JPH0858356A - Air-conditioner for electric vehicle - Google Patents

Abstract

PURPOSE: To prevent decrease of heating capacity due to blinding of fins of a frosting phenomenon or the like in the first outdoor heat exchanger easily receiving an influence of running air at heating operation time, decreasing cooling power due to reducing a cooling air amount of the second outdoor heat exchanger difficult to receive an influence of the running air at cooling operation time, etc. CONSTITUTION: The fist outdoor heat exchanger 26 is set up in the vicinity of a front grille in an electric vehicle, to perform a heat exchange of a refrigerant by blown air of the first outdoor fan 5 and running air, and the second outdoor heat exchanger 27 connected in series to the first outdoor heat exchanger 26 is set up in a reverse surface part of a hood in the electric vehicle, to perform a heat exchange of the refrigerant by only blown air of the second outdoor fan 6. Decreasing an absorptive heating value in the first outdoor heat exchanger 26 due to frosting at heating operation time is compensated by the second outdoor heat exchanger 27, and decreasing an absorptive heating value in the second outdoor heat exchanger 27 due to decreasing a cooling air amount at cooling operation time is compensated by the first outdoor heat exchanger 26.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an air conditioner for an electric vehicle equipped with a heat pump cycle in which two outdoor heat exchangers installed outside a duct are connected in series.

[0002]

2. Description of the Related Art Conventionally, a heat pump type air conditioner for a vehicle (hereinafter referred to as a first conventional example) disclosed in Japanese Patent Laid-Open No. 5-201243 has a duct 101 and a blower 102 as shown in FIG. The refrigeration cycle 104, the control device 105, and the like.

During the cooling operation, the refrigerant compressor 10
The refrigerant discharged from the discharge port 6 has a three-way valve 107 → outdoor heat exchanger 108 → check valve 109 → first indoor heat exchanger 11
It is drawn into the suction port of the refrigerant compressor 106 through 0 → expansion valve 111 → second indoor heat exchanger 112 → receiver 113. Also, during the heating operation, the refrigerant discharged from the discharge port of the refrigerant compressor 106 is changed from the three-way valve 107 to the bypass line 1
It is sucked into the suction port of the refrigerant compressor 106 through 14 → first indoor heat exchanger 110 → expansion valve 111 → second indoor heat exchanger 112 → receiver 113.

That is, in the first conventional example, the heating capacity is reduced due to a decrease in the amount of heat absorbed in the outdoor heat exchanger 108 due to a frost phenomenon or the like, and a defrost operation (the outdoor heat exchanger 10).
In order to eliminate the unstable heating operation due to the increase in the number of defrosting operations (8), during the heating operation, the outdoor heat exchanger 108, which is easily affected by the running wind of the vehicle, is bypassed to the first indoor heat exchanger 110. Circulating the refrigerant. As a second conventional example, as shown in FIG. 10, an air conditioner for a vehicle is known in which the outdoor heat exchanger 121 is arranged in a place that is unlikely to be affected by the running wind of the automobile (for example, the lower surface of the automobile). ing.

[0005]

However, in the first prior art example, during the heating operation, even when the outdoor temperature of the outdoor heat exchanger 108 does not reach the frost (for example, 5 ° C.), the influence of the running wind of the automobile is not affected. Since the outdoor heat exchanger 108 that is easily received does not absorb the heat of air in the refrigerant and the second indoor heat exchanger 112 absorbs a small amount of heat of the air in the refrigerant, the heating capacity is significantly reduced. . In addition, in the second conventional example, since the refrigerant in the outdoor heat exchanger 121 is cooled by blowing only the cooling fan during the cooling operation, the outdoor heat with a large amount of cooling air is easily affected by the running wind of the automobile. There is a problem that the amount of heat radiated in the outdoor heat exchanger 121 is lower than that of the exchanger, and the cooling capacity is reduced.

Therefore, in order to increase the amount of heat absorbed by the outdoor heat exchanger during the heating operation, the refrigerant in the outdoor heat exchanger absorbs the heat of the engine cooling water, and the outdoor heat exchanger during the cooling operation. Vehicle heat pump connected in parallel or in series to the outdoor heat exchanger in order to increase the heat radiation amount of the vehicle, and radiating the heat of the refrigerant in the outdoor heat exchanger susceptible to the running wind of the vehicle to the air. Type air conditioner (Shokai Sho 5
No. 5,102,607, etc., hereinafter referred to as a third conventional example). However, when this third conventional example is installed in an electric vehicle with a poor heat source, even if the exhaust heat of electric components such as a traveling motor, an inverter, and a battery, which replaces the engine, is used, the outdoor heat exchanger can be used. Little heat absorption,
The problem that sufficient heating capacity cannot be obtained arises.

An object of the present invention is to provide an air conditioner for an electric vehicle capable of preventing a decrease in heating capacity due to a decrease in heat absorption amount in one of the outdoor heat exchangers due to a frosting phenomenon during heating operation. To do. Another object of the present invention is to provide an air conditioner for an electric vehicle that can obtain sufficient heating capacity even in an electric vehicle that has a poor heat source. Further, an object of the present invention is to provide an air conditioner for an electric vehicle that can prevent a decrease in cooling capacity due to a decrease in heat radiation amount in the other outdoor heat exchanger during cooling operation. .

[0008]

The present invention serves as a duct for blowing air into the passenger compartment, and as an evaporator which is arranged outside the duct to absorb the heat of the air into the refrigerant flowing during the heating operation to evaporate it. An air conditioner for an electric vehicle, comprising: a refrigeration cycle in which two outdoor heat exchangers, which serve as a condenser that radiates the heat of the refrigerant that has flowed in during the cooling operation to the air and condenses it, are connected in series. Further, in the refrigeration cycle, one of the two outdoor heat exchangers is arranged in a place that is easily affected by the running wind of the electric vehicle, and the two outdoor heat exchangers are arranged. The other outdoor heat exchanger is arranged in a place where it is not easily affected by the running wind of the electric vehicle.

It should be noted that one air blowing means for sending air to the one outdoor heat exchanger and the other air blowing means for sending outdoor air to the other outdoor heat exchanger may be provided. Further, the one outdoor heat exchanger is arranged in the electric vehicle so as to be substantially orthogonal to a flow direction of traveling wind of the electric vehicle,
The other outdoor heat exchanger may be arranged in the electric vehicle so as to be substantially parallel to the flow direction of traveling wind of the electric vehicle. In addition, the one outdoor heat exchanger may be arranged in the front part of the electric vehicle, and the other outdoor heat exchanger may be arranged in the lower part of the electric vehicle. And
The other outdoor heat exchanger may be arranged in a tire house that houses the tires of the electric vehicle. Further, the other outdoor heat exchanger may be arranged above the motor room that houses the traveling motor of the electric vehicle.

[0010]

According to the present invention, both the outdoor heat exchanger which is easily influenced by the traveling wind of the electric vehicle and the other outdoor heat exchanger which is hardly influenced by the traveling wind of the electric vehicle during the heating operation. Refrigerant circulates. When one of the outdoor heat exchangers does not frost, in addition to absorbing heat of air in the refrigerant in one of the outdoor heat exchangers, heat of the air in the refrigerant in the other of the outdoor heat exchangers By absorbing the heat, the heat absorption amount of the entire refrigeration cycle increases. Further, even if one of the outdoor heat exchangers is frosted, the other outdoor heat exchanger, which is difficult to frost on one of the outdoor heat exchangers, absorbs the heat of the air in the refrigerant to make one of the outdoor heat exchangers. The decrease in heat absorption in the exchanger is compensated.

During the cooling operation, the refrigerant circulates in both the outdoor heat exchanger, which is easily affected by the running wind of the electric vehicle, and the other outdoor heat exchanger, which is hardly affected by the running wind of the electric vehicle. In this case, the heat of the refrigerant is radiated to the air by the other outdoor heat exchanger, and the heat of the refrigerant is radiated to the air by the one outdoor heat exchanger that has a larger heat radiation amount than the other outdoor heat exchanger. By radiating heat to the other side, the decrease in the amount of heat radiated in the other outdoor heat exchanger is compensated.

[0012]

Next, the air conditioner for an electric vehicle of the present invention will be described based on a plurality of embodiments applied to a heat pump type air conditioner for an electric vehicle.

[Structure of First Embodiment] FIGS. 1 to 5 show a first embodiment of the present invention. FIG. 1 is a view showing the entire structure of a heat pump type air conditioner for an electric vehicle. . This electric vehicle heat pump type air conditioner 1
Is used as a so-called manual air conditioner for electric vehicles or an automatic air conditioner for electric vehicles.

A heat pump type air conditioner 1 for an electric vehicle comprises a duct 2 for sending air into the vehicle interior, an indoor fan 3 for generating an air flow toward the vehicle interior in the duct 2, a refrigeration cycle for heating and cooling the vehicle interior. 4 and first and second outdoor fans 5 and 6 arranged outside the duct 2 and mounted on an electric vehicle (see FIG. 2) 7.

The duct 2 is arranged on the front side of the vehicle interior,
An air passage is formed inside. Two inlets, an inside air inlet 11 and an outside air inlet 12, are provided on the inlet side (the most upstream side) of the duct 2, and inside and outside air are further provided inside the inside air inlet 11 and the outside air inlet 12. The switching damper 13 is rotatably attached.

The inside / outside air switching damper 13 is composed of a plate damper, and is rotatably attached to the inlet side of the duct 2. A film damper or a rotary damper may be used instead of the plate damper. This inside / outside air switching damper 13
Is driven by an actuator (not shown) such as a servo motor or a step motor as a driving means, and thus the inside air circulation mode in which the inside air introduction port 11 is fully opened and the outside air introduction mode in which the outside air introduction port 12 is fully opened. It works as an inside / outside air switching means for switching the air mode.

On the outlet side (the most downstream side) of the duct 2, there are provided three outlets, a defrost outlet 14, a face outlet 15, and a foot outlet 16, and the inside of each outlet. A diff damper 17, a face damper 18, and a foot damper 19 are rotatably attached to the.

The diff damper 17, the face damper 18, and the foot damper 19 are plate dampers, and are rotatably attached to the outlet side of the duct 2. A film damper or a rotary damper may be used instead of the plate damper. The diff damper 17, the face damper 18, and the foot damper 19 are driven by an actuator (not shown) such as a servo motor or a step motor serving as a driving unit, so that the face mode, the bi-level mode, the foot mode, the defrost mode, and the It works as an outlet switching means for switching the outlet mode such as the foot differential mode.

The indoor fan 3 sucks air from either the inside air introduction port 11 or the outside air introduction port 12 which is opened according to the rotation speed of the fan motor 20, and blows the air into the vehicle compartment through the duct 2. It is a centrifugal blower such as a sirocco fan. The fan motor 20 is a drive unit that rotationally drives the indoor fan 3.

The refrigeration cycle 4 is a so-called accumulator type refrigeration cycle (heat pump cycle),
The refrigerant circulates inside. This refrigeration cycle 4 includes a refrigerant compressor 21, first and second indoor heat exchangers 22 and 23, first and second expansion valves 24 and 25, and first and second outdoor heat exchangers 26 and 27. , An accumulator 28, a four-way valve 29, a solenoid valve 30, and a refrigerant pipe connecting them.

The refrigerant compressor 21 is an electric compressor, which compresses the gas refrigerant sucked inside from the suction port and discharges the high-temperature, high-pressure gas refrigerant from the discharge port, and this compressor. It is composed of an electric motor (not shown) that rotationally drives the main body. The refrigerant compressor 21 includes an inverter (not shown) that controls the rotation speed of the compressor body.

The first indoor heat exchanger 22 is composed of a core portion provided with a plurality of tubes and fins, a tank portion connected to both ends of the core portion, and the like. It is installed on the downstream side. During the heating operation, the first indoor heat exchanger 22 exchanges heat between the high-temperature and high-pressure refrigerant flowing from the refrigerant compressor 21 and the air blown by the indoor fan 3 to radiate the heat of the refrigerant to the air. Acts as an air-cooled condenser (refrigerant condenser) that condenses the refrigerant.

Air mix dampers 31 and 32 composed of plate dampers are rotatably attached to the upstream side (inlet side) and the downstream side (outlet side) of the first indoor heat exchanger 22. ing. A film damper or a rotary damper may be used instead of the plate damper.

The air mix dampers 31 and 32 are driven by an actuator (not shown) such as a servo motor or a step motor as driving means,
By adjusting the amount of air that passes through the first indoor heat exchanger 22 and the amount of air that bypasses the first indoor heat exchanger 22, the radiation amount that adjusts the heat radiation amount in the first indoor heat exchanger 22 is adjusted. Acts as a heat quantity adjustment means.

The second indoor heat exchanger 23 is composed of a core portion provided with a plurality of tubes and fins, a tank portion connected to both ends of the core portion, etc., and the first indoor heat exchanger 22 in the duct 2. It is installed on the upstream side of. The second indoor heat exchanger 23 has the second expansion valve 25 during the cooling operation.
It works as an evaporator (refrigerant evaporator) that evaporates the refrigerant by causing the low-temperature, low-pressure refrigerant that has flowed in more and the air blown by the indoor fan 3 to exchange heat and absorb the heat of the air into the refrigerant.

The first expansion valve 24 is set to the first expansion valve 24 during the heating operation.
The refrigerant flowing from the indoor heat exchanger 22 is decompressed to a gas-liquid two-phase refrigerant (atomic refrigerant). Second expansion valve 25
During the cooling operation, the refrigerant that has flowed in from the second indoor heat exchanger 23 is decompressed into a gas-liquid two-phase refrigerant (atomic refrigerant).

The first outdoor heat exchanger 26 is one of the outdoor heat exchangers of the present invention, and comprises a core portion provided with a plurality of tubes and fins, a tank portion connected to both ends of the core portion, and the like. . As shown in FIG. 2, the first outdoor heat exchanger 26 is installed outside the duct 2 in a place where it is easily affected by the traveling wind of the electric vehicle 7. For example, the traveling motor of the electric vehicle 7 (not shown). It is installed in the front part (near the front grill) 41 in the motor room that stores the (). That is, the core portion of the first outdoor heat exchanger 26 is installed so as to be substantially orthogonal to the flow direction of the traveling wind of the electric vehicle 7. In addition, the first outdoor heat exchanger 26,
A plurality of core portions may be combined so that the refrigerant meanders and flows.

The first outdoor heat exchanger 26 exchanges heat between the low-temperature low-pressure refrigerant flowing from the first expansion valve 24 and the outdoor air (outside air) blown by the first outdoor fan 5 during the heating operation. An evaporator (refrigerant evaporator) that evaporates the refrigerant by absorbing the heat of the outdoor air into the refrigerant.
Work as.

The first outdoor heat exchanger 26 exchanges heat between the high temperature and high pressure refrigerant flowing from the refrigerant compressor 21 and the outdoor air blown by the first outdoor fan 5 during the cooling operation. Air-cooled condenser that condenses the refrigerant by radiating the heat of the refrigerant to the air (refrigerant condenser)
Work as.

The second outdoor heat exchanger 27 is the other outdoor heat exchanger of the present invention, which is connected in series to the first outdoor heat exchanger 26 and has a core portion provided with a plurality of tubes and fins, and It is composed of a tank part connected to both ends of the core part. As shown in FIG. 2, the second outdoor heat exchanger 27 is installed outside the duct 2 in a place where it is unlikely to be affected by the running wind of the electric vehicle 7. For example, the back surface of the hood in the motor room of the electric vehicle 7 It is installed in the section 42. That is, the core portion of the second outdoor heat exchanger 27 is installed so as to be substantially parallel to the flow direction of the traveling wind of the electric vehicle 7.

The second outdoor heat exchanger 27 is provided with a tire house 44 for accommodating the tires 43 of the electric vehicle 7, a recess 46 provided in the lower surface of the center floor pan of the underbody 45 of the electric vehicle 7, or an electric vehicle. You may install in the recessed part 47 provided in the lower surface part of the rear floor pan of the underbody 45 of the motor vehicle 7. In addition, the second outdoor heat exchanger 27 may be installed in a place where the influence of the running wind of the electric vehicle 7 is small, such as inside the electric vehicle 7 or in the trunk room. Further, the second outdoor heat exchanger 27 may be configured by combining a plurality of core portions so that the refrigerant meanders and flows.

The second outdoor heat exchanger 27 exchanges heat between the low-temperature low-pressure refrigerant flowing from the first outdoor heat exchanger 26 and the outdoor air blown by the second outdoor fan 6 during the heating operation. It works as an evaporator (refrigerant evaporator) that evaporates the refrigerant by absorbing the heat of the outdoor air into the refrigerant.

The second outdoor heat exchanger 27 heats the high-temperature, high-pressure refrigerant flowing from the first outdoor heat exchanger 26 and the outdoor air blown by the second outdoor fan 6 during the cooling operation. It functions as an air-cooled condenser (refrigerant condenser) that condenses the refrigerant by exchanging it and radiating the heat of the refrigerant to the outdoor air. In the first embodiment, the first
The outdoor heat exchanger 26 and the second outdoor heat exchanger 27 have a longer connection distance, or the number of bent portions of the connection pipes is increased, so that the pressure loss of the refrigerant is increased and the heating performance and the cooling performance are improved. Since it may decrease, it is desirable that the connection pipe 33 connecting the first outdoor heat exchanger 26 and the second outdoor heat exchanger 27 has a large diameter such as φ20.

The accumulator 28 functions as a gas-liquid separating means for separating the refrigerant flowing therein into a liquid refrigerant and a gas refrigerant and supplying only the gas refrigerant to the refrigerant compressor 21. In addition,
A receiver may be used as the gas-liquid separating means. The four-way valve 29 is a refrigerant flow path switching means that switches the flow direction of the refrigerant circulating in the refrigeration cycle 4, and is set to the position shown by the solid line in the drawing during the cooling operation and illustrated in the drawing during the heating operation, as shown in FIG. It is set at the position indicated by the broken line.

The electromagnetic valve 30 is a refrigerant flow path switching means for switching the flow direction of the refrigerant circulating in the refrigeration cycle 4, and opens when energized and closes when energized stops.
The solenoid valve 30 is installed in a bypass pipe line 34 that diverts the refrigerant flowing out of the second outdoor heat exchanger 27 from the second indoor heat exchanger 23 and the second expansion valve 25.

The first outdoor fan 5 is one of the blowing means of the present invention, and is a blowing device such as an axial fan that is driven to rotate by the fan motor 51 and sends outdoor air to the first outdoor heat exchanger 26. Is. The fan motor 51 is a driving unit that rotationally drives the first outdoor fan 5, and as shown in the graph of FIG. 3, at a constant rotation speed so as to obtain a predetermined wind speed (for example, 4.5 m / sec). The first outdoor fan 5 is rotated.

The second outdoor fan 6 is one of the blowing means of the present invention, and is a blower such as an axial fan that is driven to rotate by the fan motor 61 and sends outdoor air to the second outdoor heat exchanger 27. Is. The fan motor 61 is a drive unit that rotationally drives the second outdoor fan 6, and as shown in the graph of FIG. 4, at a constant rotation speed so as to obtain a predetermined wind speed (for example, 4.5 m / sec). The second outdoor fan 6 is rotated.

[Operation of First Embodiment] Next, the operation of the heat pump type air conditioner 1 for an electric vehicle of this embodiment will be briefly described with reference to FIGS. 1 to 4.

(During heating operation) During heating operation, the four-way valve 2
9, the solenoid valve 30 is opened, and the refrigerant flows in the refrigeration cycle 4 in the direction indicated by the arrow H in FIG. Therefore, the high-temperature, high-pressure gas refrigerant discharged from the discharge port of the refrigerant compressor 21 flows into the first indoor heat exchanger 22 installed in the duct 2 through the four-way valve 29. Then, the gas refrigerant exchanges heat with the air blown by the rotation of the indoor fan 3 when passing through the first indoor heat exchanger 22, and radiates heat to the air to be condensed and liquefied.

The warm air heated by heat exchange with the refrigerant is
The passenger compartment is heated mainly by being blown from the foot outlet 16 toward the feet of the occupant. Alternatively, the air is blown from the defrost outlet 14 toward the inner surface of the windshield of the electric vehicle 7, whereby the inside of the windshield is prevented from defrosting and the outside is defrosted or defrosted.

The liquid refrigerant flowing out from the outlet of the first indoor heat exchanger 22 flows into the first expansion valve 24, and is decompressed when passing through the first expansion valve 24 so that the mist has a low temperature and a low pressure. Becomes a liquid refrigerant (refrigerant in a gas-liquid two-phase state). The atomized refrigerant is the first
The outdoor air that flows into the outdoor heat exchanger 26 and is blown by the first outdoor fan 5 is heat-exchanged with the traveling wind (outdoor air) of the electric vehicle 7. At this time, a part of the refrigerant is evaporated and vaporized by absorbing the heat of the outdoor air,
The gas component in the refrigerant increases.

The gas-liquid two-phase state refrigerant flowing out from the outlet of the first indoor heat exchanger 26 then flows into the second outdoor heat exchanger 27 and is blown by the second outdoor fan 6. All the refrigerant becomes a gas refrigerant by exchanging heat with the outdoor air to be absorbed and evaporating the liquid component in the refrigerant to absorb the heat of the outdoor air. That is, the first and second outdoor heat exchangers 26 and 27 perform the same operation as one evaporator. Further, when the first outdoor heat exchanger 26 is frosted, most of the refrigerant is evaporated and vaporized in the second outdoor heat exchanger 27, and the first outdoor heat exchanger 26
The decrease in the heat absorption amount at

Then, the gas refrigerant flowing out from the outlet of the second outdoor heat exchanger 27 flows into the accumulator 28 through the bypass pipe 34 by opening the solenoid valve 30. Then, the refrigerant is gas-liquid separated in the accumulator 28, and only the gas refrigerant is sucked into the refrigerant compressor 21.

FIG. 5 shows the electric vehicle 7 of 40 km / h-60.
It is a time chart which showed the heating capacity ratio at the time of heating operation at the time of running at km / h. Here, A represents the heating capacity of the first outdoor heat exchanger 26, B represents the heating capacity of the second outdoor heat exchanger 27, C represents the heating capacity of the refrigeration cycle 4, and D represents the first. 7 shows the heating capacity of an outdoor heat exchanger having a core area twice as large as that of the outdoor heat exchanger 26 of FIG.

In the heating operation of the first embodiment, as shown in the time chart of FIG. 5, even if the outside air temperature is 5 ° C., the operating time is long when it is raining or when the humidity is high (for example, 90% RH). As the length increases, the first outdoor heat exchanger 26, which is easily affected by the traveling wind (outside air temperature), gradually forms frost.
When the heating capacity of the first outdoor heat exchanger 26 at the start of the heating operation is set to 1.0, it decreases to about half (0.5) when about 40 minutes have passed. At this time, the first
The air volume of the air passing through the outdoor heat exchanger 26 becomes about half of that at the start of the operation, and the ventilation area of the core portion of the first outdoor heat exchanger 26 also becomes about half, but the running wind (outside air temperature) The heating capacity of the second outdoor heat exchanger 27, which is not easily affected and is unlikely to be frosted, does not change much even if the heating operation is continued.

As a result, the heating capacity of the refrigeration cycle 4 of the first embodiment (the sum of the heating capacities of the first and second outdoor heat exchangers 26, 27) is 1. It becomes 5.
This is the first outdoor heat exchanger 2 expressed by the following equation 2.
It is larger than the heating capacity (1.0) of the outdoor heat exchanger, which has a core area twice that of 6 and is easily affected by the running wind of the electric vehicle.

## EQU1 ## (C) ... 1.0 + 0.5 = 1.5

Equation 2 (D) ... 0.5 + 0.5 = 1.0

(Cooling operation) During the cooling operation, the four-way valve 2
9, the solenoid valve 30 is closed, and the refrigerant flows in the refrigeration cycle 4 in the direction indicated by the arrow C in FIG. Therefore, the high-temperature and high-pressure gas refrigerant discharged from the discharge port of the refrigerant compressor 21 passes through the four-way valve 29, flows into the first outdoor heat exchanger 26, and is blown by the first outdoor fan 5. Heat is exchanged between the outdoor air and the traveling wind of the electric vehicle 7 (outdoor air). At this time, the heat of the refrigerant is radiated to the outdoor air to be condensed and liquefied, and the liquid component in the refrigerant increases.

The gas-liquid two-phase state refrigerant flowing out from the outlet of the first indoor heat exchanger 26 then flows into the second outdoor heat exchanger 27 and is blown by the second outdoor fan 6. All the refrigerant becomes a liquid refrigerant by exchanging heat with the outdoor air that is generated and condensing and liquefying the gas component in the refrigerant by radiating heat to the outdoor air. That is, the first and second outdoor heat exchangers 26 and 27 perform the same operation as one condenser. Moreover, the vehicle speed of the electric vehicle 7 is 40 km.
/ H or more, the amount of heat radiated in the first outdoor heat exchanger 26 is larger than that in the second outdoor heat exchanger 27, so that many refrigerants are condensed and liquefied in the first outdoor heat exchanger 26. As a result, the decrease in the amount of heat radiated in the second outdoor heat exchanger 27 due to the decrease in the cooling air to the first outdoor heat exchanger 26 is compensated.

The liquid refrigerant flowing out from the outlet of the second outdoor heat exchanger 27 flows into the second expansion valve 25 and is decompressed when passing through the second expansion valve 25, so that the temperature is low and the pressure is low. It becomes the atomized refrigerant (refrigerant in a gas-liquid two-phase state). The atomized refrigerant is
The air flows into the second indoor heat exchanger 23 installed in the duct 2 and exchanges heat with the air blown by the rotation of the indoor fan 3 when passing through the second indoor heat exchanger 23. It evaporates and vaporizes by absorbing heat.

The cold air cooled by heat exchange with the refrigerant is
The interior of the vehicle interior is cooled by being blown out mainly from the face outlets 15 toward the head and chest of the occupant. Then, it flows into the accumulator 28. Then, the refrigerant is gas-liquid separated in the accumulator 28, and only the gas refrigerant is sucked into the refrigerant compressor 21.

FIG. 6 shows the electric vehicle 7 of 40 km / h-60.
It is a time chart which showed the cooling capacity ratio at the time of cooling operation at the time of running at km / h. Here, A represents the cooling capacity of the first outdoor heat exchanger 26, B represents the cooling capacity of the second outdoor heat exchanger 27, C represents the cooling capacity of the refrigeration cycle 4, and D represents the first cooling capacity. 7 shows the cooling capacity of an outdoor heat exchanger having a core area twice as large as that of the outdoor heat exchanger 26 of FIG.

In the cooling operation of the first embodiment, as shown in the time chart of FIG. 6, the first outdoor heat exchanger 26 is likely to be affected by traveling wind (outdoor air) as the operating time becomes longer. Running air (outdoor air) against the cooling capacity of
The cooling capacity of the second outdoor heat exchanger 27, which is less likely to be affected by, decreases. This means that, as shown in the graph of FIG. 3 and the graph of FIG. 4, when the vehicle speed of the electric vehicle 7 becomes 40 km / h or more, the amount of air passing through the first outdoor heat exchanger 26 is increased by the increase in traveling wind. This is because the amount of heat radiation in the first outdoor heat exchanger 26 is larger than that in the second outdoor heat exchanger 27 due to the increase. Therefore, when the cooling capacity of the first outdoor heat exchanger 26 is 1.0, the vehicle speed of the electric vehicle 7 is 60.
At km / h, the cooling capacity of the second outdoor heat exchanger 27 decreases to about 0.8.

As a result, the cooling capacity of the refrigeration cycle 4 of the first embodiment (the sum of the cooling capacities of the first and second outdoor heat exchangers 26 and 27) is 1. It becomes 8.
This is the first outdoor heat exchanger 2 expressed by the following equation (4).
The air velocity (air volume) of the second outdoor fan 6 is increased, though it is smaller than the cooling capacity (2.0) of the outdoor heat exchanger that has a core area twice that of 6 and is easily affected by the running wind of the electric vehicle. By doing so, the cooling capacity of the refrigeration cycle 4 can be increased to an equivalent level.

(C) ... 1.0 + 0.8 = 1.8

[Equation 4] (D) ... 1.0 + 1.0 = 2.0

[Effects of the First Embodiment] This heat pump type air conditioner 1 for an electric vehicle has a first outdoor heat exchanger 2 which is easily affected by the running wind of the electric vehicle 7 during heating operation.
In the case where 6 is an outside air temperature (for example, 5 ° C.) that does not cause the fins to be clogged due to the frost phenomenon immediately after the start of operation, the amount of heat absorbed by the first outdoor heat exchanger 26 decreases during rainfall or high speed traveling. However, it is not the ratio of the decrease in the amount of heat absorbed during frost formation.

That is, when frost formation does not occur, the first
In the outdoor heat exchanger 26, the refrigerant absorbs the heat of the outdoor air, and the second outdoor heat exchanger 27 absorbs the heat of the outdoor air. The second outdoor heat exchanger 27 compensates for the decrease in the heat absorption amount. For this reason, the heat absorption amount of the entire refrigeration cycle 4 (the sum of the heat absorption amounts of the first and second outdoor heat exchangers 26 and 27) increases, so that a significant improvement effect of the heating capacity can be obtained. Since sufficient heating capacity can be obtained without using the exhaust heat of electric components such as the traveling motor, the inverter, the battery, and the headlight, an exhaust heat recovery mechanism such as a hot water circuit is not required. Excellent in economy.

Further, in the heat pump type air conditioner 1 for an electric vehicle, the fins are clogged in the first outdoor heat exchanger 26, which is easily affected by the running wind of the electric vehicle 7 during the heating operation, due to a frosting phenomenon or the like. When the heat is generated, even if the amount of heat absorbed by the first outdoor heat exchanger 26 decreases, it is hardly affected by the running wind of the electric vehicle 7, and heat is absorbed by the second outdoor heat exchanger 27 that hardly forms frost. The heat absorption amount of the entire refrigeration cycle 4 (first and second outdoor heat exchangers 2
The sum of the heat absorption amounts at 6 and 27) can be increased. Therefore,
Overall, the heating capacity can be improved.

In the heat pump type air conditioner 1 for an electric vehicle, during the cooling operation, the heat of the refrigerant is cooled by the second outdoor heat exchanger 27, which is hardly affected by the running wind of the electric vehicle 7 and has a small amount of cooling air. In addition to radiating heat to the second outdoor heat exchanger 2
The first outdoor heat exchanger 26 having a large amount of cooling air with respect to 7
The heat of the refrigerant is radiated to the air in the second outdoor heat exchanger 27 to reduce the amount of heat radiated in the second outdoor heat exchanger 27.
I am trying to make up for it. Therefore, the heat radiation amount of the entire refrigeration cycle 4 (the sum of the heat radiation amounts of the first and second outdoor heat exchangers 26 and 27) can be increased, so that the cooling capacity of the refrigeration cycle 4 can be improved.

[Second Embodiment] FIG. 7 shows a second embodiment of the present invention, and FIG. 4 is a view showing a refrigeration cycle of a heat pump type air conditioner for an electric vehicle.

The refrigerating cycle 4 of the second embodiment is the first
The indoor heat exchanger 22, the first expansion valve 24, the solenoid valve 30, and the bypass line 34 are eliminated to simplify the circuit structure. As a pressure reducing means between the second outdoor heat exchanger 27 and the indoor heat exchanger 35, a fixed throttle 36 such as a capillary tube or an orifice is provided instead of the expansion valve. The indoor heat exchanger 35 is a duct (not shown).
It is installed inside and functions as an air-cooled condenser during heating operation and as an evaporator during cooling operation.

Therefore, in the second embodiment, during the heating operation, the refrigerant compressor 21 → the four-way valve 29 → the indoor heat exchanger 35 → the fixed throttle 36 → the second outdoor heat exchanger 27 → the first outdoor heat exchange. Device 26 → four-way valve 29 → accumulator 28
→ The refrigerant circulates like the refrigerant compressor 21. Further, during the cooling operation, the refrigerant compressor 21 → the four-way valve 29 → the first outdoor heat exchanger 26 → the second outdoor heat exchanger 27 → the fixed throttle 36.
→ Indoor heat exchanger 35 → Four-way valve 29 → Accumulator 2
8 → The refrigerant circulates like the refrigerant compressor 21.

[Third Embodiment] FIG. 8 shows a third embodiment of the present invention, and FIG. 7 is a view showing a refrigeration cycle of a heat pump type air conditioner for an electric vehicle. In the refrigeration cycle 4 of the third embodiment, the order of the first and second outdoor heat exchangers 26 and 27 is reversed from that of the refrigeration cycle of the second embodiment.

Therefore, in the second embodiment, during the heating operation, the refrigerant compressor 21 → the four-way valve 29 → the indoor heat exchanger 35 → the fixed throttle 36 → the first outdoor heat exchanger 26 → the second outdoor heat exchange. Vessel 27 → four-way valve 29 → accumulator 28
→ The refrigerant circulates like the refrigerant compressor 21. Further, during the cooling operation, the refrigerant compressor 21 → the four-way valve 29 → the second outdoor heat exchanger 27 → the first outdoor heat exchanger 26 → the fixed throttle 36.
→ Indoor heat exchanger 35 → Four-way valve 29 → Accumulator 2
8 → The refrigerant circulates like the refrigerant compressor 21.

[Modification] In this embodiment, the connection pipe 33 is used.
Although the example in which the first and second outdoor heat exchangers 26 and 27 are connected via the above is shown, the first and second outdoor heat exchangers 26 and 27 are shown.
It is also possible to stack two in the vertical and horizontal directions and connect them via a tank or tube. In this case, the second outdoor heat exchanger 27 is arranged so that the traveling wind does not hit the core portion of the second outdoor heat exchanger 27, which is less likely to be affected by the traveling wind of the electric vehicle 7.
It suffices to cover the core part of the with a housing.

In this embodiment, the first and second outdoor fans 5, 6 are rotationally driven by the fan motors 51, 61, but the first and second outdoor fans 5, 6 are driven by other hydraulic motors or the like. It may be rotationally driven by means.

[0065]

According to the present invention, when one outdoor heat exchanger is frosted during heating operation, the decrease in the amount of heat absorbed by one outdoor heat exchanger is frosted on one outdoor heat exchanger. Since the other outdoor heat exchanger, which is difficult to perform, is used to compensate, it is possible to suppress a decrease in the heat absorption amount of the entire refrigeration cycle, and thus it is possible to prevent a decrease in the heating capacity of the refrigeration cycle.
Further, when one of the outdoor heat exchangers does not frost during the heating operation, the two outdoor heat exchangers can absorb heat from the air, so that even in an electric vehicle with a poor heat source,
Since the heat absorption amount of the entire refrigeration cycle increases, a sufficient heating capacity can be obtained. Further, the present invention, during the cooling operation, since the decrease in the heat radiation amount in the other outdoor heat exchanger with a small amount of cold air is compensated by the one outdoor heat exchanger with a large amount of cold air, the entire refrigeration cycle Since it is possible to suppress a decrease in the heat radiation amount, it is possible to prevent a decrease in the cooling capacity of the refrigeration cycle.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing a first embodiment of the present invention.

FIG. 2 is a schematic view showing an example of mounting an outdoor heat exchanger on an electric vehicle according to a first embodiment of the present invention.

FIG. 3 is a graph showing the relationship between the vehicle speed of the electric vehicle and the wind speed received by the first outdoor heat exchanger.

FIG. 4 is a graph showing the relationship between the vehicle speed of an electric vehicle and the wind speed received by a second outdoor heat exchanger.

FIG. 5 is a time chart showing heating capacity ratios of a first outdoor heat exchanger and a second outdoor heat exchanger.

FIG. 6 is a time chart showing the cooling capacity ratios of the first outdoor heat exchanger and the second outdoor heat exchanger.

FIG. 7 is a configuration diagram showing a second embodiment of the present invention.

FIG. 8 is a configuration diagram showing a third embodiment of the present invention.

FIG. 9 is a configuration diagram showing a first conventional example.

FIG. 10 is a perspective view showing a second conventional example.

[Explanation of symbols]

 1 Heat Pump Type Air Conditioner for Electric Vehicle 2 Duct 3 Indoor Fan 4 Refrigeration Cycle 5 First Outdoor Fan (One Blower Means) 6 Second Outdoor Fan (Other Blower Means) 7 Electric Vehicle 26 First Outdoor Heat Exchanger (one outdoor heat exchanger) 27 Second outdoor heat exchanger (other outdoor heat exchanger)

Claims (6)

[Claims] 1. A duct for blowing air into a passenger compartment, and a duct arranged outside this duct, which functions as an evaporator for absorbing and absorbing the heat of air from a refrigerant flowing in during heating operation and evaporating the refrigerant flowing in during cooling operation. An air conditioner for an electric vehicle, comprising: a refrigeration cycle in which two outdoor heat exchangers, which function as a condenser for radiating heat to air to be condensed, are connected in series, wherein the refrigeration cycle includes the two One of the outdoor heat exchangers is placed in a place that is easily affected by the running wind of the electric vehicle, and the other outdoor heat exchanger of the two outdoor heat exchangers is An air conditioner for an electric vehicle, wherein the air conditioner is arranged in a place that is unlikely to be affected by the running wind of the electric vehicle. 2. The air conditioner for an electric vehicle according to claim 1, wherein one air blowing unit that sends outdoor air to the one outdoor heat exchanger and the other air blowing unit that sends outdoor air to the other outdoor heat exchanger. An air conditioner for an electric vehicle, comprising: 3. The air conditioner for an electric vehicle according to claim 1 or 2, wherein the one outdoor heat exchanger is arranged so as to be substantially orthogonal to a flow direction of traveling wind of the electric vehicle. An air conditioner for an electric vehicle, which is arranged in the electric vehicle, wherein the other outdoor heat exchanger is arranged in the electric vehicle so as to be substantially parallel to a flow direction of traveling wind of the electric vehicle. . 4. The air conditioner for an electric vehicle according to claim 3, wherein the one outdoor heat exchanger is arranged in a front part of the electric vehicle, and the other outdoor heat exchanger is the electric vehicle. An air conditioner for an electric vehicle, which is arranged in the lower part of the. 5. The air conditioner for an electric vehicle according to claim 3, wherein the other outdoor heat exchanger is arranged in a tire house that houses tires of the electric vehicle. Air conditioner. 6. The air conditioner for an electric vehicle according to claim 3, wherein the other outdoor heat exchanger is arranged in an upper portion of a motor room that accommodates a traveling motor of the electric vehicle. Air conditioner for electric vehicles.