WO2013157214A1

WO2013157214A1 - Onboard device temperature adjusting apparatus

Info

Publication number: WO2013157214A1
Application number: PCT/JP2013/002337
Authority: WO
Inventors: 竹内　雅之; 井上　誠司; 山中　隆
Original assignee: 株式会社デンソー
Priority date: 2012-04-16
Filing date: 2013-04-04
Publication date: 2013-10-24
Also published as: JP2013220712A

Abstract

An onboard device temperature adjusting apparatus includes a vehicle air-conditioning apparatus (100) using a cooling cycle including a compressor (11), a condenser (12), and an evaporator (10). A high-pressure side reservoir mechanism (15, 51) comprising a sub-cool modulator (15) or a receiver (51) is disposed downstream of the flow of refrigerant in the condenser (12). Further downstream of the reservoir mechanism (15, 51), a first choke (16) for squeezing the flow of refrigerant, a heat exchange unit (20) for exchanging heat with an onboard device (5) in which the refrigerant flows, a second choke (17) for squeezing the flow of refrigerant, and the evaporator (10) are arranged in sequence. The opening angle of the first choke (16) is controlled by a control device (7, 25) on the basis of the temperature of a battery as the onboard device (5) such that the onboard device (5) can be heated or cooled via a heat exchange fluid in the heat exchange unit (20). Thus, heating and warming of an automobile component such as the battery can be both achieved by using a highly efficient refrigeration cycle, whereby an onboard device temperature adjusting apparatus having a simple configuration can be provided at low cost.

Description

In-vehicle equipment temperature controller

Cross-reference of related applications

This application is based on Japanese Patent Application No. 2012-093000 filed on Apr. 16, 2012, the disclosure of which is incorporated herein by reference.

The present disclosure relates to an in-vehicle device temperature control device applied to heating and cooling an in-vehicle device such as an automobile component using a cooling cycle of a vehicle air conditioner, and in particular, a battery for an electric vehicle such as an electric vehicle or a hybrid vehicle. The present invention relates to an on-vehicle equipment temperature control device applied to heating and cooling of automobile components such as a motor and an inverter.

In an electric vehicle such as an electric vehicle or a hybrid vehicle, electric energy stored in a power storage device such as a secondary battery is supplied to a motor via an inverter, and the motor is driven to run. These electronic devices such as batteries, inverters, and motors generate heat when they are in use, such as when they are traveling, and not only do not have sufficient functions at high temperatures, but also cause deterioration and damage to the devices. A cooling means is required to maintain.

On the other hand, especially in the case of batteries, the input / output characteristics deteriorate not only at high temperatures but also at low temperatures such as in winter, resulting in problems such as inability to obtain sufficient power for running or charging / regeneration. Therefore, in order to draw out sufficient performance, not only cooling but also heating means are required.

The temperature at which the battery operates optimally is generally 10 ° C. to 40 ° C., and if it exceeds 40 ° C. on the high temperature side, the battery will deteriorate, particularly at 60 ° C. or higher. If the temperature is lower than 10 ° C. on the low temperature side, the input / output characteristics of the battery are significantly reduced, and there are cases where the battery cannot be accelerated, cannot be regenerated, or cannot be charged.

In addition, energy is required to adjust the temperature (also called temperature control) of these devices. For example, if a large amount of energy is spent adjusting the temperature of the device during traveling, the energy that can be used for traveling decreases. The cruising range may be reduced. Moreover, even when the temperature of the device is controlled by an external power source such as during parking or charging, using an inefficient temperature control means may increase the electricity bill. Therefore, there is a demand for an on-vehicle equipment temperature control device that can achieve both cooling and heating, and has a high efficiency and a simple configuration.

Conventionally, a battery cooling device described in Patent Document 1 is known. This device provides a battery cooling device capable of effectively cooling a battery against heat generation at the time of charging / discharging of the battery that depends on the driving state of the vehicle, temperature changes due to environmental changes due to outside air temperature, and the like. ing. For this purpose, an evaporator cooled by the refrigerant supplied from the refrigeration cycle of the air conditioner via the refrigerant bypass passage is arranged in the cooling passage where a part or all of the battery is exposed, and the air in the cooling passage is blown by the blower. Circulating the battery effectively cools the battery. The refrigerant of the low-pressure side (endothermic side) of the refrigeration cycle used for air conditioning is branched, and devices such as batteries are cooled by the principle of the air conditioner cooler.

JP 2002-31441 A

According to the examination of the inventors of the present application, the technique of the above-mentioned Patent Document 1 can be cooled but cannot be heated, so it is necessary to provide another heating means such as an electric heater, which may increase the cost. In addition, since heating means such as an electric heater is low in efficiency, a large amount of energy may be required for adjusting the temperature of the apparatus, particularly during heating.

It is also possible to use a heat pump cycle instead of an electric heater. However, although it can be applied to a vehicle equipped with a heat pump for an air conditioner, it may not be applicable to a vehicle that uses a refrigeration cycle only for a cooler (cooling).

Furthermore, it is conceivable to use a technology that bypasses the radiator (condenser) to send hot hot gas. However, the configuration may be complicated due to branching of the piping.

An object of the present disclosure is to provide an on-vehicle equipment temperature control device that can achieve both cooling and warm-up of automobile components such as a battery by using a highly efficient refrigeration cycle, and has a simple configuration and low cost. Yes.

According to one aspect of the present disclosure, the in-vehicle device temperature control device includes the in-vehicle device and a vehicle cooling cycle device that cools the conditioned air. The vehicle cooling cycle device includes a compressor that compresses and discharges the refrigerant, a condenser that dissipates heat of the refrigerant discharged from the compressor, a liquid storage mechanism that is disposed downstream of the refrigerant flow of the condenser, A first throttle that is arranged on the downstream side of the refrigerant flow of the liquid reservoir mechanism to restrict the flow of the refrigerant, and an on-vehicle device that is arranged on the downstream side of the refrigerant flow of the first throttle and heat-exchanges with the on-vehicle device to heat or cool the on-vehicle device. Heat exchanger, a second throttle that is arranged downstream of the refrigerant flow in the heat exchanger and restricts the flow of the refrigerant, and a refrigerant that is arranged downstream of the refrigerant flow in the second throttle to cool the conditioned air An evaporator. The in-vehicle device temperature control device further includes a control device that controls at least the opening of the first throttle so that the in-vehicle device is heated or cooled by the heat exchange unit based on the temperature of the in-vehicle device.

According to this, a complicated configuration becomes unnecessary and simplification is possible. Incidentally, in the case of using a heat pump or hot gas, a complicated configuration such as a three-way valve, a solenoid valve, or a three-way branch pipe is required to achieve both heating and cooling of in-vehicle devices. No configuration is required.

FIG. 1 is a schematic diagram illustrating an in-vehicle device temperature control apparatus according to the first embodiment of the present disclosure. It is a Mollier diagram at the time of the cooling control mode driving | operation in the vehicle equipment temperature control apparatus of 1st Embodiment. It is a Mollier diagram at the time of the heating control mode driving | operation in the vehicle equipment temperature control apparatus of 1st Embodiment. It is the schematic which shows the 1st aperture_diaphragm | restriction used for the vehicle equipment temperature control apparatus in 2nd Embodiment of this indication. It is a schematic diagram which shows the vehicle equipment temperature control apparatus in 3rd Embodiment of this indication. It is a Mollier diagram at the time of the cooling control mode driving | operation in the vehicle equipment temperature control apparatus of 3rd Embodiment. It is a Mollier diagram at the time of the heating control mode driving | operation in the vehicle equipment temperature control apparatus of 3rd Embodiment. It is a schematic diagram which shows the vehicle equipment temperature control apparatus in 4th Embodiment of this indication. It is a Mollier diagram at the time of the cooling control mode driving | operation in the vehicle equipment temperature control apparatus of 4th Embodiment. It is a Mollier diagram at the time of the heating control mode driving | operation in the vehicle equipment temperature control apparatus of 4th Embodiment. It is a schematic diagram which shows the auxiliary heat exchanger and door member which are used for the vehicle equipment temperature control apparatus in 5th Embodiment of this indication. It is a schematic diagram which shows the vehicle equipment temperature control apparatus in 6th Embodiment of this indication. It is a schematic diagram which shows the vehicle equipment temperature control apparatus in 7th Embodiment of this indication. It is a schematic diagram which shows the vehicle equipment temperature control apparatus in 8th Embodiment of this indication.

Hereinafter, a plurality of modes for carrying out the present disclosure will be described with reference to the drawings. In each embodiment, parts corresponding to the matters described in the preceding embodiment may be denoted by the same reference numerals, and redundant description may be omitted. When only a part of the configuration is described in each mode, the other modes described above can be applied to the other parts of the configuration. Not only combinations of parts that clearly show that combinations are possible in each embodiment, but also combinations of the embodiments even if they are not explicitly stated unless there is a problem with the combination. Is also possible.
(First embodiment)
Hereinafter, a first embodiment of the present disclosure will be described in detail with reference to FIGS. 1 to 3. The vehicle disclosed in this disclosure is not limited to a hybrid vehicle, but may be an ordinary gasoline vehicle, but it is equipped with a refrigeration cycle consisting of a cooling cycle and equipped with in-vehicle equipment such as a battery whose temperature needs to be adjusted. Is a requirement.

In the first embodiment, a hybrid vehicle having a battery 5 that supplies running energy, a motor generator (MG) 2 that drives wheels by the electric power of the battery 5, and an engine 3 will be described as an example. The battery 5 may be used as an example of an in-vehicle device mounted on the vehicle.

In FIG. 1, a hybrid ECU (hybrid electronic unit) 1 is a function for performing drive switching control as to which driving force is transmitted to driving wheels among a motor generator 2 and an engine 3, and an in-vehicle power storage device. A function of controlling charging / discharging of the battery (secondary battery) 5 is provided.

The battery 5 is stored in the battery pack 21 as a plurality of battery cells. The battery 5 supplies power consumed by the compressor (electric compressor) 11 of the vehicle air conditioner 100 (vehicle cooling cycle device) through the power line 11P.

Also, a charging device (not shown) for charging the battery 5 is provided. In addition, the charging device includes a power stand that is connected to a table lamp or a commercial power source (household power source) as a power supply source, and the battery 5 is charged by connecting the power supply source to the outlet. be able to. Furthermore, the charging device charges the battery 5 made up of the secondary battery with the electric power generated by the motor generator 2 during regenerative braking when the vehicle goes down the hill.

Next, the vehicle air conditioner 100 of FIG. 1 will be described. The vehicle air conditioner 100 is configured to control an air conditioning unit that air-conditions the passenger compartment by the air conditioner ECU 7. In FIG. 1, only the state in which the air conditioner ECU 7 typically supplies the control signal 11s to the compressor 11 is illustrated. The vehicle air conditioner 100 is configured as a so-called auto air conditioner system. The vehicle air conditioner 100 controls the refrigerant flow in the refrigeration cycle 8 to air-condition the vehicle interior.

The air conditioning unit (not shown) is disposed in front of the vehicle interior of the vehicle and includes a known air conditioning case through which the blown air passes. In the air conditioning case, an air intake is formed on one side, and a plurality of air outlets through which air toward the passenger compartment passes is formed on the other side. The air conditioning case has a ventilation path through which the blown air passes between the air intake and the air outlet. A blower is provided on the upstream side (one side) of the air conditioning case.

The blower (air conditioner blower) includes an inside / outside air switching mechanism (also referred to as an inside / outside air switching door) and a blower. The inside / outside air switching door is driven by an actuator such as a servo motor, and constitutes a suction port switching means for changing the opening degree between the inside air suction port and the outside air suction port which are air intake ports.

The blower is a centrifugal blower that is rotationally driven by a blower motor controlled by a blower drive circuit (not shown) to generate an air flow toward the vehicle interior in the air conditioning case. The blower has a function of changing the amount of air-conditioning air blown out from each air outlet, which will be described later, toward the vehicle interior. The air-conditioning case is provided with an evaporator 10 that forms an air-conditioning heat exchanger for heating or cooling the air blown from the blower to produce conditioned air.

The evaporator 10 functions as a cooling heat exchanger that uses refrigerant to adjust (cool) the temperature of the conditioned air that passes through the air conditioning case and travels toward the vehicle interior. A heater core (not shown) or an electric heater as a heating heat exchanger that heats the air passing through the ventilation passage by exchanging heat with the engine cooling water of the engine 3 is provided on the air downstream side of the evaporator 10. ing.

The cooling water circuit through which the engine cooling water circulates is a circuit that circulates the engine cooling water heated by the water jacket of the engine 3 by an electric water pump. This circuit is provided with a radiator (not shown), a thermostat (not shown), and a heater core.

An air mix door for adjusting the temperature in the passenger compartment is provided on the upstream side of the heater core. The air mix door is driven by an actuator such as a servo motor. Moreover, an air mix door changes the blowing temperature of the conditioned air blown from each blower outlet toward the vehicle interior. In other words, the air mix door functions as an air mix means for adjusting the air volume ratio between the air passing through the evaporator 10 and the air passing through the heater core or the like.

The evaporator 10 is a component of the refrigeration cycle 8 composed of a cooling cycle. Further, the direct current output of the battery 5 is converted into three-phase alternating current by an inverter (not shown). The refrigeration cycle 8 includes a compressor 11 that is driven by an electric motor to which the three-phase alternating current is input and sucks and compresses the refrigerant and then discharges the refrigerant.

Further, the refrigeration cycle 8 has a condenser 12 that condenses and liquefies the refrigerant discharged from the compressor 11, a subcool modulator 15 that gas-liquid separates the liquid refrigerant that has flowed from the condenser 12, and the subcool modulator 15 that has flowed in. A first throttle 16 and a second throttle 17 for adiabatic expansion of the liquid refrigerant, and an evaporator 10 for evaporating and evaporating the gas-liquid two-phase refrigerant flowing from the second throttle 17 are included. The subcool modulator 15 may be used as an example of a liquid storage mechanism that is arranged on the downstream side of the refrigerant flow of the condenser 12 and separates the refrigerant into gas and liquid.

When the compressor 11 rotates and the air cooling action by the evaporator 10 is performed and the rotation of the compressor 11 is stopped (off), the refrigerant discharge by the compressor 11 is stopped, and the air cooling action by the evaporator 10 is performed. Stopped. The battery 5 is charged by the electric power of the motor generator (MG) 2 or by a generator (not shown) driven by the engine 3.

In addition, the condenser 12 is disposed in a place where it is easy to receive traveling wind generated when the hybrid vehicle travels. The condenser 12 performs outdoor heat exchange between refrigerant flowing inside and outside air or traveling wind blown by an outdoor fan (not shown). It constitutes a heat exchanger.

The most downstream side of the air conditioning case is formed with a defroster opening, a face opening, and a foot opening, respectively, which constitute the outlet switching unit. A blower outlet switching door is rotatably mounted inside each blower outlet. The air outlet switching door is driven by an actuator such as a servo motor, and can switch the air outlet mode to any of the well-known face mode, bi-level mode, foot mode, foot defroster mode, or defroster mode.

Next, the electrical configuration of the vehicle air conditioner 100 will be described. When an ignition switch (not shown) for starting and stopping the engine 3 in FIG. 1 is turned on (ON), an IG signal is output. When the IG signal is issued, DC power is supplied from the battery 5 which is an in-vehicle power source mounted on the vehicle to the air conditioner ECU 7, the hybrid ECU 1, the battery control device 25 and the like, and arithmetic processing and control processing are started.

The air conditioner ECU 7 receives a communication signal output from the engine ECU, a switch signal from each switch on an operation panel provided on the front surface of the vehicle interior, and a sensor signal from each sensor. The air conditioner ECU 7 makes a drive request for the engine 3 (engine-on request). Further, stop control of the engine 3 is performed. The air conditioner ECU 7 is connected with a post-evaporation temperature sensor or the like as post-evaporation temperature detection means for detecting the air temperature immediately after passing through the evaporator 10 (post-evaporator temperature TE). Is omitted.

Next, schematic control by the air conditioner ECU 7 will be described. When the ignition switch is turned on and DC power is supplied to the air conditioner ECU 7, it is initialized and reads switch signals from various operation switches.

Next, sensor signals from various sensors are read to calculate a target blowing temperature TAO. And the control value etc. of actuators, such as an air mix door, are computed from this target blowing temperature TAO and the signal from the said various sensors.

In addition, the air conditioner ECU 7 performs a process for determining the blower voltage. Also, the outlet mode is determined. Furthermore, a compressor rotation speed determination process is performed. In addition, a process for determining the number of operating electric heaters and a required water temperature determination process are performed as necessary.

The refrigeration cycle (cooling cycle) of the vehicle air conditioner 100 includes a compressor 11, a condenser 12, a subcool modulator 15, which is an example of a liquid storage mechanism, a first throttle 16, and a battery temperature control heat exchanger in the order of refrigerant flow. The auxiliary heat exchanger 20a, the second throttle 17 and the evaporator 10 are arranged. The auxiliary heat exchanger 20a may be used as an example of a heat exchange unit in which the refrigerant exchanges heat with the in-vehicle device to heat or cool the in-vehicle device.

Signals of the battery temperature sensor 22 and the heat exchange unit temperature sensor 23 arranged in the battery pack 21 are taken into the battery control device 25, and the opening degree of the first throttle 16 is controlled based on the calculation conditions. An electric expansion valve with a fully open function is used for the first throttle 16, and the opening degree can be arbitrarily changed based on a signal from the battery control device 25. The battery control device 25 may be used as an example of a control device that controls at least the opening of the first diaphragm 16. Instead, the air conditioner ECU 7 may be used as an example of the control device.

The auxiliary heat exchanger 20a is arranged in the air passage in the case 27 in the battery pack 21 and exchanges heat between the air constituting the heat exchange fluid blown by the battery temperature adjusting blower 26 and the refrigerant of the cooling cycle.

Based on the detection result of the battery temperature sensor 22 disposed in the battery pack 21, when the battery temperature exceeds the optimum operating range temperature (for example, 40 ° C. or more), it is determined that cooling is necessary and “cooling control mode” To start driving. Specifically, the opening degree of the first throttle 16 is made smaller than that of the second throttle 17 so that the temperature of the auxiliary heat exchanger 20a becomes the cooling target temperature.

Based on the detection result of the battery temperature sensor 22 arranged in the battery pack 21,
When the battery temperature falls below the optimum operating range temperature (for example, 10 ° C. or less), it is determined that heating is necessary, and the first throttle 16 is operated in the “heating control mode”. Specifically, the opening degree of the first throttle 16 is made larger than that of the second throttle 17 so that the temperature of the auxiliary heat exchanger 20a becomes the heating target temperature.

In both the cooling control mode and the heating mode, the opening degree of the second throttle 17 is the same as the control of the conventional vehicle air conditioner 100. That is, the opening degree of the second throttle 17 is controlled so that the superheat (SH) at the outlet of the evaporator 10 is within a predetermined range.

The second diaphragm 17 uses an electric expansion valve or a mechanical expansion valve (super heat expansion valve). The refrigerant that has been compressed and stored by the compressor 11 is cooled by running air or forced air cooling by an electric fan in a condenser 12 disposed in front of a radiator in front of the vehicle, and the gaseous refrigerant is liquefied. The liquefied refrigerant is sent to the evaporator 10 of the indoor air conditioner unit. The evaporator 10 is composed of the mechanical expansion valve (super heat expansion valve) forming the second throttle 17, and the interior of the vehicle is cooled by evaporating the liquefied refrigerant.

The refrigerant that has exchanged heat with the conditioned air for cooling is returned to the compressor 11, and a part of the surplus refrigerant is stored in a subcool modulator 15 as an example of a liquid storage mechanism for reliquefaction and an internal desiccant. The refrigerant is dehumidified by.
FIG. 2 shows a Mollier diagram (ph diagram) during this “cooling control mode” operation. The ph diagram (pressure-specific enthalpy diagram) has pressure on the vertical axis and specific enthalpy on the horizontal axis, and the vertical axis is scaled in logarithm of pressure for practical convenience.

The Mollier diagram (ph diagram) during the “heating control mode” operation is shown in FIG. As described above, the on-vehicle equipment temperature control device for adjusting the temperature (cooling and heating) of the battery 5 as an example of the on-vehicle equipment using this cooling cycle includes a large number of electromagnetic valves, three-way branch valves (three-way valves), and the like. In addition to cooling the battery 5, it is possible to heat not only by cooling the battery 5, but by adding the first throttle 16 and the auxiliary heat exchanger 20 a that can exchange heat with the battery 5 to a normal cooling cycle. (Heating) is also possible. Therefore, since the configuration is simple and the cost is low, it can be used for a vehicle that does not have a heat pump or a hot gas pipe, so that it can be applied to many vehicles.

Since the auxiliary heat exchanger 20a capable of exchanging heat with the battery 5 is disposed downstream of the subcool modulator 15 (liquid storage mechanism), heating at the subcool portion is possible during heating, and the specific enthalpy is shown in FIG. Since it expands like EX of FIG. 3, the efficiency of a refrigerating cycle improves.

As described above, the opening degree of the second throttle 17 is the same as the control of the normal vehicle air conditioner. Since the superheat (SH) at the outlet of the evaporator 10 is controlled to be within a predetermined range, there is no significant change from the normal cooling refrigeration cycle, and the heat exchanger function with the battery 5 can be added.

If the refrigerant temperature of the auxiliary heat exchanger 20a that can exchange heat with the battery 5 is too high when the battery 5 is heated, the battery 5 may be deteriorated. In general, the battery temperature is optimally 40 ° C. or lower, and the battery 5 rapidly deteriorates at higher temperatures. If the configuration of the first embodiment is used, the refrigerant of the auxiliary heat exchanger 20a that can exchange heat with the battery 5 by the first throttle 16 even when the high-pressure refrigerant temperature is too high due to the air-conditioning operation conditions of the vehicle air conditioner 100. The temperature can be optimized and the high temperature deterioration of the battery 5 can be prevented.

If the refrigerant temperature of the auxiliary heat exchanger 20a capable of exchanging heat with the battery 5 is too low when the battery 5 is cooled, condensation may occur on the surface of the battery 5. Although high insulation is required in the battery pack 21, if condensation occurs on the surface of the battery 5, an electrical short circuit may occur due to moisture.

However, if the above configuration is used, even if the refrigerant temperature of the evaporator 10 is low due to the air conditioning operation conditions of the vehicle air conditioner 100, the refrigerant temperature of the auxiliary heat exchanger 20 a that can exchange heat with the battery 5 by the first throttle 16. Can be optimized, and condensation on the surface of the battery 5 can be prevented. Furthermore, the cooling cycle can be used for heating as well as cooling.

Next, the operation of the first embodiment will be described. The refrigerant compressed by the compressor 11 of FIG. 1 is supplied to the condenser 12, the heat of the refrigerant is radiated by the condenser 12, and the refrigerant is guided to the evaporator 10 to cool the conditioned air through the evaporator 10. The vehicle air conditioner 100 using the cooling cycle is provided in the in-vehicle equipment temperature control device.

The first throttle 16 and the heat exchange section (auxiliary heat exchanger 20a) through which the refrigerant flows further downstream of the subcool modulator 15 as an example of the high-pressure side liquid storage mechanism disposed on the downstream side of the refrigerant flow of the condenser 12. The second diaphragm 17 and the evaporator 10 are arranged in order.

Based on the temperature of the battery 5 as an example of the in-vehicle device, the auxiliary heat exchanger 20a capable of exchanging heat with the in-vehicle device (battery 5) is heated or cooled via the heat exchange fluid (air). The battery control device 25 is provided with a control unit that controls the opening degree of the first diaphragm 16.

According to this, a complicated configuration becomes unnecessary and simplification is possible. In addition, heating by subcooling increases the range of specific enthalpies, making it possible to increase the efficiency of the refrigeration cycle. Incidentally, in the heat pump and the hot gas, a complicated configuration such as a three-way valve and a number of electromagnetic valves is required in order to achieve both heating and cooling of the battery 5, but in the first embodiment, those configurations are unnecessary. is there.

Furthermore, when the temperature of the in-vehicle device (battery 5) is equal to or higher than the first predetermined value (40 ° C.), the opening of the first throttle 16 is controlled to be smaller than the opening of the second throttle 17. On the other hand, when the temperature of the in-vehicle device (battery 5) is equal to or lower than the second predetermined value (10 ° C.), the opening of the first throttle 16 is controlled to be larger than the opening of the second throttle 17.

According to this, when the temperature of the in-vehicle device (battery 5) is relatively high, the low-temperature and low-pressure refrigerant is supplied to the heat exchanging part that can exchange heat with the in-vehicle device (battery 5), and the in-vehicle device (battery 5). When the temperature of the in-vehicle device (battery 5) is low, the high-temperature and high-pressure refrigerant is supplied to the heat exchange section that can exchange heat with the in-vehicle device (battery 5), and the in-vehicle device (battery 5) is Can be heated.

Note that the battery 5 is not controlled within a narrow optimum temperature range, but is heated or cooled to such an extent that the function of the battery 5 is not significantly hindered, so that the performance of the vehicle air conditioner 100 operated simultaneously is not deteriorated. To be.

The condenser 12 portion and the subcool modulator 15 are used as a subcool type condenser in which a gas-liquid separator is disposed between the condenser portion and the supercooling portion, and the enthalpy of the liquid refrigerant itself is increased by further cooling the liquid refrigerant. It is done. An auxiliary heat exchanger 20a that can exchange heat with the battery 5 is disposed downstream of the subcool condenser.

According to this, since the auxiliary heat exchanger 20a capable of exchanging heat with the battery 5 is arranged in the downstream of the subcool type condenser, when the auxiliary heat exchanger 20a is heated or cooled, the subcool portion of the refrigerant Heating or cooling is possible, and the specific enthalpy is increased, so that the efficiency of the refrigeration cycle is improved.

The battery 5, which is an example of the in-vehicle device, includes the secondary battery 5 that generates vehicle travel energy and supplies the energy for driving the compressor 11, and therefore manages the temperature of the secondary battery 5 with a simple configuration. The charge / discharge characteristics of the secondary battery can be kept good and the charge / discharge efficiency can be improved. Thereby, the efficiency of the whole vehicle equipment temperature control apparatus containing the vehicle air conditioner 100 with the compressor 11 improves. Therefore, even if the temperature of the secondary battery 5 is adjusted using the refrigerant of the vehicle air conditioner 100, the performance or efficiency of the entire vehicle air conditioner 100 including the battery 5 is hardly deteriorated.

Hereinafter, the operational effects of the first embodiment will be described together. When the temperature of the battery 5 is equal to or higher than the first predetermined value, the opening of the first throttle 16 is controlled to be smaller than the opening of the second throttle 17. In addition, when the temperature of the battery 5 is equal to or lower than the second predetermined value lower than the first predetermined value, the control device (7, 25) so that the opening degree of the first throttle 16 becomes larger than the opening degree of the second throttle 17. Is in control.

According to this, when the temperature of the in-vehicle device is too high, the low-temperature and low-pressure refrigerant can be supplied to the heat exchanging part capable of exchanging heat with the in-vehicle device to cool the in-vehicle device, and the temperature of the in-vehicle device is too low. In this case, the high-temperature and high-pressure refrigerant is supplied to the heat exchanging portion that can exchange heat with the in-vehicle device, and the in-vehicle device can be heated.

Further, the condenser 12 and the subcooling modulator 15 are a subcooling type condenser in which a gas-liquid separator is disposed between the condensing unit and the supercooling unit, and the specific enthalpy of the liquid refrigerant itself is increased by further cooling the liquid refrigerant. Consists of. An auxiliary heat exchanger 20a capable of exchanging heat with the battery 5 is arranged downstream of the subcool condenser.

According to this, since the heat exchanging part is arranged downstream of the subcool type condenser, when the heat exchanging part is heated, the refrigerant can be heated in the subcool part, and the enthalpy is expanded, so that the refrigeration cycle Increases efficiency.

Next, the in-vehicle device includes the secondary battery 5 that generates energy for driving the compressor. According to this, the temperature of the secondary battery can be managed with a simple configuration, the charge / discharge characteristics of the secondary battery can be kept good, and the efficiency can be improved. Moreover, the efficiency of the whole vehicle equipment temperature control apparatus containing the vehicle air conditioner with a compressor improves. Thereby, even if the temperature of the secondary battery is adjusted by using the refrigerant of the vehicle air conditioner, it contributes to improving the performance or efficiency of the entire vehicle air conditioner including the secondary battery.
(Second Embodiment)
Next, a second embodiment of the present disclosure will be described. In the following embodiments, the same components as those in the first embodiment described above are denoted by the same reference numerals, description thereof will be omitted, and different configurations and features will be described. FIG. 4 shows an outline of the first throttle 16 composed of a bleed-type electromagnetic valve having a bleed port 31 and an electromagnetic valve part (also referred to as a valve part) 32 used as the first throttle 16 in the second embodiment of the present disclosure. ing. In addition, the other structure of 2nd Embodiment is the same as 1st Embodiment.

In the first embodiment, an electric expansion valve is used for the first throttle 16, and the control is performed so that the refrigerant temperature of the auxiliary heat exchanger 20a that can exchange heat with the battery 5 becomes the target temperature by the control signal. Then, as shown in FIG. 4, a bleed type solenoid valve having a bleed port 31 (fixed hole) in the first throttle 16 is used. When the temperature of the battery 5 exceeds the optimum operating temperature range and cooling is required, the valve portion 32 is closed and a fixed throttle related to the hole diameter of the bleed port 31 is set.

Further, when the temperature of the battery 5 falls below the optimum operating temperature range and heating is necessary, the electromagnetic valve part 32 is fully opened. By doing in this way, since the structure of the 1st aperture_diaphragm | restriction 16 becomes simple and a control logic also becomes simple, the cost reduction of an apparatus and the control adaptation man-hour can be reduced.

Various types of bleed-type solenoid valves of this type can be used. For example, a bleed-type proportional solenoid valve disclosed in Japanese Patent Laid-Open No. 2002-286152 can be employed. Note that the control may be simplified by using an on / off valve instead of a proportional solenoid valve.

The effects of the second embodiment will be described below. In the second embodiment, the first throttle 16 has a valve part 32 that can be fully closed or fully opened, and a bleed port 31 formed in a flow path parallel to the valve part 32. And even if the valve part 32 is fully closed, a refrigerant | coolant flows from the bleed port 31 with a fixed opening area. In addition, when the battery 5 is cooled, a fixed throttle by the bleed port 31 is configured with the valve portion 32 fully closed. Further, when the battery 5 is heated, the valve portion 32 is controlled to be fully opened.

According to this, the first throttle has a valve part that can be fully closed or fully opened and a bleed port arranged in a flow path parallel to the valve part, and has a constant opening area even when the valve part is fully closed. Since the refrigerant flows from the bleed port, the first throttle can be configured with a simple configuration, and the on-vehicle equipment can be cooled and heated.
(Third embodiment)
Next, a third embodiment of the present disclosure will be described. Features different from the above-described embodiment will be described. In the first and second embodiments, either the “cooling control mode” or the “heating control mode” is determined based on the temperature of the battery 5, and the temperature of the auxiliary exchanger 20 that can exchange heat with the battery 5 is the target temperature. However, in the third embodiment, only superheat control (evacuation superheat control) on the outlet side of the evaporator 10 is controlled.

FIG. 6 shows a Mollier diagram during the cooling control mode operation in the configuration of FIG. Moreover, the Mollier diagram at the time of heating control mode driving | operation is shown in FIG. When it is determined as the “cooling control mode”, as shown in FIG. 6, the evaporative outlet superheat (SH) control is executed so that the first throttle 16 is in the superheated state on the evaporator outlet side. At the same time, the second diaphragm 17 is fully opened.

On the other hand, when it is determined as the “heating control mode”, as shown in FIG. 7, the first throttle 16 is fully opened, and the second throttle 17 is placed in the evaporator outlet so that the vaporizer outlet side is in a predetermined superheat state. Superheat (SH) control is executed.

The battery temperature detection method in the third embodiment is the same as that in the first and second embodiments, but the feedback control of the detection result is only superheat control on the outlet side of the evaporator 10 (eva outlet superheat control). Therefore, overall control is simplified.

In order to control the outlet side of the evaporator 10 to be in a superheat state, as an example, a thermistor 41 (FIG. 5) that detects the evaporator fin temperature mounted for conventional air conditioning and the refrigerant temperature on the outlet side of the evaporator 10 The superheat state is detected using the refrigerant temperature sensor 42 that detects the above. Note that other means may be used as long as the superheat state can be detected.

The operation of the third embodiment will be described below. When the temperature of the battery 5 is relatively high, the opening degree of the first throttle 16 is controlled so that the refrigerant on the outlet side of the evaporator 10 is in a predetermined superheat state, and the opening degree of the second throttle 17 is set. Is substantially fully open.

On the other hand, when the temperature of the battery 5 is relatively low, the opening of the first throttle 16 is substantially fully opened and the opening of the second throttle 17 is controlled so that the refrigerant on the outlet side of the evaporator 10 has a predetermined amount. Control to be in superheat state.

According to this, when the temperature of the battery 5 is relatively high, the low-temperature and low-pressure refrigerant is supplied to the heat exchange section that can exchange heat with the battery 5, and the battery 5 can be cooled. In addition, when the temperature of the battery 5 is low, a high-temperature and high-pressure refrigerant is supplied to the heat exchange unit that can exchange heat with the battery 5, and the battery 5 can be heated.

In order to control the refrigerant to be in a predetermined superheat state, the refrigerant temperature sensor 42 that detects the refrigerant outlet temperature To of the refrigerant on the outlet side of the evaporator 10 and the fin that detects the fin temperature Tf of the evaporator 10. Using the temperature sensor 41, the first throttle 16 or the second throttle 17 is controlled so that the deviation between the refrigerant outlet temperature To and the fin temperature Tf falls within a predetermined range. According to this, the superheat state relating to the deviation between the refrigerant outlet temperature To and the fin temperature Tf can be controlled by utilizing the existing fin temperature sensor 41.

The effects of the third embodiment will be described below. The effects of the third embodiment are summarized as follows. When the temperature of the battery 5 is equal to or higher than the first predetermined value, the opening of the first throttle 16 is controlled so that the refrigerant on the outlet side in the evaporator 10 enters a predetermined superheat state, and the second throttle The opening degree of 17 is substantially fully open.

On the other hand, when the temperature of the battery 5 is equal to or lower than the second predetermined value lower than the first predetermined value, the opening of the first throttle 16 is substantially fully opened and the opening of the second throttle 17 is controlled to evaporate. The control device (7, 25) controls the outlet side refrigerant in the vessel 10 to be in a predetermined superheat state.

According to this, when the temperature of the in-vehicle device is high, the low-temperature and low-pressure refrigerant is supplied to the heat exchanging part that can exchange heat with the in-vehicle device to cool the in-vehicle device more reliably. A high-temperature and high-pressure refrigerant is supplied to the heat exchange unit, so that the in-vehicle device can be heated more reliably.

Further, in order to control the refrigerant to be in a predetermined superheat state, a refrigerant temperature sensor 42 that detects the refrigerant outlet temperature To of the refrigerant on the outlet side of the evaporator 10 and a fin that detects the fin temperature Tf of the evaporator 10. And a temperature sensor 41. The first throttle 16 or the second throttle 17 is controlled by the control device (7, 25) so that the deviation between the refrigerant outlet temperature To and the fin temperature Tf falls within a predetermined range. According to this, the superheat state related to the deviation between the refrigerant outlet temperature and the fin temperature can be controlled by utilizing the existing fin temperature sensor.
(Fourth embodiment)
Next, a fourth embodiment of the present disclosure will be described. Features different from the above-described embodiment will be described. In the first embodiment, the subcool modulator 15 is used as an example of the high-pressure side liquid storage mechanism, but a receiver 51 may be used as shown in FIG. As described above, even when the receiver 51 is used as an example of the liquid storage mechanism, the opening degree of the first throttle 16 is controlled using the cool cycle so that the battery 5 is heated or cooled as in the first embodiment. be able to.

In the fourth embodiment, in FIG. 8, the refrigerant compressed by the compressor 11 is supplied to the condenser 12, and the heat of the refrigerant is radiated by the condenser 12. Furthermore, the vehicle air conditioner 100 using the cooling cycle which guide | induces a refrigerant | coolant to the evaporator 10 and cools an air-conditioning wind via the evaporator 10 is comprised.

The first throttle 16, the auxiliary heat exchanger 20 a that can exchange heat with the battery 5, and the second throttle are further downstream of the receiver 51, which is an example of a high-pressure side liquid storage mechanism that is arranged downstream of the refrigerant flow of the condenser 12. 17, The evaporator 10 is arrange | positioned in order. The battery control device includes a controller that controls the opening degree of the first throttle 16 so that the battery 5 is heated or cooled based on the temperature of the battery 5 through the air serving as a heat exchange fluid in the auxiliary heat exchanger 20a. 25.

FIG. 9 shows a Mollier diagram (ph diagram) during the “cooling control mode” operation in the fourth embodiment. Further, FIG. 10 shows a Mollier diagram (ph diagram) at the time of the “heating control mode” operation in the fourth embodiment. According to this, a complicated configuration is not necessary, and further simplification is possible.
(Fifth embodiment)
Next, a fifth embodiment of the present disclosure will be described. Features different from the above-described embodiment will be described. In FIG. 11, an auxiliary heat exchanger 20 a capable of exchanging heat with the battery 5, which is an example of an in-vehicle device, is provided in a closed space wider than that of the first embodiment.

And the door member 61 which shields the heat exchange fluid (air) which passes the auxiliary heat exchanger 20a is provided. When this door member 61 rotates 180 degrees from the state of FIG. 11 and covers the right surface of the auxiliary heat exchanger 20a, it is possible to flow the heat exchange fluid (air) bypassing the auxiliary heat exchanger 20a. Become. The rotation of the door member 61 is controlled by an actuator similarly to the air mix door of the vehicle air conditioner 100.

With the above configuration, the battery 5 is heated or cooled via the heat exchange fluid that passes through the auxiliary heat exchanger 20a, but the door member 61 that shields the heat exchange fluid that passes through the auxiliary heat exchanger 20a. The heat exchange state between the auxiliary heat exchanger 20a and the heat exchange fluid can be controlled by flowing the heat exchange fluid bypassing the auxiliary heat exchanger 20a.
(Sixth embodiment)
Next, a sixth embodiment of the present disclosure will be described. Features different from the above-described embodiment will be described. In FIG. 12, the auxiliary heat exchanger 20a capable of exchanging heat with the battery 5 which is an example of the vehicle-mounted device, the bypass passage 72 where the refrigerant bypasses the first throttle 16, the bypass valve 71 which can open and close the bypass passage 72, A control device (battery control device 25) that opens and closes the bypass passage 72 by controlling the bypass valve 71 is provided. Note that, as indicated by a broken line in FIG. 12, a bypass valve 710 and a bypass passage 720 may be provided so that the refrigerant bypasses only the auxiliary heat exchanger 20a.

According to the above configuration, the bypass passage 720 that bypasses the auxiliary heat exchanger 20a that can exchange heat with the battery 5 and the bypass valve 710 that can open and close the bypass passage 720 are provided. Alternatively, a bypass passage 72 through which the refrigerant bypasses the auxiliary heat exchanger 20a and the first throttle 16 and a bypass valve 71 capable of opening and closing the bypass passage 72 are provided. Further, a control device (battery control device 25) for controlling the bypass valve 71 (710) to open and close the bypass passage 72 (720) is provided. Thereby, when the refrigerant does not need to pass through the auxiliary heat exchanger 20a, the bypass valve 71 (710) is controlled to flow the refrigerant through the bypass passage 72 (720), thereby reducing the refrigerant flow resistance. Can do.
(Seventh embodiment)
Next, a seventh embodiment of the present disclosure will be described. Features different from the above-described embodiment will be described. In the first embodiment, an example is shown in which the temperature of the battery in the battery pack is controlled by air blowing. However, as shown in FIG. 13, the coolant-to-refrigerant heat exchanger that performs heat exchange between the coolant and the coolant (Chiller) may be used as an example of the heat exchange unit, and the battery 5 may be temperature-controlled with the heat exchanged coolant. The cooling liquid is preferably cooling water such as antifreeze liquid (LLC), but may be other liquid medium such as oil. The coolant is circulated between the battery 5 in the battery pack 21 and the coolant-coolant refrigerant heat exchanger 20b by the cooling pump 62. In this case, the coolant is used as an example of a heat exchange fluid.

According to the above configuration, the temperature of the battery 5 can be quickly adjusted using a coolant having a large heat capacity and good cooling performance. Therefore, energy for cooling or heating is obtained from the vehicle air conditioner 100 side, and the temperature of the battery 5 can be adjusted by setting the time for deteriorating the performance of the vehicle air conditioner 100 as a short time.

The operational effects of the seventh embodiment will be described below. According to the seventh embodiment, the heat exchanging part capable of exchanging heat with the battery 5 includes the coolant-to-refrigerant heat exchanger 20b that exchanges heat between the coolant that cools the battery 5 and the refrigerant. Based on the temperature of the battery 5, the battery 5 is heated or cooled via the coolant in the coolant-to-refrigerant heat exchanger 20b.

According to this, it is possible to quickly adjust the temperature of the in-vehicle device using the coolant having a large heat capacity and good cooling performance. Therefore, the temperature of the battery pack can be adjusted with the performance degradation time of the vehicle air conditioner as a short time.
(Eighth embodiment)
Next, an eighth embodiment of the present disclosure will be described. Features different from the above-described embodiment will be described. In FIG. 14, the battery 5 that is an example of the in-vehicle device in the battery pack 21 is directly cooled by the refrigerant. Therefore, the space in which the refrigerant in the battery pack 21 flows, that is, the duct 28 is used as an example of a heat exchanging portion that can exchange heat with the in-vehicle device (battery 5).

According to this configuration, the temperature of the battery pack can be adjusted using the refrigerant directly in the duct 28 that can exchange heat with the battery 5 without using an auxiliary heat exchanger in the middle.

The operational effects of the eighth embodiment will be described below. According to the eighth embodiment, the refrigerant has the duct 28 that directly exchanges heat with the battery 5. Based on the temperature of the battery 5, the battery 5 is heated or cooled by the refrigerant in the duct 28. According to this, since the refrigerant itself becomes a heat exchange fluid and a heat exchanger is unnecessary, the structure can be simplified or reduced in weight.

The present disclosure is not limited to the above-described embodiment, and can be modified or expanded as follows. As the battery temperature detecting means, not only a sensor that directly detects the temperature of the battery, but also means that can indirectly detect the battery temperature may be used. For example, the temperature inside the battery pack or the temperature of the fluid that regulates the temperature of the battery may be used.

In the above embodiments, the temperature of a secondary battery such as a lithium ion battery is controlled. However, the in-vehicle device may be a device other than the battery. For example, an electric device such as an inverter or an in-vehicle charger, an intercooler, or the like may be used. Further, the secondary battery is not limited to lithium ion, and may be another battery such as a nickel metal hydride battery.

Claims

In-vehicle device (5),
A vehicle cooling cycle device (100) for cooling the conditioned air,
The vehicle cooling cycle device (100) includes:
A compressor (11) for compressing and discharging the refrigerant;
A condenser (12) that dissipates heat of the refrigerant discharged from the compressor (11);
A liquid storage mechanism (15, 51) disposed downstream of the refrigerant flow of the condenser (12);
A first throttle (16) that is arranged downstream of the refrigerant flow of the liquid reservoir mechanism (15, 51) and throttles the flow of the refrigerant;
A heat exchanging portion (20a, 20b, 28) which is disposed on the downstream side of the refrigerant flow of the first throttle (16) and exchanges heat between the refrigerant and the in-vehicle device (5);
A second throttle (17) that is disposed downstream of the refrigerant flow of the heat exchange section (20a, 20b, 28) and throttles the flow of the refrigerant;
An evaporator (10) disposed on the downstream side of the refrigerant flow of the second throttle (17) and configured to circulate the refrigerant and cool the conditioned air;
Based on the temperature of the in-vehicle device (5), at least the opening of the first throttle (16) is set so that the in-vehicle device (5) is heated or cooled by the heat exchange unit (20a, 20b, 28). On-vehicle equipment temperature control device further provided with a control device (7, 25) for control.
When the temperature of the in-vehicle device (5) is equal to or higher than a first predetermined value, the control device (7, 25) indicates that the opening of the first throttle (16) is larger than the opening of the second throttle (17). Control to become smaller,
When the temperature of the in-vehicle device (5) is equal to or lower than a second predetermined value lower than the first predetermined value, the control device (7, 25) has an opening degree of the first throttle (16) set to the second throttle. The in-vehicle device temperature control device according to claim 1, wherein the temperature control device is controlled so as to be larger than the opening degree of (17).
When the temperature of the in-vehicle device (5) is equal to or higher than a first predetermined value, the control device (7, 25) sets the opening of the first throttle (16) to the refrigerant on the outlet side in the evaporator (10). Is controlled to be in a predetermined superheat state, and the opening of the second throttle (17) is substantially fully opened,
When the temperature of the in-vehicle device (5) is equal to or lower than the second predetermined value, the control device (7, 25) opens the first throttle (16) substantially fully and opens the second throttle. The in-vehicle device temperature control device according to claim 2, wherein the opening degree of (17) is controlled so that the refrigerant on the outlet side in the evaporator (10) is in the predetermined superheat state.
A refrigerant temperature sensor (42) for detecting a refrigerant outlet temperature (To) of the refrigerant on the outlet side of the evaporator (10);
A fin temperature sensor (41) for detecting the fin temperature (Tf) of the evaporator (10);
In order to control the refrigerant to be in the predetermined superheat state, the control device (7) so that the deviation between the refrigerant outlet temperature (To) and the fin temperature (Tf) is within a predetermined range. 25) The on-vehicle equipment temperature control device according to claim 3, wherein the opening of the first throttle (16) or the opening of the second throttle (17) is controlled.
Further, the heat exchange section (20a, 20b, 28) or a bypass passage (72, 720) in which a refrigerant bypasses the heat exchange section (20a, 20b, 28) and the first throttle (16),
A bypass valve (71, 710) capable of opening and closing the bypass passage (72, 720);
The in-vehicle device temperature according to any one of claims 1 to 4, further comprising: the control device (25) that opens and closes the bypass passage (72, 720) by controlling the bypass valve (71, 710). Preparation device.
Subcooler in which the condenser (12) and the liquid reservoir mechanism (15) have a gas-liquid separator disposed between the condenser part and the supercooling part to further cool the liquid refrigerant, thereby increasing the specific enthalpy of the liquid refrigerant itself. The reservoir mechanism (15) includes a subcool modulator to provide a condenser of the type
The on-vehicle equipment temperature control device according to any one of claims 1 to 5, wherein the heat exchange unit (20a, 20b, 28) is disposed on the downstream side of the refrigerant flow of the subcool condenser.
The in-vehicle device temperature control device according to any one of claims 1 to 5, wherein the liquid storage mechanism (51) includes a receiver.
The first throttle (16) has a valve part (32) that can be fully closed or fully opened, and a bleed port (31) formed in a flow path parallel to the valve part (32),
The refrigerant flows from the bleed port (31) having a constant opening area even when the valve part (32) is fully closed,
When cooling the in-vehicle device (5), the valve part (32) is fully closed and the bleed port (31) functions as a fixed throttle,
When heating the said vehicle equipment (5), the said vehicle part temperature control apparatus as described in any one of Claim 1 thru | or 7 by which the said valve part (32) becomes a full open.
The heat exchange part (20a) includes an auxiliary heat exchanger capable of exchanging heat with the in-vehicle device (5) through a heat exchange fluid,
The door member (61) further capable of flowing the heat exchange fluid bypassing the auxiliary heat exchanger (20a) by shielding the heat exchange fluid passing through the auxiliary heat exchanger. The in-vehicle device temperature control device according to any one of claims 8 to 9.
The heat exchange section (20b) includes a coolant-to-coolant refrigerant heat exchanger that exchanges heat between the coolant that cools the in-vehicle device (5) and the refrigerant.
The vehicle-mounted device (5) is heated or cooled via the coolant based on the temperature of the vehicle-mounted device (5) by the coolant-to-coolant refrigerant heat exchanger (20b). The in-vehicle device temperature control device according to one item.
The heat exchange part (28) includes a duct in which the refrigerant directly exchanges heat with the in-vehicle device (5),
The in-vehicle device (5) according to any one of claims 1 to 8, wherein the in-vehicle device (5) is heated or cooled by the refrigerant based on a temperature of the in-vehicle device (5) in the heat exchange unit (28). Temperature control device.
The vehicle-mounted device temperature control device according to any one of claims 1 to 11, wherein the vehicle-mounted device includes a secondary battery that supplies energy for driving the compressor.