior temperature (inside air temperature) detected by the inside air sensor 41, Tam is the outside air temperature detected by the outside air sensor 42, Ts. Is the amount of solar radiation detected by the solar radiation sensor 43. Kset, Kr, Kam, Ks are control gains, and C is a correction constant.

  The target blowing temperature TAO corresponds to the amount of heat that the vehicle air conditioner 10 needs to generate in order to keep the interior of the vehicle interior at a desired temperature. The target blowing temperature TAO corresponds to an air conditioning heat load required for the vehicle air conditioner 10.

  In the subsequent step S110, the target cooler temperature TCO is calculated based on the target outlet temperature TAO. The target cooler temperature TCO is the target temperature (second control temperature) of the air blown out from the cooler core 14. In other words, the target cooler temperature TCO is the target temperature (second control temperature) of the cooling water in the cooler core 14.

  Specifically, the target cooler temperature TCO is determined to increase with an increase in the target outlet temperature TAO. Further, the target cooler temperature TCO is determined to be equal to or higher than a predetermined temperature (1 ° C. in this embodiment) higher than the frost temperature (0 ° C.) in order to prevent frost (frost) of the cooler core 14. .

  The melting point of the latent heat regenerator material of the regenerator 15 is set to be equal to or lower than the target cooler temperature TCO.

  In the subsequent step S120, it is determined based on an input signal from the engine control device 50 whether or not the engine 25 is in an operating state (ON).

  When it determines with the engine 25 being an operation state (ON), it progresses to step S130 and the target cold storage temperature TSO is calculated. The target cold storage temperature TSO is the target temperature (first control temperature) of the cooling water that has flowed out of the chiller 12.

  Specifically, the target cold storage temperature TSO is determined to decrease as the target blowing temperature TAO increases. Thereby, as the air conditioning heat load is higher, a larger amount of cold storage can be secured.

  In the subsequent step S140, the target refrigerant discharge capacity of the compressor 21 is calculated based on the target cold storage temperature TSO. Specifically, the target refrigerant discharge capacity of the compressor 21 is calculated so that the actual cold storage temperature TS approaches the target cold storage temperature TSO, and the operation of the compressor 21 is controlled based on the calculated target refrigerant discharge capacity. The actual cold storage temperature TS is a temperature detected by the cold storage temperature sensor 44.

  In the following step S150, the target coolant discharge capacity (target rotation speed) of the pump 11 and the target opening of the three-way valve 19 are calculated based on the target cooler temperature TCO, and the pump 11 and the three-way valve 19 are calculated based on the calculation result. The operation is controlled and the process returns to step S100.

  Specifically, in step S150, the opening degree of the three-way valve 19 is calculated by the control process shown in the flowchart of FIG. In step S1510, it is determined whether the cooler request is large. Specifically, when the target blowing temperature TAO is smaller than the threshold value α and the internal air temperature is larger than the threshold value β, it is determined that the cooler request is large.

  If it is determined that the cooler request is large, the process proceeds to step S1520, and the opening degree of the three-way valve 19 at the time of cooler priority is calculated. Specifically, the bypass channel 18 is fully closed and the cooling water channel on the cooler core 14 side is fully opened. As a result, the cooling water does not flow through the bypass flow path 18 and the entire amount of the cooling water flows through the cooler core 14. Therefore, the cooling of the air by the cooler core 14 can be prioritized over the cold storage.

  On the other hand, if it is determined that the cooler request is not large, the process proceeds to step S1530, and it is determined whether or not the actual cooler temperature TC is higher than the target cooler temperature TCO. The actual cooler temperature TC is a temperature detected by the cooler temperature sensor 45.

  When it is determined that the cooler temperature TC is higher than the target cooler temperature TCO, the process proceeds to step S1520, and the opening degree of the three-way valve 19 when the cooler is prioritized is calculated.

  On the other hand, when it is determined that the actual cooler temperature TC does not exceed the target cooler temperature TCO, the process proceeds to step S1540, and the opening degree of the three-way valve 19 at the time of cool storage priority is calculated. Specifically, the bypass flow path 18 is opened, and the opening degree of the cooling water flow path on the cooler core 14 side is adjusted. As a result, the cooling water flows through the bypass flow path 18 and the flow rate of the cooling water flowing through the cooler core 14 is reduced. Therefore, the temperature of the cooling water in the cooling water circuit C1 can be lowered, and therefore, cold storage can be prioritized.

  In the flowchart of FIG. 2, when it is determined in step S120 that the engine 25 is not in the operating state (ON), the process proceeds to step S160, and the engine operation request cooler temperature TCE is calculated. The engine operation request cooler temperature TCE is a cooler temperature at which a request (engine operation request) for turning the engine 25 into an operating state (ON) is output to the engine control device 50, and is set to a temperature higher than the target cooler temperature TCO.

  In the subsequent step S170, the cooling water discharge capacity (rotation speed) of the pump 11 and the opening of the three-way valve 19 are calculated based on the target cooler temperature TCO, and the operation of the pump 11 and the three-way valve 19 is controlled based on the calculation result. To do.

  In the subsequent step S180, it is determined whether or not the engine operation request cooler temperature TCE is higher than the target cooler temperature TCO.

  If it is determined that the engine operation request cooler temperature TCE is higher than the target cooler temperature TCO, the process returns to step S100.

  On the other hand, when it determines with the engine operation request | requirement cooler temperature TCE not exceeding the target cooler temperature TCO, it progresses to step S190, and after outputting an engine operation request | requirement to the engine control apparatus 50, it returns to step S100.

  In the present embodiment, the air conditioning controller 40 and the three-way valve 19 adjust the temperature of the cooling water so that the temperature of the cooling water cooled by the chiller 12 is lower than the temperature of the cooling water in the cooler core 14.

  Specifically, in the air-conditioning control device 40 and the three-way valve 19, the temperature of the cooling water heat exchanged by the chiller 12 approaches the first control temperature TSO, and the temperature of the cooling water in the cooler core 14 is higher than the first control temperature TSO. The flow rate of the cooling water flowing into the cooler core 14 is adjusted so as to approach the higher second control temperature TCO.

  According to this, since the temperature of the cooling water cooled by the chiller 12 becomes lower than the temperature of the cooling water in the cooler core 14, it is possible to secure a large amount of cold storage while suppressing the temperature of the cooler core 14 from becoming too low. it can.

  Specifically, the air conditioning control device 40 and the three-way valve 19 adjust the temperature of the cooling water by adjusting the flow rate of the cooling water flowing into the cooler core 14.

  More specifically, the air conditioning control device 40 and the three-way valve 19 adjust the temperature of the cooling water by adjusting the flow rate ratio between the cooling water flowing through the cooler core 14 and the cooling water flowing through the bypass passage 18.

  Thereby, the temperature of the cooling water cooled by the chiller 12 can be reliably lowered than the temperature of the cooling water in the cooler core 14.

  In the present embodiment, the regenerator material of the regenerator 15 is a latent heat regenerator material having a melting point equal to or lower than the second control temperature TCO. Even if such a low melting point latent heat regenerator material is used, it is possible to suppress the temperature of the cooler core 14 from becoming too low. The melting point of the regenerator material of the regenerator 15 may be equal to or higher than the second control temperature TCO.

  In the present embodiment, not only cold energy is stored in the regenerator 15 but also cold energy can be stored using the heat capacity of the cooling water. In other words, the cooling water functions as a sensible heat storage material that stores the cold sensible heat using the specific heat.

  Therefore, as in the modification shown in FIG. 4, the regenerator 15 may not be disposed in the cooling water circuit C1. When cold energy is stored using the sensible heat storage material, the cold storage temperature can be widely varied depending on the air conditioning heat load. Therefore, the amount of cold storage can be changed flexibly according to the air conditioning heat load.

(Second Embodiment)
In the present embodiment, the regenerator 15 is arranged in series with the cooler core 14 in the cooling water circuit C1, but the regenerator 15 is arranged in the bypass flow path 18 as shown in FIG. It may be parallel.

(Third embodiment)
In the above embodiment, by controlling the operation of the three-way valve 19, the temperature of the cooling water heat-exchanged by the chiller 12 is made lower than the temperature of the cooling water in the cooler core 14. By controlling the cooling water discharge capacity (rotation speed), the temperature of the cooling water heat exchanged by the chiller 12 is made lower than the temperature of the cooling water in the cooler core 14.

  As shown in FIG. 6, in this embodiment, the bypass flow path 18 and the three-way valve 19 of the above embodiment are not provided.

  In this embodiment, the air conditioning controller 40 adjusts the temperature of the cooling water by controlling the cooling water discharge capacity (rotation speed) of the pump 11. That is, the air conditioning control device 40 is cooling water temperature adjusting means (heat medium temperature adjusting means) that adjusts the temperature of the cooling water.

  The air-conditioning control device 40 lowers the cooling water discharge capacity of the pump 11 when cool storage is prioritized compared to when cooler is prioritized. Thereby, the flow volume of the cooling water discharged from the pump 11 decreases, and the flow volume of the cooling water circulating through the cooling water circuit C1 decreases. As a result, the difference between the temperature of the cooling water in the chiller 12 and the temperature of the cooling water in the cooler core 14 increases, so that the temperature of the cooling water heat-exchanged in the chiller 12 is lower than the temperature of the cooling water in the cooler core 14. it can.

  In the present embodiment, the cold storage temperature sensor 44 detects the temperature of the cooling water (chiller temperature) in the chiller 12. The air conditioning controller 40 calculates the target cooling water discharge capacity of the pump 11 so that the chiller temperature detected by the cold storage temperature sensor 44 approaches the target cold storage temperature TSO, and based on the calculated target cooling water discharge capacity, Control the operation.

  Also in this embodiment, the same operation effect as the above-mentioned embodiment can be produced. The regenerator 15 may be attached to the chiller 12 as in the modification shown in FIG.

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

  (1) In the said embodiment, although the cooler core 14 which cools air is arrange | positioned at the cooling water circuit C1, it is not limited to the cooler core 14, Various cooling water distribution | circulation apparatus is arrange | positioned at the cooling water circuit C1. It may be. For example, devices for cooling in-vehicle devices such as batteries and inverters may be arranged in the cooling water circuit C1.

  (2) In the above embodiment, the regenerator 15 may be an in-vehicle device having a large heat capacity such as a battery or an inverter, or a reserve tank (sensible heat regenerator) that accumulates excess cooling water.

  (3) In the said embodiment, although the cool storage temperature sensor 44 detects the coolant temperature of the coolant circuit C1, the cool storage temperature sensor 44 may detect the temperature of the cool storage 15 and the temperature of the chiller 12.

  (4) In the above embodiment, the cooler temperature sensor 45 detects the temperature of the air blown from the cooler core 14, but the cooler temperature sensor 45 may detect the temperature of the cooling water flowing through the cooler core 14.

  (5) In the first embodiment, the condenser 13 condenses the high-pressure side refrigerant by exchanging heat between the high-pressure side refrigerant discharged from the compressor 21 and the outside air, but the condenser 13 discharges from the compressor 21. The high-pressure side refrigerant may be condensed by heat-exchanging the high-pressure side refrigerant and the cooling water circulating in the second cooling water circuit. The second cooling water circuit is a cooling water circuit independent of the cooling water circuit C1.

  Further, the second cooling water circuit is connected to the cooling water circuit C1 via a switching valve, and each switching water circulation device is arranged in the cooling water circuit C1 and the second cooling water circuit. On the other hand, the case where the cooling water sucked and discharged by the first pump 11 circulates and the case where the cooling water sucked and discharged by the second pump 12 circulates may be switched.

  (6) In the above embodiment, the cooling water is used as the heat medium flowing through the cooling water circuit C1, but various media such as oil may be used as the heat medium. As the heat medium, ethylene glycol antifreeze, water, air maintained at a certain temperature or higher may be used.

  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. In addition to the effect of lowering the freezing point as in the case of cooling water using ethylene glycol (so-called antifreeze liquid), the following effects can be obtained by mixing the nanoparticles with the heat medium.

  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 heat stored in the heat medium itself (cold heat stored by sensible heat) can be increased.

  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 (carbon nanotube), graphene, graphite core-shell nanoparticle (a structure such as a carbon nanotube surrounding the above atom is included as a constituent atom of the nanoparticle. Particles), Au nanoparticle-containing CNTs, and the like can be used.

  (7) In the refrigeration cycle 20 of the above embodiment, a chlorofluorocarbon refrigerant is used as the refrigerant. However, the type of the refrigerant is not limited to this, and natural refrigerant such as carbon dioxide, hydrocarbon refrigerant, or the like is used. May be.

  The refrigeration cycle 20 of the above embodiment 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. You may comprise.

11 Pump 12 Chiller 14 Cooler core (heat medium distribution equipment)
15 Regenerator (cool storage material)
18 Bypass channel 19 Three-way valve (heat medium temperature adjusting means)
20 Refrigeration cycle 21 Compressor 40 Air conditioning controller (heat medium temperature adjusting means)

Claims (3)

A compressor (21) for sucking and discharging refrigerant of the refrigeration cycle (20);
A pump (11) for sucking and discharging the heat medium;
A chiller (12) for exchanging heat between the refrigerant and the heat medium to cool the heat medium;
A heat medium circulation device (14) through which the heat medium cooled by the chiller (12) circulates;
A bypass passage (18) through which the heat medium cooled by the chiller (12) flows bypassing the heat medium circulation device (14);
When priority is given to cold storage in the heat medium over adjustment of the temperature of the heat medium in the heat medium distribution device (14), the temperature of the heat medium cooled by the chiller (12) is a first control temperature (TSO). ) And the temperature of the heat medium in the heat medium circulation device (14) approaches the second control temperature (TCO) higher than the first control temperature (TSO) and the frosting temperature. Heat medium temperature adjusting means for increasing the flow rate of the heat medium flowing through the passage (18) to decrease the flow rate of the heat medium flowing through the heat medium flow device (14) and controlling the operation of the compressor (21). (19, 40). A cold storage material (15) for storing cold heat of the heat medium;
The cold accumulating material (15) has a melting point less than or equal to the second control temperature (TCO), in claim 1, characterized in that the latent heat storage material for storing cold latent heat absorbed when changing from liquid to solid The cooling device as described. The cooling device according to claim 2 , wherein the cold storage material (15) is attached to the chiller (12).

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