WO2018198611A1 - Refrigeration cycle device - Google Patents

Refrigeration cycle device Download PDF

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Publication number
WO2018198611A1
WO2018198611A1 PCT/JP2018/011268 JP2018011268W WO2018198611A1 WO 2018198611 A1 WO2018198611 A1 WO 2018198611A1 JP 2018011268 W JP2018011268 W JP 2018011268W WO 2018198611 A1 WO2018198611 A1 WO 2018198611A1
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WO
WIPO (PCT)
Prior art keywords
battery
refrigerant
heat exchanger
air
cooling
Prior art date
Application number
PCT/JP2018/011268
Other languages
French (fr)
Japanese (ja)
Inventor
賢吾 杉村
伊藤 誠司
和弘 多田
直也 牧本
Original Assignee
株式会社デンソー
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to JP2017-087212 priority Critical
Priority to JP2017087212A priority patent/JP2018185104A/en
Application filed by 株式会社デンソー filed Critical 株式会社デンソー
Publication of WO2018198611A1 publication Critical patent/WO2018198611A1/en

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60HARRANGEMENTS OR ADAPTATIONS OF HEATING, COOLING, VENTILATING, OR OTHER AIR-TREATING DEVICES SPECIALLY FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00Heating, cooling or ventilating [HVAC] devices
    • B60H1/32Cooling devices
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25BREFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT-PUMP SYSTEMS
    • F25B1/00Compression machines, plant, or systems with non-reversible cycle
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25BREFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT-PUMP SYSTEMS
    • F25B5/00Compression machines, plant, or systems, with several evaporator circuits, e.g. for varying refrigerating capacity
    • F25B5/02Compression machines, plant, or systems, with several evaporator circuits, e.g. for varying refrigerating capacity arranged in parallel
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25BREFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT-PUMP SYSTEMS
    • F25B5/00Compression machines, plant, or systems, with several evaporator circuits, e.g. for varying refrigerating capacity
    • F25B5/04Compression machines, plant, or systems, with several evaporator circuits, e.g. for varying refrigerating capacity arranged in series
    • HELECTRICITY
    • H01BASIC ELECTRIC ELEMENTS
    • H01MPROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00Secondary cells; Manufacture thereof
    • H01M10/60Heating or cooling; Temperature control
    • H01M10/61Types of temperature control
    • H01M10/613Cooling or keeping cold
    • HELECTRICITY
    • H01BASIC ELECTRIC ELEMENTS
    • H01MPROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00Secondary cells; Manufacture thereof
    • H01M10/60Heating or cooling; Temperature control
    • H01M10/62Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625Vehicles
    • HELECTRICITY
    • H01BASIC ELECTRIC ELEMENTS
    • H01MPROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00Secondary cells; Manufacture thereof
    • H01M10/60Heating or cooling; Temperature control
    • H01M10/65Means for temperature control structurally associated with the cells
    • H01M10/651Means for temperature control structurally associated with the cells characterised by parameters specified by a numeric value or mathematical formula, e.g. ratios, sizes or concentrations
    • HELECTRICITY
    • H01BASIC ELECTRIC ELEMENTS
    • H01MPROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00Secondary cells; Manufacture thereof
    • H01M10/60Heating or cooling; Temperature control
    • H01M10/65Means for temperature control structurally associated with the cells
    • H01M10/656Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6569Fluids undergoing a liquid-gas phase change or transition, e.g. evaporation or condensation
    • HELECTRICITY
    • H01BASIC ELECTRIC ELEMENTS
    • H01MPROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00Secondary cells; Manufacture thereof
    • H01M10/60Heating or cooling; Temperature control
    • H01M10/66Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • H01M10/663Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine

Abstract

A refrigeration cycle device comprises a compressor (11), an outdoor heat exchanger (12), a branching unit (14), a pressure reducing unit (15) for cooling air, a heat exchanger (16) for cooling air, a pressure reducing unit (18) for cooling batteries, a heat exchanger (19) for cooling batteries, a pressure regulating unit (20), and a merging unit (21). The outdoor heat exchanger causes refrigerant discharged from the compressor to undergo heat exchange with outdoor air. The branching unit divides the flow of refrigerant that has undergone heat exchange in the outdoor heat exchanger. One division of the refrigerant resulting from division by the branching unit is cooled by the heat exchanger for cooling air after the pressure thereof has been reduced with the pressure reducing unit for cooling air. The heat exchanger for cooling batteries is in contact with a battery (1) so as to be able to conduct heat and cools the battery by causing the other division of the refrigerant, which has had the pressure reduced by the pressure reducing unit for cooling batteries after division by the branching unit, to undergo heat exchange with the battery. The pressure regulating unit reduces the pressure of the refrigerant that has undergone heat exchange with at least a portion of the heat exchanger for cooling batteries. The merging unit merges the refrigerant that has undergone heat exchange in the heat exchanger for cooling air and the refrigerant that has had the pressure reduced by the pressure regulating unit.

Description

Refrigeration cycle equipment Cross-reference of related applications

This application is based on Japanese Patent Application No. 2017-087212 filed on Apr. 26, 2017, the disclosure of which is incorporated herein by reference.

The present disclosure relates to a refrigeration cycle apparatus.

Conventionally, Patent Document 1 describes a vehicle air conditioner system including an indoor air conditioner unit, a battery cooling unit, and a refrigerant circulation circuit.

The indoor air conditioner unit air-conditions the interior of the vehicle. The battery cooling unit cools the on-vehicle traveling battery. The battery for traveling is composed of a plurality of battery cells. The refrigerant circulation circuit supplies refrigerant to the vehicle interior air conditioner unit and the battery cooling unit.

The battery cooling unit cools the battery by sending cool air into the space where the battery is hermetically stored. The battery cooling unit includes a battery cooling evaporator and a battery cooling blower. The battery cooling evaporator cools the atmosphere by heat absorption due to vaporization of the internal refrigerant. The battery cooling blower blows air to the battery cooling evaporator.

This conventional vehicle air conditioner system includes a solenoid valve, a battery temperature sensor, and a control computer. The solenoid valve is provided in the refrigerant circulation circuit and can cut off the refrigerant supply to the battery cooling evaporator. The battery temperature sensor detects the surface temperature of each battery cell as the battery temperature. The control computer sets a representative battery temperature based on each battery temperature detected by the battery temperature sensor, and controls the solenoid valve based on the representative battery temperature.

As a result, while the refrigerant is shared between the battery cooling unit and the vehicle interior air conditioner unit, the temperature management and the output to the vehicle interior air conditioner make the battery in a state that does not hinder charging / discharging even if the refrigerant supply capacity is limited. It is possible to satisfy both requirements.

JP 2013-256288 A

In the above prior art, the battery cooling unit cools the battery by transmitting the cold heat of the refrigerant to the battery through the cold air, so that the cooling efficiency may be inferior.

In that respect, cooling efficiency can be improved by cooling the battery by transferring the cold heat of the refrigerant to the battery by heat conduction. However, when the cold heat of the refrigerant is transmitted to the battery by heat conduction, the temperature tends to vary depending on the part of the battery.

Specifically, the temperature of the refrigerant is too low on the upstream side of the refrigerant flow, so that the battery is cooled too much. If the battery is cooled too much on the upstream side of the refrigerant flow, the refrigerant is hardly vaporized on the downstream side of the refrigerant flow and cannot absorb heat, so that the battery cannot be sufficiently cooled. Therefore, a large difference in battery temperature occurs between the refrigerant flow upstream side and the refrigerant flow downstream side.

Since the battery easily deteriorates when the temperature exceeds a certain temperature, when the temperature of the battery varies, the deterioration of the battery is promoted and the output of the battery is reduced. As a result, the cruising distance of the vehicle is shortened. This defect is remarkable in the lithium ion battery.

In view of the above points, it is an object of the present disclosure to provide a refrigeration cycle apparatus capable of improving battery cooling efficiency and suppressing battery temperature variation.

In one aspect of the present disclosure, the refrigeration cycle apparatus includes a compressor, an outdoor heat exchanger, a branching unit, an air cooling decompression unit, an air cooling heat exchanger, a battery cooling decompression unit, a battery cooling heat exchanger, and a pressure. An adjustment part and a junction part are provided. The compressor compresses and discharges the refrigerant. The outdoor heat exchanger causes the refrigerant discharged from the compressor to exchange heat with the outside air. A branch part branches the flow of the refrigerant | coolant heat-exchanged with the outdoor heat exchanger. The air cooling decompression unit decompresses one of the refrigerants branched at the branching unit. The air-cooling heat exchanger cools the air by causing the refrigerant decompressed by the air-cooling decompression unit to exchange heat with the air blown into the vehicle interior. The battery cooling decompression unit decompresses the other refrigerant branched by the branching unit. The battery cooling heat exchanger is in contact with the battery so as to be able to conduct heat, and heat-exchanges the refrigerant decompressed by the battery cooling decompression unit with the battery to cool the battery. The pressure adjusting unit lowers the pressure of the refrigerant heat-exchanged in at least a part of the battery cooling heat exchanger. The merging unit merges the refrigerant heat-exchanged by the air cooling heat exchanger and the refrigerant depressurized by the pressure adjusting unit.

According to this, since the heat exchanger for cooling the battery is in contact with the battery so as to be able to conduct heat, the cooling efficiency of the battery can be increased.

The refrigerant flowing out from the battery cooling heat exchanger is depressurized by the pressure adjusting unit) and then merged with the refrigerant flowing out from the air cooling heat exchanger. Thereby, the refrigerant | coolant pressure in the heat exchanger for battery cooling can be made higher than the refrigerant | coolant pressure in the heat exchanger for air cooling.

Therefore, since the refrigerant temperature in the battery cooling heat exchanger can be made higher than the refrigerant temperature in the air cooling heat exchanger, the temperature difference between the battery and the battery cooling heat exchanger can be kept small.

As a result, since the vaporization of the refrigerant can be suppressed in the upstream portion of the refrigerant flow of the battery cooling heat exchanger, the refrigerant can also absorb heat well in the downstream portion of the refrigerant flow of the battery cooling heat exchanger. Therefore, battery temperature variations can be suppressed.

In one aspect of the present disclosure, the refrigeration cycle apparatus includes a compressor, an outdoor heat exchanger, a battery cooling decompression unit, a battery cooling heat exchanger, an air cooling decompression unit, and an air cooling heat exchanger. The compressor compresses and discharges the refrigerant. The outdoor heat exchanger causes the refrigerant discharged from the compressor to exchange heat with the outside air. The battery cooling decompression unit decompresses the refrigerant heat-exchanged by the outdoor heat exchanger. The battery cooling heat exchanger is in contact with the battery so as to be able to conduct heat, and heat-exchanges the refrigerant decompressed by the battery cooling decompression unit with the battery to cool the battery. The air cooling decompression unit decompresses the refrigerant heat-exchanged by the battery cooling heat exchanger. The air-cooling heat exchanger cools the air by causing the refrigerant decompressed by the air-cooling decompression unit to exchange heat with the air blown into the vehicle interior.

According to this, since the heat exchanger for cooling the battery is in contact with the battery so as to be able to conduct heat, the cooling efficiency of the battery can be increased.

The refrigerant that has flowed out of the battery cooling heat exchanger is depressurized by the air cooling decompression unit, and then flows into the air cooling heat exchanger. Thereby, the refrigerant | coolant pressure in the heat exchanger for battery cooling can be made higher than the refrigerant | coolant pressure in the heat exchanger for air cooling.

Therefore, since the refrigerant temperature in the battery cooling heat exchanger can be made higher than the refrigerant temperature in the air cooling heat exchanger, the temperature difference between the battery and the battery cooling heat exchanger can be kept small.

As a result, since the vaporization of the refrigerant can be suppressed in the upstream portion of the refrigerant flow of the battery cooling heat exchanger, the refrigerant can also absorb heat well in the downstream portion of the refrigerant flow of the battery cooling heat exchanger. Therefore, battery temperature variations can be suppressed.

It is a whole lineblock diagram of the refrigerating cycle device in a 1st embodiment. It is a Mollier diagram which shows the state of the refrigerant | coolant which circulates through the refrigerating-cycle apparatus in 1st Embodiment. It is a graph which shows distribution of the cooling amount of the battery in a comparative example. It is a graph which shows distribution of the cooling amount of the battery in 1st Embodiment. It is a partial block diagram of the refrigerating cycle device in a 2nd embodiment. It is a whole block diagram of the refrigerating-cycle apparatus in 3rd Embodiment. It is a Mollier diagram which shows the state of the refrigerant | coolant which circulates through the refrigerating-cycle apparatus in 3rd Embodiment.

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

(First embodiment)
A refrigeration cycle apparatus 10 shown in FIG. 1 is applied to a hybrid vehicle. A hybrid vehicle is a vehicle that obtains a driving force for traveling from an engine (in other words, an internal combustion engine) and a traveling electric motor. The refrigeration cycle apparatus 10 constitutes a vapor compression refrigeration cycle.

The refrigeration cycle apparatus 10 cools the air blown into the passenger compartment. The space in the passenger compartment is a space to be air-conditioned. The air blown into the passenger compartment is a heat exchange target fluid.

The refrigeration cycle apparatus 10 cools the battery 1 of the vehicle. The battery 1 is a power source of the electric motor for traveling. For example, the battery 1 is a lithium ion battery.

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

The compressor 11 of the refrigeration cycle apparatus 10 sucks the refrigerant, compresses it, and discharges it. The compressor 11 is arrange | positioned in the hood of a vehicle. The compressor 11 is an electric compressor configured to accommodate a compression mechanism and an electric motor inside a housing forming an outer shell thereof.

The housing of the compressor 11 is provided with a suction port 11a and a discharge port 11b. The suction port 11a sucks low-pressure refrigerant from the outside of the housing into the compression mechanism. The discharge port 11b discharges the high-pressure refrigerant discharged from the compression mechanism to the outside of the housing.

The compression mechanism of the compressor 11 is of various types such as a scroll type compression mechanism, a vane type compression mechanism, a rolling piston type compression mechanism, and the like.

The rotation speed of the electric motor of the compressor 11 is controlled by a control signal output from the control device 40. The electric motor of the compressor 11 is an AC motor or a DC motor. The refrigerant discharge capacity of the compressor 11 is changed by controlling the rotation speed of the electric motor.

The refrigerant inlet side of the outdoor heat exchanger 12 is connected to the discharge port 11 b of the compressor 11. The outdoor heat exchanger 12 is disposed in the hood of the vehicle. The outdoor heat exchanger 12 is a heat radiator that radiates the refrigerant by exchanging heat between the refrigerant flowing inside and the outside air. The blower fan 13 blows outside air to the outdoor heat exchanger 12.

A refrigerant branching portion 14 is disposed on the refrigerant outlet side of the outdoor heat exchanger 12. The refrigerant branching section 14 bifurcates the flow of the refrigerant that has flowed out of the outdoor heat exchanger 12.

An air cooling expansion valve 15 is disposed on one refrigerant outlet side of the refrigerant branching section 14. The air cooling expansion valve 15 is an air cooling decompression unit that decompresses the refrigerant flowing out of the outdoor heat exchanger 12.

The air cooling expansion valve 15 is an electric variable throttle mechanism. The electric variable throttle mechanism includes a valve body configured to be able to change the throttle opening, and an electric actuator that changes the throttle opening of the valve body. The air cooling expansion valve 15 is controlled by a control signal output from the control device 40.

The refrigerant inlet side of the air cooling evaporator 16 is connected to the outlet side of the air cooling expansion valve 15. The air cooling evaporator 16 is disposed inside the air conditioning case 31 of the indoor air conditioning unit 30. The air-cooling evaporator 16 is an air-cooling heat exchanger that cools the air blown into the vehicle interior by evaporating the refrigerant flowing through the air-cooling evaporator 16 and exerting an endothermic action.

The inlet side of the accumulator 17 is connected to the outlet side of the air cooling evaporator 16. The accumulator 17 is a gas-liquid separator that separates the gas-liquid of the refrigerant that has flowed into the accumulator 17 and stores excess refrigerant. A suction port 11 a of the compressor 11 is connected to the gas phase refrigerant outlet of the accumulator 17.

A battery cooling expansion valve 18 is disposed on the other refrigerant outlet side of the refrigerant branching portion 14. The battery cooling expansion valve 18 is a battery cooling decompression unit that decompresses the refrigerant that has flowed out of the outdoor heat exchanger 12.

The battery cooling expansion valve 18 is an electric variable throttle mechanism similar to the air cooling expansion valve 15. The battery cooling expansion valve 18 is controlled by a control signal output from the control device 40.

The refrigerant inlet side of the battery cooling evaporator 19 is connected to the outlet side of the battery cooling expansion valve 18. The battery cooling evaporator 19 is disposed in contact with the battery 1 so as to be able to conduct heat. The battery-cooling evaporator 19 is a battery-cooling heat exchanger that cools the battery 1 by evaporating the refrigerant flowing through the battery-cooling evaporator 19 and exerting an endothermic action.

A pressure regulating valve 20 is disposed on the outlet side of the battery cooling evaporator 19. The pressure adjusting valve 20 is a pressure adjusting unit that reduces the pressure of the refrigerant flowing out of the battery cooling evaporator 19. The pressure regulating valve 20 is an electric variable throttle mechanism similar to the air cooling expansion valve 15. The pressure regulating valve 20 is controlled by a control signal output from the control device 40.

The refrigerant junction 21 is disposed on the outlet side of the pressure regulating valve 20. The refrigerant merging section 21 merges the refrigerant that has flowed out of the pressure regulating valve 20 with the refrigerant that has flowed out of the air cooling evaporator 16. The refrigerant junction 21 is arranged on the refrigerant outlet side of the air cooling evaporator 16 and on the refrigerant inlet side of the accumulator 17.

Next, the indoor air conditioning unit 30 will be described. The indoor air conditioning unit 30 is disposed inside an instrument panel (not shown) in the passenger compartment. The indoor air conditioning unit 30 has an air conditioning case 31. The air conditioning case 31 forms an outer shell of the indoor air conditioning unit 30. Inside the air conditioning case 31, a passage for air to be blown into the passenger compartment is formed. The air passage in the air conditioning case 31 accommodates a blower 32, an air cooling evaporator 16, and the like.

An inside / outside air switching device 33 is disposed on the most upstream side of the air flow in the air conditioning case 31. The inside / outside air switching device 33 introduces switching between inside air and outside air into the air passage in the air conditioning case 31.

The inside / outside air switching device 33 has an inside air introduction port and an outside air introduction port. The inside air introduction port introduces inside air into the air conditioning case 31. The outside air introduction port introduces outside air into the air conditioning case 31.

The inside / outside air switching device 33 continuously adjusts the opening area of the inside air introduction port and the opening area of the outside air introduction port by the inside / outside air switching door, and continuously changes the air volume ratio between the inside air volume and the outside air volume. It is an inside / outside air ratio adjustment unit.

A blower 32 that blows the air sucked through the inside / outside air switching device 33 toward the vehicle interior is arranged on the downstream side of the air flow of the inside / outside air switching device 33. The blower 32 is an electric blower that drives a centrifugal multiblade fan with an electric motor, and the number of rotations (in other words, the amount of blown air) is controlled by a control voltage output from the control device 40.

In the air conditioning case 31, an air cooling evaporator 16 is arranged on the downstream side of the air flow of the blower 32. The air cooling evaporator 16 cools the air blown by the blower 32.

An opening hole 34 is arranged at the most downstream part of the air flow of the air conditioning case 31. A duct (not shown) is connected to the opening hole 34. The duct forms a passage for air to be blown into the vehicle interior. The air cooled by the air cooling evaporator 16 is blown out into the passenger compartment through the opening hole 34 and the duct.

Next, the electric control unit of this embodiment will be described. The control device 40 has a microcomputer and its peripheral circuits. The microcomputer includes a CPU, a ROM, a RAM, and the like.

The control device 40 performs various calculations and processes based on the control program stored in the ROM, and controls various control devices connected to the output side. The various control devices are, for example, the compressor 11, the blower fan 13, the air cooling expansion valve 15, the blower 32, the battery cooling expansion valve 18, and the pressure adjustment valve 20.

A battery cooling sensor 41, a battery temperature sensor 42, and a superheat degree sensor 43 are connected to the input side of the control device 40.

The battery cooling sensor 41 is a temperature sensor that detects the temperature of the refrigerant flowing into the battery cooling evaporator 19. The battery cooling sensor 41 is a refrigerant detection unit that detects a physical quantity related to the temperature of the battery cooling evaporator 19. The battery cooling sensor 41 may be a pressure sensor that detects the pressure of the refrigerant flowing into the battery cooling evaporator 19.

The battery temperature sensor 42 is a battery temperature detection unit that detects the temperature of the battery 1. The battery temperature sensor 42 may be provided in each cell in the battery 1. The superheat degree sensor 43 is a superheat degree detector that detects the superheat degree of the refrigerant that has flowed out of the battery cooling evaporator 19.

The air conditioning control sensor group 44 is connected to the input side of the control device 40. The air conditioning control sensor group includes, for example, an inside air sensor, an outside air sensor, a solar radiation sensor, an evaporator temperature sensor, a discharge pressure sensor, and a suction pressure sensor.

The inside air sensor is an inside air temperature detection unit that detects the temperature in the vehicle interior (in other words, the inside air temperature). The outside air sensor is an outside air temperature detection unit that detects the temperature of outside air (in other words, outside air temperature). A solar radiation sensor is a solar radiation amount detection part which detects the solar radiation amount in a vehicle interior.

The evaporator temperature sensor is an evaporator temperature detector that detects the temperature TE of the air cooling evaporator 16 (in other words, the temperature of the air blown out from the air cooling evaporator 16). The evaporator temperature sensor is, for example, a fin thermistor that detects the temperature of the heat exchange fins of the air cooling evaporator 16, a refrigerant temperature sensor that detects the temperature of the refrigerant flowing through the air cooling evaporator 16, and the like.

The discharge pressure sensor is a high-pressure refrigerant detector that detects the pressure of the high-pressure refrigerant discharged from the compressor 11. The suction pressure sensor is a low-pressure refrigerant detector that detects the pressure of the low-pressure refrigerant sucked into the compressor 11.

An operation panel (not shown) is connected to the input side of the control device 40, and operation signals from various air conditioning operation switches provided on the operation panel are input. The operation panel is arranged on an instrument panel (not shown) in the passenger compartment.

The various air conditioning operation switches include an air conditioning operation switch and a vehicle interior temperature setting switch. The air conditioning operation switch is a switch for operating the vehicle air conditioner. The vehicle interior temperature setting switch is a switch for setting the vehicle interior temperature.

The control device 40 has a plurality of control units. Each control unit controls various control devices connected to the output side of the control device 40. For example, the control device 40 includes a first pressure reduction control unit that controls the air cooling expansion valve 15. For example, the control device 40 includes a second pressure reduction control unit that controls the battery cooling expansion valve 18. For example, the control device 40 includes a pressure adjustment control unit that controls the operation of the pressure adjustment valve 20.

Each control unit of the control device 40 is configured by hardware and software. Each control unit may be configured as a separate control device from the control device 40.

Next, the operation of the vehicle air conditioner of the present embodiment having the above configuration will be described. When the air conditioning operation switch is turned on, the control device 40 executes a control program and reads detection signals from the various sensors 41 to 44 and operation signals from the various air conditioning operation switches.

Then, based on the values of the read detection signal and operation signal, the target blowing temperature TAO is calculated based on the following formula F1. The target blowing temperature TAO is the target temperature of the air blown into the vehicle interior.

TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × As + C (F1)
Tset is the vehicle interior set temperature set by the vehicle interior temperature setting switch. Tr is the inside air temperature detected by the inside air temperature sensor. Tam is the outside air temperature detected by the outside air temperature sensor. As is the amount of solar radiation detected by the solar radiation sensor. Kset, Kr, Kam, Ks are control gains, and C is a correction constant.

Further, the control device 40 determines whether or not the battery 1 needs to be cooled based on the value of the detection signal of the battery temperature sensor 42. For example, when the temperature of the battery 1 detected by the battery temperature sensor 42 is equal to or higher than a threshold value, it is determined that the battery 1 needs to be cooled.

When the air conditioning operation switch is turned on, the control device 40 opens the air cooling expansion valve 15 and determines that the battery 1 needs to be cooled. open.

By opening the air cooling expansion valve 15, the battery cooling expansion valve 18 and the pressure regulating valve 20, the compressor 11, the outdoor heat exchanger 12, the air cooling expansion valve 15, the air cooling evaporator 16, the accumulator 17, The refrigerant circulates in the order of the compressor 11, and the refrigerant is in the order of the compressor 11, the outdoor heat exchanger 12, the battery cooling expansion valve 18, the battery cooling evaporator 19, the pressure regulating valve 20, the accumulator 17, and the compressor 11. A circulating refrigeration cycle is constructed.

In this cycle configuration, the control device 40 controls the compressor 11 so that the temperature TE of the air blown from the air cooling evaporator 16 becomes the target evaporator temperature TEO. The target evaporator temperature TEO is determined so as to decrease as the target outlet temperature TAO decreases. The target evaporator temperature TEO is determined within a range in which frost formation of the air cooling evaporator 16 can be suppressed. For example, the target evaporator temperature TEO is determined to be about 0 ° C. to 10 ° C.

The control device 40 controls the operation of the air cooling expansion valve 15 based on the pressure of the refrigerant flowing into the air cooling expansion valve 15 so that the COP of the cycle approaches the maximum value.

The control device 40 controls the battery cooling expansion valve 18 and the pressure regulating valve 20 so that the temperature difference ΔT obtained by subtracting the temperature of the battery cooling evaporator 19 from the temperature of the battery 1 becomes the target temperature difference ΔTO. For example, the target temperature difference ΔTO is determined to be about 20 ° C.

The control device 40 may control the battery cooling expansion valve 18 and the pressure regulating valve 20 so that the superheat degree of the refrigerant flowing out from the battery cooling evaporator 19 becomes the target superheat degree.

The state of the refrigerant circulating in the cycle changes as shown in the Mollier diagram of FIG. The high-pressure refrigerant discharged from the compressor 11 (point a1 in FIG. 2) flows into the outdoor heat exchanger 12, radiates heat to the outside air, and condenses (point a2 from point a2 in FIG. 2).

The refrigerant that has flowed out of the outdoor heat exchanger 12 branches into a flow that flows into the air cooling expansion valve 15 and a flow that flows into the battery cooling expansion valve 18. In FIG. 2, for the convenience of illustration, the specific enthalpy is illustrated so that the refrigerant flowing into the air cooling expansion valve 15 and the refrigerant flowing into the battery cooling expansion valve 18 have different specific enthalpies. The specific enthalpy is the same.

The refrigerant flowing into the air cooling expansion valve 15 is decompressed and expanded at the air cooling expansion valve 15 until it becomes a low-pressure refrigerant (from point a2 to point a3 in FIG. 2). The low-pressure refrigerant decompressed by the air cooling expansion valve 15 flows into the air cooling evaporator 16 and absorbs heat from the air to evaporate (from point a3 to point a4 in FIG. 2). Thereby, the air blown into the passenger compartment is cooled. Then, the refrigerant flowing out of the air cooling evaporator 16 flows from the accumulator 17 to the suction side of the compressor 11 and is compressed again by the compressor 11 (from point a4 to point a1 in FIG. 2).

The refrigerant that has flowed into the battery cooling expansion valve 18 is depressurized by the battery cooling expansion valve 18 until it becomes an intermediate pressure refrigerant (from point a2 to point a5 in FIG. 2). Then, the intermediate pressure refrigerant decompressed by the battery cooling expansion valve 18 flows into the battery cooling evaporator 19 and absorbs heat from the battery 1 to evaporate (from point a5 to point a6 in FIG. 2). Thereby, the battery 1 is cooled.

The refrigerant that has flowed out of the battery cooling evaporator 19 flows into the pressure regulating valve 20 and is decompressed and expanded until it becomes a low pressure refrigerant in the pressure regulating valve 20, and then merges with the refrigerant that has flowed out of the air cooling evaporator 16. Then, it flows from the accumulator 17 to the suction side of the compressor 11 and is compressed again by the compressor 11 (from the point a4 to the point a1 in FIG. 2).

The air cooling evaporator 16 absorbs heat from the air when the refrigerant evaporates, so that the air can be cooled. Therefore, the vehicle interior can be cooled by blowing the air cooled by the air cooling evaporator 16 into the vehicle interior.

Since the battery cooling evaporator 19 absorbs heat from the battery 1 when the refrigerant evaporates, the battery 1 can be cooled.

The refrigerant flowing out of the battery cooling evaporator 19 is depressurized by the pressure regulating valve 20 before joining the refrigerant flowing out of the air cooling evaporator 16. Thereby, the refrigerant pressure in the battery cooling evaporator 19 can be made higher than the refrigerant pressure in the air cooling evaporator 16. Therefore, the refrigerant temperature in the battery cooling evaporator 19 can be made higher than the refrigerant temperature in the air cooling evaporator 16. Specifically, the refrigerant temperature in the air cooling evaporator 16 is about 0 ° C. to 10 ° C., whereas the refrigerant temperature in the battery cooling evaporator 19 is about 20 ° C.

The broken line in the Mollier diagram shown in FIG. 2 shows a comparative example. This comparative example does not include the pressure regulating valve 20. Therefore, the refrigerant pressure in the battery cooling evaporator 19 is as low as the refrigerant pressure in the air cooling evaporator 16. Therefore, the refrigerant temperature in the battery cooling evaporator 19 is as low as the refrigerant temperature in the air cooling evaporator 16.

In this comparative example, since the temperature difference ΔT between the battery 1 and the battery cooling evaporator 19 is too large, the cooling amount of the battery 1 varies and the temperature of the battery 1 varies. The reason will be described below.

The air cooling evaporator 16 cools the air blown into the passenger compartment, so that the refrigerant temperature in the air cooling evaporator 16 is about 0 ° C. to 10 ° C. Therefore, in this comparative example, the refrigerant temperature in the battery cooling evaporator 19 is also about 0 ° C. to 10 ° C. Since the temperature of the battery 1 is about 40 ° C., in this comparative example, the temperature difference ΔT obtained by subtracting the temperature of the battery cooling evaporator 19 from the temperature of the battery 1 is about 30 ° C. to 40 ° C.

The amount of cooling of the battery 1 by the battery cooling evaporator 19 is expressed by the following formula.

Q = KFΔT
Q is a cooling amount [W] of the battery 1, K is a thermal resistance [W / Km 2 ], and F is a contact area [m 2 ] between the battery 1 and the battery cooling evaporator 19.

In the refrigeration cycle apparatus 10 of the present embodiment and the comparative example, it is necessary to cool not only the battery 1 but also the vehicle interior, so that the amount of cooling that can be used for cooling the battery 1 is limited.

However, in the comparative example, the temperature difference ΔT between the battery 1 and the battery cooling evaporator 19 is as large as about 30 ° C. to 40 ° C. Therefore, as shown in FIG. 3, each stack 1a, 1b, 1c, The amount of cooling becomes excessive for the stacks 1a and 1b in contact with the refrigerant flow upstream portion of the battery cooling evaporator 19 in 1d.

For this reason, all of the refrigerant is gasified at the downstream portion of the refrigerant flow of the battery cooling evaporator 19 and cannot evaporate. Therefore, the amount of cooling is reduced for the stack 1d in contact with the downstream portion of the refrigerant flow of the battery cooling evaporator 19. It will be insufficient. As a result, the cooling amount of the battery 1 varies and the temperature of the battery 1 varies, so that the deterioration of the battery 1 is promoted and the output of the battery 1 is reduced.

On the other hand, in the present embodiment, the refrigerant pressure in the battery cooling evaporator 19 can be made higher than the refrigerant pressure in the air cooling evaporator 16, so that the refrigerant temperature in the battery cooling evaporator 19 is also air. It can be made higher than the refrigerant temperature in the cooling evaporator 16. As a result, the temperature difference ΔT between the battery 1 and the battery cooling evaporator 19 can be suppressed smaller than in the comparative example.

Specifically, since the refrigerant temperature in the battery cooling evaporator 19 can be about 20 ° C., the temperature difference ΔT between the battery 1 and the battery cooling evaporator 19 can be about 20 ° C.

As a result, as shown in FIG. 4, since the cooling amount is suppressed from being excessive for the stacks 1a and 1b contacting the upstream portion of the refrigerant flow of the battery cooling evaporator 19, the battery cooling evaporator In the downstream portion of the refrigerant flow 19, the refrigerant can also evaporate and absorb heat, and as a result, it is possible to suppress the cooling amount from being insufficient with respect to the stack 1 d in contact with the downstream portion of the refrigerant flow of the battery cooling evaporator 19.

That is, since the cooling amount is equalized without excess or deficiency with respect to each part of the battery 1, it is possible to suppress variation in the temperature of the battery 1, and thus suppress deterioration of the battery 1.

When it is determined that the battery 1 does not need to be cooled, the control device 40 closes the battery cooling expansion valve 18. As a result, the refrigerant that has flowed out of the outdoor heat exchanger 12 does not flow to the battery cooling expansion valve 18, the battery cooling evaporator 19, and the pressure regulating valve 20, so that the battery 1 is not cooled.

The control device 40 closes the air cooling expansion valve 15 when the air conditioning operation switch is not turned on. As a result, the refrigerant that has flowed out of the outdoor heat exchanger 12 does not flow to the air cooling expansion valve 15 and the air cooling evaporator 16, so that the vehicle interior is not cooled.

In the present embodiment, since the battery cooling evaporator 19 is in contact with the battery 1 so as to be capable of conducting heat, the cooling efficiency of the battery can be increased.

In the present embodiment, the refrigerant that has flowed out of the battery cooling evaporator 19 is decompressed by the pressure regulating valve 20, and then merges with the refrigerant that has flowed out of the air cooling evaporator 16. Thereby, the refrigerant pressure in the battery cooling evaporator 19 can be made higher than the refrigerant pressure in the air cooling evaporator 16.

Therefore, since the refrigerant temperature in the battery cooling evaporator 19 can be made higher than the refrigerant temperature in the air cooling evaporator 16, the temperature difference ΔT between the battery 1 and the battery cooling evaporator 19 can be kept small. it can.

As a result, since the vaporization of the refrigerant can be suppressed in the upstream portion of the refrigerant flow of the battery cooling evaporator 19, the refrigerant can also absorb heat well in the downstream portion of the refrigerant flow of the battery cooling evaporator 19. Therefore, the temperature variation of the battery 1 can be suppressed.

In the present embodiment, the control device 40 controls the battery cooling expansion valve 18 and the pressure adjustment valve 20 so that a temperature difference ΔT obtained by subtracting the temperature of the battery cooling evaporator 19 from the temperature of the battery 1 becomes the target temperature difference ΔTO. Control. As a result, the temperature difference ΔT between the battery 1 and the battery cooling evaporator 19 can be reliably reduced.

The control device 40 may control the battery cooling expansion valve 18 and the pressure regulating valve 20 so that the superheat degree of the refrigerant flowing out from the battery cooling evaporator 19 becomes the target superheat degree.

According to this, since it is possible to suppress excessive vaporization of the refrigerant in the battery cooling evaporator 19, it is possible to reliably absorb heat in the refrigerant in the downstream portion of the refrigerant flow of the battery cooling evaporator 19. Therefore, the temperature variation of the battery 1 can be reliably suppressed.

It is preferable that the control device 40 controls the battery cooling expansion valve 18 and the pressure regulating valve 20 so that the flow rate of the refrigerant flowing through the battery cooling evaporator 19 becomes a target flow rate.

According to this, since it is possible to prevent the refrigerant from being excessively vaporized in the battery cooling evaporator 19, it is possible to reliably absorb heat at the downstream portion of the refrigerant flow of the battery cooling evaporator 19. it can. Therefore, the temperature variation of the battery 1 can be reliably suppressed.

(Second Embodiment)
In the above embodiment, the pressure regulating valve 20 is arranged on the refrigerant outlet side of the battery cooling evaporator 19, but in this embodiment, as shown in FIG. It arrange | positions in series with respect to a flow, and the pressure regulation valve 20 is arrange | positioned between the battery-cooling evaporators 19 mutually.

Thereby, since the temperature difference ΔT between the battery 1 and the battery cooling evaporator 19 can be finely adjusted, the temperature variation of the battery 1 can be finely suppressed.

(Third embodiment)
In the above embodiment, the air cooling expansion valve 15 and the air cooling evaporator 16, the battery cooling expansion valve 18, the battery cooling evaporator 19 and the pressure regulating valve 20 are arranged in parallel in the refrigerant flow. However, in this embodiment, as shown in FIG. 6, the air cooling expansion valve 15 and the air cooling evaporator 16, and the battery cooling expansion valve 18 and the battery cooling evaporator 19 are connected in series in the refrigerant flow. Has been placed.

The battery cooling expansion valve 18 and the battery cooling evaporator 19 are disposed upstream of the refrigerant flow with respect to the air cooling expansion valve 15 and the air cooling evaporator 16.

The inlet side of the bypass passage 24 is connected to the refrigerant outlet side of the outdoor heat exchanger 12 and the refrigerant inlet side of the battery cooling expansion valve 18. The outlet side of the bypass passage 24 is connected to the refrigerant outlet side of the battery cooling evaporator 19 and the refrigerant inlet side of the air cooling expansion valve 15.

The bypass passage 24 is a refrigerant passage through which the refrigerant flowing out of the outdoor heat exchanger 12 flows bypassing the battery cooling expansion valve 18 and the battery cooling evaporator 19.

An open / close valve 25 is disposed in the bypass passage 24. The on-off valve 25 is an opening / closing part that opens and closes the bypass passage 24. The on-off valve 25 is an electromagnetic valve and is controlled by the control device 40.

When the on-off valve 25 closes the bypass passage 24, the compressor 11, the outdoor heat exchanger 12, the battery cooling expansion valve 18, the battery cooling evaporator 19, the air cooling expansion valve 15, the air cooling evaporator 16, A refrigeration cycle in which the refrigerant circulates in the order of the accumulator 17 and the compressor 11 is configured.

The state of the refrigerant circulating in the cycle changes as shown in the Mollier diagram of FIG. The high-pressure refrigerant (point b1 in FIG. 7) discharged from the compressor 11 flows into the outdoor heat exchanger 12, and dissipates heat to the outside air to condense (point b2 to point b2 in FIG. 7).

The refrigerant that has flowed out of the outdoor heat exchanger 12 flows into the battery cooling expansion valve 18 and is depressurized by the battery cooling expansion valve 18 until it becomes an intermediate pressure refrigerant (from point b2 to point b3 in FIG. 7). The intermediate pressure refrigerant decompressed by the battery cooling expansion valve 18 flows into the battery cooling evaporator 19 and absorbs heat from the battery 1 to evaporate (b3 to b4 in FIG. 7). Thereby, the battery 1 is cooled.

The refrigerant that has flowed out of the battery cooling evaporator 19 is decompressed and expanded at the air cooling expansion valve 15 until it becomes a low-pressure refrigerant (from point b4 to point b5 in FIG. 7). The low-pressure refrigerant decompressed by the air-cooling expansion valve 15 flows into the air-cooling evaporator 16, absorbs heat from the air, and evaporates (points b5 to b6 in FIG. 7). Thereby, the air blown into the passenger compartment is cooled.

The refrigerant flowing out of the air cooling evaporator 16 flows from the accumulator 17 to the suction side of the compressor 11 and is compressed again by the compressor 11 (from point b6 to point b1 in FIG. 7).

Thereby, the refrigerant pressure in the battery cooling evaporator 19 can be made higher than the refrigerant pressure in the air cooling evaporator 16. Therefore, the refrigerant temperature in the battery cooling evaporator 19 can be made higher than the refrigerant temperature in the air cooling evaporator 16.

When it is determined that the battery 1 does not need to be cooled, the control device 40 opens the bypass passage 24 and closes the battery cooling expansion valve 18. Thus, a refrigeration cycle is configured in which the refrigerant circulates in the order from the compressor 11 to the outdoor heat exchanger 12, the bypass passage 24, the air cooling expansion valve 15, the air cooling evaporator 16, the accumulator 17, and the compressor 11.

Since the refrigerant flowing out of the outdoor heat exchanger 12 bypasses the battery cooling expansion valve 18 and the battery cooling evaporator 19 and flows through the air cooling expansion valve 15 and the air cooling evaporator 16, the cooling of the battery 1 is prevented. The vehicle interior is cooled without being performed.

The control device 40 stops the blower 32 when the air conditioning operation switch is not turned on. As a result, air does not flow to the air cooling evaporator 16, so that the vehicle interior is not cooled.

In the present embodiment, since the battery cooling evaporator 19 is in contact with the battery 1 so as to be capable of conducting heat, the cooling efficiency of the battery can be increased.

In this embodiment, the refrigerant flowing out of the battery cooling evaporator 19 is decompressed by the air cooling expansion valve 15 and then flows into the air cooling evaporator 16. Thereby, the refrigerant pressure in the battery cooling evaporator 19 can be made higher than the refrigerant pressure in the air cooling evaporator 16.

Therefore, since the refrigerant temperature in the battery cooling evaporator 19 can be made higher than the refrigerant temperature in the air cooling evaporator 16, the temperature difference ΔT between the battery 1 and the battery cooling evaporator 19 can be kept small. it can.

As a result, since the vaporization of the refrigerant can be suppressed in the upstream portion of the refrigerant flow of the battery cooling evaporator 19, the refrigerant can also absorb heat well in the downstream portion of the refrigerant flow of the battery cooling evaporator 19. Therefore, the temperature variation of the battery 1 can be suppressed.

In the present embodiment, the control device 40 controls the battery cooling expansion valve 18 and the air cooling expansion valve so that the temperature difference ΔT obtained by subtracting the temperature of the battery cooling evaporator 19 from the temperature of the battery 1 becomes the target temperature difference ΔTO. 15 is controlled.

Thereby, the temperature difference ΔT between the battery 1 and the battery cooling evaporator 19 can be surely kept small.

In the present embodiment, the control device 40 controls the on-off valve 25 to close the bypass passage 24 when the battery 1 needs to be cooled, and opens the bypass passage 24 when the battery 1 does not need to be cooled. The on-off valve 25 is controlled.

According to this, when it is necessary to cool the battery 1, the refrigerant is allowed to flow through both the battery cooling evaporator 19 and the air cooling evaporator 16 to perform both cooling of the battery 1 and cooling of the vehicle interior. it can.

When it is not necessary to cool the battery 1, the refrigerant is preferentially flowed to the air cooling evaporator 16 rather than the battery cooling evaporator 19, and cooling in the vehicle compartment is given priority over cooling of the battery 1. it can.

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

(1) In the first and second embodiments, the pressure regulating valve 20 is disposed as a pressure regulating unit that reduces the pressure of the refrigerant flowing out from the battery cooling evaporator 19. A fixed throttle such as a mechanical expansion valve, an orifice, or a capillary tube may be disposed as a pressure adjustment unit that reduces the pressure of the refrigerant that has flowed out.

A heat exchanger having a large pressure loss may be disposed as a pressure adjusting unit that reduces the pressure of the refrigerant flowing out of the battery cooling evaporator 19.

In the above embodiment, the pressure regulating valve 20 is an electric variable throttle mechanism, but the pressure regulating valve 20 may be a mechanical expansion valve. The mechanical expansion valve is a temperature expansion valve that has a temperature sensing unit and drives a valve body by a mechanical mechanism such as a diaphragm.

(2) In the above embodiment, the refrigeration cycle apparatus 10 is applied to a hybrid vehicle, but the refrigeration cycle apparatus 10 may be applied to an electric vehicle. An electric vehicle is a vehicle that obtains a driving force for traveling from a traveling electric motor.

(3) In the above embodiment, the battery cooling evaporator 19 is disposed in contact with the battery 1 so as to be able to conduct heat, but the battery cooling evaporator 19 cools the battery 1 through air or water. It may be.

That is, the battery 1 may be cooled by cooling the air and water with the battery cooling evaporator 19 and exchanging heat with the battery 1 with the air and water cooled by the battery cooling evaporator 19. .

Claims (7)

  1. A compressor (11) for compressing and discharging the refrigerant;
    An outdoor heat exchanger (12) for exchanging heat between the refrigerant discharged from the compressor and the outside air;
    A branch part (14) for branching the flow of the refrigerant heat-exchanged by the outdoor heat exchanger;
    An air cooling decompression section (15) for decompressing one of the refrigerants branched at the branch section;
    An air cooling heat exchanger (16) that cools the air by exchanging heat between the refrigerant decompressed by the air cooling decompression unit and air blown into a vehicle interior;
    A battery cooling decompression section (18) for decompressing the other refrigerant branched at the branch section;
    A battery-cooling heat exchanger (19) that is in contact with the battery (1) so as to be able to conduct heat and heat-exchanges the refrigerant that has been decompressed by the battery-cooling decompression unit with the battery to cool the battery;
    A pressure adjusting unit (20) for reducing the pressure of the refrigerant heat-exchanged in at least a part of the battery cooling heat exchanger;
    A refrigeration cycle apparatus comprising: a merging unit (21) that merges the refrigerant heat-exchanged by the air-cooling heat exchanger and the refrigerant depressurized by the pressure adjusting unit.
  2. A battery temperature detector (42) for detecting the temperature of the battery;
    A refrigerant detector (41) for detecting a physical quantity related to the temperature of the refrigerant flowing into the battery cooling heat exchanger;
    A control unit (40) for controlling the battery cooling pressure reducing unit and the pressure adjusting unit so that a temperature difference (ΔT) between the battery and the battery cooling heat exchanger becomes a target temperature difference (ΔTO); The refrigeration cycle apparatus according to claim 1 provided.
  3. A superheat degree detector (43) for detecting the superheat degree of the refrigerant flowing out of the battery cooling heat exchanger;
    The refrigeration cycle according to claim 1, further comprising: a control unit (40) that controls the battery cooling pressure reducing unit and the pressure adjusting unit so that the superheat detected by the superheat detection unit becomes a target superheat. apparatus.
  4. 4. The refrigeration cycle apparatus according to claim 2, wherein the control unit controls the battery cooling decompression unit and the pressure adjustment unit such that a flow rate of the refrigerant flowing through the battery cooling heat exchanger becomes a target flow rate. 5. .
  5. A compressor (11) for compressing and discharging the refrigerant;
    An outdoor heat exchanger (12) for exchanging heat between the refrigerant discharged from the compressor and the outside air;
    A battery cooling decompression section (18) for decompressing the refrigerant heat-exchanged by the outdoor heat exchanger;
    A battery cooling heat exchanger (19) that is in contact with the battery (1) so as to be capable of conducting heat and heat-exchanges the refrigerant that has been decompressed by the battery cooling decompression unit with the battery to cool the battery;
    An air cooling decompression section (15) for decompressing the refrigerant heat-exchanged by the battery cooling heat exchanger;
    A refrigeration cycle apparatus comprising: an air cooling heat exchanger (16) that heat-exchanges the refrigerant decompressed by the air cooling decompression unit with air blown into a passenger compartment to cool the air.
  6. A battery temperature detector (42) for detecting the temperature of the battery;
    A refrigerant detector (41) for detecting a physical quantity related to the temperature of the refrigerant flowing into the battery cooling heat exchanger;
    A control unit (40) for controlling the battery cooling decompression unit and the air cooling decompression unit such that a temperature difference (ΔT) between the battery and the battery cooling heat exchanger becomes a target temperature difference (ΔTO); The refrigeration cycle apparatus according to claim 5.
  7. A bypass passage (24) for guiding the refrigerant heat-exchanged in the outdoor heat exchanger to bypass the battery cooling decompression unit and the battery cooling heat exchanger to the air cooling decompression unit;
    An opening / closing part (25) for opening and closing the bypass passage;
    When the battery needs to be cooled, the open / close unit is controlled to close the bypass passage, and when the battery does not need to be cooled, the control unit controls the open / close unit to open the bypass passage ( 40). The refrigeration cycle apparatus according to claim 5, further comprising:

PCT/JP2018/011268 2017-04-26 2018-03-22 Refrigeration cycle device WO2018198611A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP2017-087212 2017-04-26
JP2017087212A JP2018185104A (en) 2017-04-26 2017-04-26 Refrigeration cycle system

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1123081A (en) * 1997-07-01 1999-01-26 Denso Corp Air conditioner having cooler for heat generating instrument
JP2012111486A (en) * 2010-11-23 2012-06-14 Visteon Global Technologies Inc Cooling system equipped with refrigerant evaporator system, and method for parallel air cooling and battery contact cooling
JP2013060065A (en) * 2011-09-12 2013-04-04 Daikin Industries Ltd Automobile temperature regulation system
JP2013156006A (en) * 2012-01-04 2013-08-15 Daikin Industries Ltd Electronic expansion valve and air conditioner with electronic expansion valve
JP2013184592A (en) * 2012-03-08 2013-09-19 Denso Corp Refrigerating cycle device for air-conditioning vehicle and for temperature-conditioning parts constituting vehicle
JP2014160594A (en) * 2013-02-20 2014-09-04 Denso Corp Cooling system

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1123081A (en) * 1997-07-01 1999-01-26 Denso Corp Air conditioner having cooler for heat generating instrument
JP2012111486A (en) * 2010-11-23 2012-06-14 Visteon Global Technologies Inc Cooling system equipped with refrigerant evaporator system, and method for parallel air cooling and battery contact cooling
JP2013060065A (en) * 2011-09-12 2013-04-04 Daikin Industries Ltd Automobile temperature regulation system
JP2013156006A (en) * 2012-01-04 2013-08-15 Daikin Industries Ltd Electronic expansion valve and air conditioner with electronic expansion valve
JP2013184592A (en) * 2012-03-08 2013-09-19 Denso Corp Refrigerating cycle device for air-conditioning vehicle and for temperature-conditioning parts constituting vehicle
JP2014160594A (en) * 2013-02-20 2014-09-04 Denso Corp Cooling system

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