WO2019044201A1 - Vehicular air-conditioning device - Google Patents

Abstract

This vehicular air-conditioning device is provided with: mode switching units (18, 54, 80) which switch modes between an air heating mode in which air is heated by a heating part (22) and an air cooling mode in which air is cooled in an air cooling part (14) by dissipating heat from a refrigerant to the outside air by means of heat-dissipating parts (23, 81); a battery (33) which supplies power to a driving-motor of a vehicle, emits heat while being charged, and is cooled by a heat medium; a heat medium circuit (30) which circulates the heat medium to a heat medium-cooling heat exchanger (17); and heat medium flow-switching units (38, 39) which, when the battery (33) is being charged by external power, switch the flow of the heat medium in the heat medium circuit (30) so that the heat medium circulates between the battery (33) and the heat medium-cooling heat exchanger (17).

Description

Vehicle air conditioner Cross-reference to related applications

This application is based on Japanese Patent Application No. 2017-166627 filed on Aug. 31, 2017, the disclosure content of which is incorporated by reference into the present application.

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

Conventionally, Patent Document 1 describes a battery temperature control device that performs air conditioning (that is, cooling and heating) and temperature control of the battery.

The battery temperature control device includes a compressor, an indoor condenser, an outdoor condenser, an evaporator, an expansion valve, a low temperature heat exchanger, and a battery temperature control unit. Then, when charging the battery from the outside of the vehicle, the battery is preheated by the power received from the outside of the vehicle, and the heat stored in the battery is used for heating and the like.

When the battery temperature control device performs charging from the outside of the vehicle, it determines the necessity of heat storage in the battery, and when it is determined that heat storage is necessary, the battery being charged is more than when it is determined that heat storage is unnecessary. Set the target temperature high.

In this battery temperature control device, the target temperature of the battery is not set uniformly, and when it is determined that heat storage is necessary, the target temperature is set higher than when it is determined that heat storage is unnecessary. Therefore, when it is not necessary to store heat, it is possible to suppress power consumption at the time of external charging, but when it is necessary to store heat, it is possible to store heat that can be dissipated in the battery.

Therefore, the battery can be effectively used as a heat storage portion while eliminating waste of power consumption at the time of external charging. As a result, energy saving of heating can be achieved by utilizing the heat stored in the battery for heating and the like.

JP, 2015-179609, A

However, in the above-mentioned prior art, since heat is stored in the battery itself, heat can not be stored beyond the heat capacity of the battery, and the heat storage amount is limited. Therefore, there is a problem that there is a limit to energy saving.

In view of the above-described point, the present disclosure is directed to an air conditioner that performs cooling and heating of air, in which the amount of heat storage at the time of charging is increased to further save energy.

A vehicle air conditioner according to a first feature example of the present disclosure is:
A compressor that sucks, compresses and discharges the refrigerant;
A heating unit that heats the air blown into the space to be air-conditioned using the heat of the refrigerant discharged from the compressor as a heat source;
A heat dissipation unit that radiates the heat of the refrigerant to the outside air;
A cooling unit that cools air using cold energy of the refrigerant;
A heat medium cooling heat exchanger that exchanges heat between the refrigerant and the heat medium to cool the heat medium;
A decompressor capable of decompressing the refrigerant flowing into the heat medium cooling heat exchanger;
The heat medium cooling heat exchanger absorbs heat from the heat medium to the refrigerant, and the air heating mode heats the air in the heating unit; the air cooling mode heats the outside air from the refrigerant in the heat radiating unit and cools the air in the cooling unit; Mode switching unit for switching
Supplying a power to a traveling motor of the vehicle, generating heat when charged, and a battery cooled by a heat medium;
A heat medium circuit for circulating the heat medium to the heat medium cooling heat exchanger;
And a heat medium flow switching unit configured to switch the flow of the heat medium in the heat medium circuit such that the heat medium circulates between the battery and the heat medium cooling heat exchanger when the battery is charged by the external power supply.

According to this, the refrigerant cools the air in the cooling unit, and the refrigerant dissipates the outside air in the heat radiating unit, whereby the air cooling mode can be realized.

Further, the refrigerant absorbs heat from the outside air in the heat radiating portion, and the air generated by the heating portion can be heated to realize the air heating mode.

Then, when the battery is charged by the external power supply, the heat generated by the battery is stored in the heat medium of the heat medium circuit, so that the heat capacity of the battery can be exceeded and stored. Therefore, since the heat storage amount can be increased, it is possible to achieve further energy saving by more effectively using the heat generated by charging.

A vehicle air conditioner according to a second feature example of the present disclosure is:
A compressor that sucks, compresses and discharges the refrigerant;
A heating unit that heats the air blown into the space to be air-conditioned using the heat of the refrigerant discharged from the compressor as a heat source;
A heat dissipation unit that radiates the heat of the refrigerant to the outside air;
A cooling unit that cools air using cold energy of the refrigerant;
A heat medium cooling heat exchanger that exchanges heat between the refrigerant and the heat medium to cool the heat medium;
A decompressor capable of decompressing the refrigerant flowing into the heat medium cooling heat exchanger;
The heat medium cooling heat exchanger absorbs heat from the heat medium to the refrigerant, and the air heating mode heats the air in the heating unit; the air cooling mode heats the outside air from the refrigerant in the heat radiating unit and cools the air in the cooling unit; Mode switching unit for switching
A heat generating device which generates heat when a battery for supplying electric power to a traveling motor of a vehicle is charged and is cooled by a heat medium;
A heat medium circuit for circulating the heat medium to the heat medium cooling heat exchanger;
A heat medium flow switching unit that switches the flow of the heat medium in the heat medium circuit such that the heat medium circulates between the heat generating device and the heat medium cooling heat exchanger when the battery is charged by the external power supply .

According to this, the air cooling mode and the air heating mode can be effectively realized.

Then, when the battery is charged by the external power supply, the heat generated by the heat generating device is stored in the heat medium of the heat medium circuit, so that heat can be stored exceeding the heat capacity of the heat generating device. Therefore, since the heat storage amount can be increased, it is possible to achieve further energy saving by more effectively using the heat generated by charging.

It is a whole block diagram of the air conditioner in 1st Embodiment. It is a block diagram of the cooling water circuit of the air conditioner in 1st Embodiment. It is a block diagram which shows the electric control part of the air conditioner in 1st Embodiment. It is a block diagram which shows the cooling water flow at the time of air conditioning mode in 1st Embodiment. It is a block diagram which shows the other example of the cooling water flow at the time of air conditioning mode in 1st Embodiment. It is a block diagram which shows the cooling water flow at the time of heating mode in 1st Embodiment. It is a block diagram which shows the other example of the cooling water flow at the time of heating mode in 1st Embodiment. It is a block diagram which shows the cooling water flow at the time of the rapid charge in 1st Embodiment. It is a block diagram which shows the other example of the cooling water flow at the time of the rapid charge in 1st Embodiment. It is a block diagram which shows the other example of the cooling water flow at the time of the rapid charge in 1st Embodiment. It is a block diagram which shows the other example of the cooling water flow at the time of the rapid charge in 1st Embodiment. It is a block diagram which shows the other example of the cooling water flow at the time of the rapid charge in 1st Embodiment. It is a block diagram which shows the other example of the cooling water flow at the time of the rapid charge in 1st Embodiment. It is a block diagram of the cooling water circuit of the air conditioner in 2nd Embodiment. It is a block diagram of the cooling water circuit of the air conditioner in 3rd Embodiment.

Hereinafter, embodiments will be described based on the drawings. In the following embodiments, parts that are the same as or equivalent to each other are given the same reference numerals in the drawings.

First Embodiment
Hereinafter, embodiments will be described based on the drawings. The vehicle air conditioner 1 shown in FIGS. 1 and 2 is an air conditioner that adjusts the vehicle interior space (in other words, the air conditioning target space) to an appropriate temperature. The vehicle air conditioner 1 has a refrigeration cycle apparatus 10. In the present embodiment, the refrigeration cycle apparatus 10 is mounted on a hybrid vehicle that obtains a driving force for vehicle traveling from an engine (in other words, an internal combustion engine) and a traveling motor (in other words, an electric motor).

The hybrid vehicle of the present embodiment is configured as a plug-in hybrid vehicle capable of charging a battery (in other words, an on-board battery) mounted on the vehicle with electric power supplied from an external power supply (in other words, a commercial power supply) It is done. For example, a lithium ion battery can be used as the battery.

As a charge mode, it has a rapid charge mode which charges rapidly at high voltage. The high voltage is a voltage higher than the voltage of the home power source, and is, for example, a voltage such as 400 V or 500 V.

The driving force output from the engine is used not only for driving the vehicle but also for operating the generator. The electric power generated by the generator and the electric power supplied from the external power supply can be stored in the battery, and the electric power stored in the battery constitutes the refrigeration cycle apparatus 10 as well as the driving motor. It is supplied to various in-vehicle devices including electric components.

The refrigeration cycle apparatus 10 includes a compressor 11, a condenser 12, a first expansion valve 80, an outdoor heat exchanger 81, a second expansion valve 13, an air cooling evaporator 14, a constant pressure valve 15, a third expansion valve 16, and cooling. This is a vapor compression type refrigerator equipped with a water cooling evaporator 17. In the refrigeration cycle apparatus 10 of this embodiment, a fluorocarbon-based refrigerant is used as the refrigerant, and a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant is configured.

The refrigeration cycle apparatus 10 includes a series refrigerant flow path 10a, a first parallel refrigerant flow path 10b, a second parallel refrigerant flow path 10c, an outdoor unit bypass flow path 10d, and an evaporator bypass flow path 10e. The series refrigerant flow path 10a, the first parallel refrigerant flow path 10b, the second parallel refrigerant flow path 10c, the outdoor unit bypass flow path 10d and the evaporator bypass flow path 10e are flow paths through which the refrigerant flows.

A refrigerant circulation circuit in which the refrigerant circulates is formed by the series refrigerant flow passage 10a, the first parallel refrigerant flow passage 10b, and the second parallel refrigerant flow passage 10c. The first parallel refrigerant flow passage 10 b and the second parallel refrigerant flow passage 10 c are connected to the series refrigerant flow passage 10 a so that the refrigerant flows in parallel to each other.

The compressor 11, the condenser 12, the first expansion valve 80, and the outdoor heat exchanger 81 are arranged in series in this order in the refrigerant flow in the series refrigerant flow path 10a.

In the first parallel refrigerant flow passage 10b, the second expansion valve 13, the air cooling evaporator 14 and the constant pressure valve 15 are arranged in series in this order in the flow of the refrigerant.

In the second parallel refrigerant flow passage 10c, the third expansion valve 16 and the cooling water cooling evaporator 17 are arranged in series in this order in the flow of the refrigerant.

The refrigerant is circulated in the order of the compressor 11, the condenser 12, the second expansion valve 13, the air cooling evaporator 14, the constant pressure valve 15, and the compressor 11 by the series refrigerant flow path 10a and the first parallel refrigerant flow path 10b. A circulation circuit is formed.

A refrigerant circulation circuit in which the refrigerant circulates in the order of the compressor 11, the condenser 12, the third expansion valve 16, and the cooling water cooling evaporator 17 is formed by the series refrigerant flow passage 10a and the second parallel refrigerant flow passage 10c.

The outdoor unit bypass flow passage 10 d is a flow passage through which the refrigerant flowing out of the condenser 12 bypasses the outdoor heat exchanger 81. The evaporator bypass flow passage 10 e is a flow passage through which the refrigerant flowing out of the outdoor heat exchanger 81 bypasses the air cooling evaporator 14.

The junction of the outdoor bypass passage 10d and the series refrigerant passage 10a is located downstream of the junction of the evaporator bypass passage 10e and the series refrigerant passage 10a.

A check valve 82 for preventing the backflow of the refrigerant between the junction of the evaporator bypass passage 10e and the series refrigerant passage 10a and the junction of the outdoor unit bypass passage 10d and the series refrigerant passage 10a. Is arranged.

An outdoor unit bypass solenoid valve 83 is disposed in the outdoor unit bypass flow passage 10d. The outdoor unit bypass solenoid valve 83 opens and closes the outdoor unit bypass flow passage 10d. The operation of the outdoor unit bypass solenoid valve 83 is controlled by the control device 60.

By controlling the outdoor unit bypass solenoid valve 83 such that the refrigerant flowing out of the condenser 12 flows through the outdoor unit bypass flow path 10d, the flow rate of the refrigerant flowing through the outdoor heat exchanger 81 is reduced, and the outdoor heat exchanger 81 The amount of heat exchange at can be reduced.

An evaporator bypass solenoid valve 84 is disposed in the evaporator bypass flow passage 10 e. The evaporator bypass solenoid valve 84 opens and closes the evaporator bypass flow passage 10 e. The operation of the evaporator bypass solenoid valve 84 is controlled by the controller 60.

By controlling the evaporator bypass solenoid valve 84 so that the refrigerant flowing out of the outdoor heat exchanger 81 flows through the evaporator bypass flow passage 10 e, the flow rate of the refrigerant flowing through the air cooling evaporator 14 is reduced to perform air cooling The amount of heat exchange in the evaporator 14 can be reduced.

The compressor 11 is an electric compressor driven by electric power supplied from a battery, and sucks, compresses and discharges the refrigerant of the refrigeration cycle apparatus 10. The compressor 11 may be a variable displacement compressor driven by a belt.

The condenser 12 is a high pressure side refrigerant heat medium heat exchanger that condenses the high pressure side refrigerant by heat exchange between the high pressure side refrigerant discharged from the compressor 11 and the cooling water of the high temperature cooling water circuit 20. The condenser 12 is a heat medium heating heat exchanger that heats the cooling water of the high temperature cooling water circuit 20 by heat exchange between the high pressure side refrigerant discharged from the compressor 11 and the cooling water of the high temperature cooling water circuit 20. .

The cooling water of the high temperature cooling water circuit 20 is a fluid as a heat medium. The cooling water of the high temperature cooling water circuit 20 is a high temperature heating medium. In the present embodiment, a liquid containing at least ethylene glycol, dimethylpolysiloxane or a nanofluid, or an antifreeze liquid is used as the cooling water of the high temperature cooling water circuit 20. The high temperature coolant circuit 20 is a high temperature heat medium circuit in which a high temperature heat medium circulates.

The first expansion valve 80 is a first decompression device that decompresses and expands the liquid phase refrigerant flowing out of the condenser 12. The first expansion valve 80 is an electric variable throttle mechanism, and has a valve body and an electric actuator. The valve body is configured to be capable of changing the passage opening degree of the refrigerant passage (in other words, the throttle opening degree). The electric actuator has a stepping motor that changes the throttle opening of the valve body.

The first expansion valve 80 is configured by a variable throttle mechanism with a fully open function that fully opens the refrigerant passage. The operation of the first expansion valve 80 is controlled by a control signal output from the controller 60.

The outdoor heat exchanger 81 is a refrigerant outside air heat exchanger that exchanges heat between the refrigerant decompressed and expanded by the first expansion valve 80 and the outside air. The outdoor heat exchanger 81 is a heat radiating portion that radiates the heat of the refrigerant to the outside air.

When the temperature of the refrigerant flowing through the outdoor heat exchanger 81 is lower than the temperature of the outside air, the outdoor heat exchanger 81 functions as a heat absorber that absorbs the heat of the outside air by the refrigerant. When the temperature of the refrigerant flowing through the outdoor heat exchanger 81 is higher than the temperature of the outside air, the outdoor heat exchanger 81 functions as a radiator that radiates the heat of the refrigerant to the outside air.

The first expansion valve 80 is a mode switching unit that switches between the heating mode and the cooling mode. By controlling the opening degree of the first expansion valve 80, it is possible to switch between the state in which the outdoor heat exchanger 81 functions as a heat absorber and the state in which the outdoor heat exchanger 81 functions as a radiator.

By making the outdoor heat exchanger 81 function as a heat absorber, the heat of the outside air can be used for heating. By causing the outdoor heat exchanger 81 to function as a radiator, it is possible to dissipate excess heat among the heat generated by the refrigeration cycle apparatus 10 to the outside air.

The second expansion valve 13 is a second decompression device that decompresses and expands the liquid phase refrigerant flowing out of the outdoor heat exchanger 81. The second expansion valve 13 is a mechanical temperature expansion valve. The mechanical expansion valve is a thermal expansion valve that has a temperature sensing unit and drives a valve body by a mechanical mechanism such as a diaphragm.

A first on-off valve 18 is disposed in the first parallel refrigerant flow passage 10b. The first on-off valve 18 is an electromagnetic valve that opens and closes the first parallel refrigerant flow passage 10 b. The operation of the first on-off valve 18 is controlled by a control signal output from the controller 60. The first on-off valve 18 is a mode switching unit that switches between the heating mode and the cooling mode.

The second expansion valve 13 is configured by a variable throttle mechanism with a fully closing function that fully closes the refrigerant passage. That is, the second expansion valve 13 can shut off the flow of the refrigerant by fully closing the refrigerant passage. The operation of the second expansion valve 13 is controlled by a control signal output from a controller 60 shown in FIG.

The air-cooling evaporator 14 is an air-cooling heat exchanger that exchanges heat between the refrigerant flowing out of the second expansion valve 13 and the air blown into the vehicle compartment to cool the air blown into the vehicle compartment. The air cooling evaporator 14 is a cooling unit that cools air by using cold heat of a refrigerant. In the air cooling evaporator 14, the refrigerant absorbs heat from the air blown into the vehicle compartment.

The constant pressure valve 15 is a pressure adjusting unit (in other words, a pressure adjusting pressure reducing unit) that maintains the pressure of the refrigerant at the outlet side of the air cooling evaporator 14 at a predetermined value.

The constant pressure valve 15 is configured by a mechanical variable throttle mechanism. Specifically, when the pressure of the refrigerant at the outlet side of the air cooling evaporator 14 falls below a predetermined value, the constant pressure valve 15 reduces the passage area (i.e., the throttle opening degree) of the refrigerant passage, and the air cooling evaporator 14 When the pressure of the refrigerant at the outlet side of the valve exceeds a predetermined value, the passage area (i.e., the throttle opening) of the refrigerant passage is increased.

In the case where the fluctuation of the flow rate of the circulating refrigerant circulating in the cycle is small, instead of the constant pressure valve 15, a fixed throttle consisting of an orifice, a capillary tube or the like may be adopted.

The third expansion valve 16 is a third decompression device that decompresses and expands the liquid phase refrigerant flowing out of the outdoor heat exchanger 81. The third expansion valve 16 is, like the second expansion valve 13, a mechanical temperature expansion valve.

The second on-off valve 19 is disposed in the second parallel refrigerant flow passage 10c. The second on-off valve 19 is an electromagnetic valve that opens and closes the second parallel refrigerant flow passage 10c. The operation of the second on-off valve 19 is controlled by a control signal output from the controller 60.

The cooling water cooling evaporator 17 is a low pressure side refrigerant heat medium heat exchanger that evaporates the low pressure refrigerant by heat exchange between the low pressure refrigerant flowing out of the third expansion valve 16 and the cooling water of the low temperature cooling water circuit 30. . The cooling water cooling evaporator 17 is a heat medium cooling heat exchanger which exchanges heat between the refrigerant and the low temperature cooling water circuit 30 to cool the cooling water of the low temperature cooling water circuit 30. The gas phase refrigerant evaporated in the cooling water cooling evaporator 17 is drawn into the compressor 11 and compressed.

The cooling water of the low temperature cooling water circuit 30 is a fluid as a heat medium. The cooling water of the low temperature cooling water circuit 30 is a low temperature heating medium. In the present embodiment, a liquid containing at least ethylene glycol, dimethylpolysiloxane or nanofluid, or an antifreeze liquid is used as the cooling water of the low temperature cooling water circuit 30. The low temperature coolant circuit 30 is a low temperature heat medium circuit in which a low temperature heat medium circulates.

In the high temperature coolant circuit 20, a condenser 12, a high temperature side pump 21, a heater core 22, a radiator 23, a two-way valve 24, and a high temperature side reserve tank 25 are disposed.

The high temperature side pump 21 is a heat medium pump that sucks in and discharges the cooling water. The high temperature side pump 21 is an electric pump.

The high temperature side pump 21 is a high temperature side flow rate adjustment unit that adjusts the flow rate of the cooling water circulating in the high temperature cooling water circuit 20. The first low temperature side pump 31 and the second low temperature side pump 34 are low temperature side flow rate adjustment units that adjust the flow rate of the cooling water circulating in the low temperature cooling water circuit 30.

The heater core 22 is an air heating heat exchanger that heat-exchanges the cooling water of the high-temperature coolant circuit 20 with the air blown into the vehicle compartment to heat the air blown into the vehicle compartment. The heater core 22 is an air heating heat exchanger that heats the air by heat exchange between the cooling water of the high temperature coolant circuit 20 and the air blown into the vehicle compartment.

The condenser 12 and the heater core 22 are heating units that use the heat of the refrigerant discharged from the compressor 11 as a heat source to heat the air blown into the space to be air conditioned.

The radiator 23 is a high-temperature heat medium external air heat exchanger that exchanges heat between the cooling water of the high-temperature cooling water circuit 20 and the outside air. The condenser 12 and the radiator 23 are heat radiating parts that radiate the heat of the refrigerant to the outside air.

The radiator 23 is a radiator common to both the high temperature coolant circuit 20 and the low temperature coolant circuit 30. Outside air is blown to the radiator 23 and the outdoor heat exchanger 81 by the outdoor blower 41.

The radiator 23 is a radiator common to both the high temperature coolant circuit 20 and the low temperature coolant circuit 30. Outside air is blown to the radiator 23 and the outdoor heat exchanger 81 by the outdoor blower 41 shown in FIG.

The outdoor blower 41 is an outside air blower that blows outside air toward the radiator 23 and the outdoor heat exchanger 81. The outdoor blower 41 is an electric blower which drives a fan by an electric motor. The radiator 23, the outdoor heat exchanger 81, and the outdoor blower 41 are disposed at the foremost part of the vehicle. Therefore, the traveling wind can be applied to the radiator 23 and the outdoor heat exchanger 81 when the vehicle travels.

The condenser 12, the high temperature side pump 21 and the heater core 22 are disposed in the high temperature side circulation flow passage 20a. The high temperature side circulation flow passage 20a is a flow passage through which the high temperature side cooling water circulates.

The radiator 23 and the two-way valve 24 are disposed in the radiator flow passage 20b. The radiator flow passage 20 b is a flow passage through which the high temperature side cooling water flows in parallel to the heater core 22.

A part of the radiator flow passage 20 b constitutes a part of the low temperature coolant circuit 30. That is, a part of the radiator flow passage 20 b is a cooling water flow passage common to both the high temperature cooling water circuit 20 and the low temperature cooling water circuit 30.

The two-way valve 24 is a solenoid valve that opens and closes the radiator flow passage 20b. The operation of the two-way valve 24 is controlled by the controller 60. The two-way valve 24 is a high temperature switching unit that switches the flow of the cooling water in the high temperature cooling water circuit 20.

The two-way valve 24 may be a thermostat. The thermostat is a cooling water temperature responsive valve provided with a mechanical mechanism that opens and closes the cooling water flow path by displacing the valve body by a thermowax that changes its volume depending on temperature.

The high temperature side reserve tank 25 is a cooling water storage unit that stores excess cooling water. By storing the excess cooling water in the high temperature side reserve tank 25, it is possible to suppress a decrease in the amount of cooling water circulating in each flow path.

The high temperature side reserve tank 25 is a closed reserve tank or an open air reserve tank. The closed reserve tank is a reserve tank in which the pressure at the liquid surface of the stored cooling water is a predetermined pressure. The open air type reserve tank is a reserve tank in which the pressure at the liquid surface of the stored cooling water is atmospheric pressure.

In the low temperature cooling water circuit 30, a cooling water cooling evaporator 17, a first low temperature side pump 31, a radiator 23, a battery 33, a second low temperature side pump 34, an inverter 35, a charger 36, a motor generator 37, a first three-way valve 38, a second three-way valve 39 and a low temperature side reserve tank 40 are disposed.

The first low temperature side pump 31 and the second low temperature side pump 34 are heat medium pumps that suck and discharge the cooling water. The first low temperature side pump 31 and the second low temperature side pump 34 are electric pumps.

The battery 33, the inverter 35, the charger 36, and the motor generator 37 shown in FIGS. 1 and 2 are in-vehicle devices mounted in a vehicle, and are heat generating devices that generate heat as they operate. The battery 33 and the charger 36 are charging system heat generating devices that generate heat as the battery 33 is charged. Inverter 35 and motor generator 37 are traveling system heat generating devices that generate heat in response to the supply of power from battery 33.

The battery 33, the inverter 35, the charger 36 and the motor generator 37 dissipate the waste heat generated as the operation is performed to the cooling water of the low temperature cooling water circuit 30. In other words, the battery 33, the inverter 35, the charger 36 and the motor generator 37 supply heat to the cooling water of the low temperature cooling water circuit 30.

The inverter 35 is a power conversion unit that converts DC power supplied from the battery 33 into AC power and outputs the AC power to the motor generator 37. The charger 36 is a charger for charging the battery 33. The motor generator 37 generates driving power for traveling using the electric power output from the inverter 35, and generates regenerative electric power during deceleration or downhill.

For example, the upper limit temperature of the battery 33 is about 50.degree. The upper limit temperature of the inverter 35 and the motor generator 37 is higher than the upper limit temperature of the battery 33, and is about 65 ° C., for example. The upper limit temperature of charger 36 is higher than the upper limit temperatures of inverter 35 and motor generator 37. The battery 33, the inverter 35, the charger 36 and the motor generator 37 need to be maintained at a temperature lower than the upper limit temperature (in other words, the protection temperature) in order to prevent deterioration or failure.

The low temperature side reserve tank 40 is a cooling water storage unit that stores excess cooling water. By storing the excess cooling water in the low temperature side reserve tank 40, it is possible to suppress a decrease in the amount of cooling water circulating in each flow path.

The low temperature side reserve tank 40 is a closed reserve tank or an open air reserve tank. The closed reserve tank is a reserve tank in which the pressure at the liquid surface of the stored cooling water is a predetermined pressure. The open air type reserve tank is a reserve tank in which the pressure at the liquid surface of the stored cooling water is atmospheric pressure.

The first three-way valve 38, the first low temperature side pump 31, the cooling water cooling evaporator 17, and the low temperature side reserve tank 40 are disposed in the low temperature side main flow passage 30a. The low temperature side main flow passage 30a is a flow passage through which the low temperature side cooling water flows.

The battery 33 and the charger 36 are disposed in the battery flow passage 30c. The battery flow passage 30c is connected to the low temperature side main flow passage 30a. The low temperature side main flow passage 30a and the battery flow passage 30c form a cooling water circuit in which the low temperature side cooling water is circulated.

A first three-way valve 38 is disposed at the connection between the low temperature side main flow passage 30a and the battery flow passage 30c. The first three-way valve 38 switches between a state in which the cooling water in the low temperature side main flow path 30 a circulates in the battery flow path 30 c and a state in which the cooling water does not circulate. The operation of the first three-way valve 38 is controlled by the controller 60.

The second low temperature side pump 34, the inverter 35 and the motor generator 37 are disposed in the device flow path 30d. The low temperature side main flow passage 30a and the device flow passage 30d form a cooling water circuit in which the low temperature side cooling water circulates.

A bypass flow passage 30e is connected to the device flow passage 30d. The device flow path 30 d and the bypass flow path 30 e form a cooling water circuit in which the low temperature side cooling water circulates.

A second three-way valve 39 is disposed at the connection between the device flow path 30d and the bypass flow path 30e. The second three-way valve 39 switches between a state in which the cooling water in the low temperature side main flow passage 30a circulates in the device flow passage 30d and a state in which the cooling water in the device flow passage 30d circulates in the bypass flow passage 30e. Switch between non-circulating state. The operation of the second three-way valve 39 is controlled by the controller 60.

The first three-way valve 38 and the second three-way valve 39 are low temperature switching units that switch the flow of the cooling water in the low temperature cooling water circuit 30.

The radiator connection channels 30f, 30g are cooling water channels connecting the low temperature side main channel 30a and the radiator channel 20b. The low temperature side main flow passage 30a, the radiator connection flow passages 30f and 30g, and the radiator flow passage 20b form a cooling water circuit in which the low temperature side cooling water circulates.

A radiator two-way valve 42 is disposed in the radiator connection flow passage 30 f. The radiator two-way valve 42 opens and closes the radiator connection flow passage 30 f. The operation of the radiator two-way valve 42 is controlled by the controller 60. The radiator two-way valve 42 is a low temperature switching unit that switches the flow of the cooling water in the low temperature cooling water circuit 30. The radiator two-way valve 42 may be a thermostat.

The air cooling evaporator 14 and the heater core 22 are housed in a casing 51 (hereinafter referred to as an air conditioning casing) of the indoor air conditioning unit 50 shown in FIG. 1. The indoor air conditioning unit 50 is disposed inside the instrument panel (not shown) at the front of the passenger compartment. The air conditioning casing 51 is an air passage forming member that forms an air passage.

The heater core 22 is disposed on the air flow downstream side of the air cooling evaporator 14 in the air passage in the air conditioning casing 51. In the air conditioning casing 51, an inside / outside air switching box 52 and an indoor blower 53 are disposed. The inside / outside air switching box 52 is an inside / outside air switching unit that switches and introduces inside air and outside air to the air passage in the air conditioning casing 51. The indoor blower 53 sucks and blows the inside air and the outside air introduced into the air passage in the air conditioning casing 51 through the inside / outside air switching box 52.

An air mix door 54 is disposed between the air cooling evaporator 14 and the heater core 22 in the air passage in the air conditioning casing 51. The air mix door 54 adjusts the volume ratio of the cold air flowing into the heater core 22 and the cold air flowing through the cold air bypass passage 55 among the cold air having passed through the air cooling evaporator 14. The air mix door 54 is an air heating amount adjustment unit that adjusts the heating amount of air in the heater core 22. The air mix door 54 is a mode switching unit that switches between the heating mode and the cooling mode.

The cold air bypass passage 55 is an air passage through which the cold air that has passed through the air cooling evaporator 14 flows to bypass the heater core 22.

The air mix door 54 is a rotary door having a rotary shaft rotatably supported on the air conditioning casing 51 and a door base portion coupled to the rotary shaft. By adjusting the position of the air mix door 54, the temperature of the conditioned air blown out from the air conditioning casing 51 into the vehicle compartment can be adjusted to a desired temperature.

The rotation shaft of the air mix door 54 is driven by a servomotor. The operation of the servomotor is controlled by the controller 60.

The air mix door 54 may be a slide door that slides in a direction substantially orthogonal to the air flow. The sliding door may be a plate-like door formed of a rigid body. It may be a film door formed of a flexible film material.

The conditioned air whose temperature has been adjusted by the air mix door 54 is blown out from the air outlet 56 formed in the air conditioning casing 51 into the vehicle compartment.

The control device 60 shown in FIG. 3 is composed of a known microcomputer including a CPU, a ROM, a RAM and the like, and peripheral circuits thereof. The control device 60 performs various operations and processing based on the control program stored in the ROM. Various control target devices are connected to the output side of the control device 60. The control device 60 is a control unit that controls the operation of various control target devices.

The control target devices controlled by the control device 60 include the compressor 11, the first expansion valve 80, the second expansion valve 13, the third expansion valve 16, the outdoor blower 41, the high temperature side pump 21, the two-way valve 24, the first The low-temperature side pump 31, the second low-temperature side pump 34, the first three-way valve 38, the second three-way valve 39, the radiator two-way valve 42, and the like.

The software and hardware for controlling the electric motor of the compressor 11 in the control device 60 are a refrigerant discharge capacity control unit. Software and hardware for controlling the first expansion valve 80, the second expansion valve 13, and the third expansion valve 16 in the control device 60 is a throttle control unit.

Software and hardware for controlling the high temperature side pump 21 in the control device 60 is a high temperature heat medium flow rate control unit. The software and hardware for controlling the first low temperature side pump 31 and the second low temperature side pump 34 in the control device 60 is a low temperature heat medium flow rate control unit.

Software and hardware for controlling the outdoor blower 41 in the control device 60 are an outdoor air blowing capacity control unit. The software and hardware for controlling the two-way valve 24 in the controller 60 is a two-way valve control unit.

The software and hardware for controlling the first three-way valve 38 in the controller 60 is a first three-way valve control unit. Software and hardware for controlling the second three-way valve 39 in the controller 60 is a second three-way valve control unit.

An inside air temperature sensor 61, an outside air temperature sensor 62, a solar radiation amount sensor 63, an evaporator temperature sensor 64, a heater core temperature sensor 65, a refrigerant pressure sensor 66, a high temperature coolant temperature sensor 67, and a low temperature coolant Various control sensor groups such as a temperature sensor 68 and a window surface humidity sensor 69 are connected.

The inside air temperature sensor 61 detects a temperature Tr in the passenger compartment. The outside air temperature sensor 62 detects the outside air temperature Tam. The solar radiation amount sensor 63 detects the solar radiation amount Ts in the vehicle compartment.

The evaporator temperature sensor 64 is a temperature detection unit that detects the temperature of the air cooling evaporator 14. The evaporator temperature sensor 64 is, for example, a fin thermistor that detects the temperature of heat exchange fins of the air cooling evaporator 14 or a refrigerant temperature sensor that detects the temperature of the refrigerant flowing through the air cooling evaporator 14.

The heater core temperature sensor 65 is a temperature detection unit that detects the temperature of the heater core 22. The heater core temperature sensor 65 is, for example, a fin thermistor that detects the temperature of heat exchange fins of the heater core 22, a refrigerant temperature sensor that detects the temperature of cooling water flowing through the heater core 22, and air that detects the temperature of air flowing out of the heater core 22. It is a temperature sensor or the like.

The refrigerant pressure sensor 66 is a refrigerant pressure detection unit that detects the pressure of the refrigerant discharged from the compressor 11. Instead of the refrigerant pressure sensor 66, a refrigerant temperature sensor may be connected to the input side of the control device 60. The refrigerant temperature sensor is a refrigerant pressure detection unit that detects the temperature of the refrigerant discharged from the compressor 11. The controller 60 may estimate the pressure of the refrigerant based on the temperature of the refrigerant.

The high temperature coolant temperature sensor 67 is a temperature detection unit that detects the temperature of the coolant in the high temperature coolant circuit 20. For example, the high temperature coolant temperature sensor 67 detects the temperature of the coolant of the condenser 12.

The low temperature coolant temperature sensor 68 is a temperature detection unit that detects the temperature of the coolant in the low temperature coolant circuit 30. For example, the low temperature coolant temperature sensor 68 detects the temperature of the coolant of the coolant cooling evaporator 17.

The window surface humidity sensor 69 is configured of a near window humidity sensor, a near window air temperature sensor, and a window surface temperature sensor.

The near-window humidity sensor detects the relative humidity (hereinafter referred to as the near-window relative humidity) of the air in the vehicle room near the windshield in the vehicle room. The near-window air temperature sensor detects the temperature of the air in the passenger compartment near the windshield. The window surface temperature sensor detects the surface temperature of the windshield.

Various operation switches (not shown) are connected to the input side of the control device 60. Various operation switches are provided on the operation panel 70 and operated by the occupant. The operation panel 70 is disposed near the dashboard in the front of the vehicle compartment. Operation signals from various operation switches are input to the control device 60.

The various operation switches are an air conditioner switch, a temperature setting switch, and the like. The air conditioner switch sets whether to cool the air in the indoor air conditioning unit 50 or not. The temperature setting switch sets the set temperature of the vehicle interior.

Next, the operation in the above configuration will be described. The control device 60 switches the operation mode to one of the cooling mode shown in FIGS. 4 to 5 and the heating mode shown in FIGS. 6 to 7 based on the target blowing temperature TAO or the like. The cooling mode is an air cooling mode for cooling the air blown into the vehicle compartment. The heating mode is an air heating mode in which the air blown into the vehicle compartment is heated.

The target blowing temperature TAO is a target temperature of the blowing air blown out into the vehicle compartment. Control device 60 calculates target blowout temperature TAO based on the following formula.

TAO = Kset × Tset-Kr × Tr-Kam × Tam-Ks × Ts + C
In this equation, Tset is a vehicle interior set temperature set by the temperature setting switch of the operation panel 70, Tr is the inside air temperature detected by the inside air temperature sensor 61, Tam is the outside air temperature detected by the outside air temperature sensor 62, Ts is It is a solar radiation amount detected by the solar radiation amount sensor 63. Kset, Kr, Kam, and Ks are control gains, and C is a correction constant.

The control device 60 switches to the dehumidifying and heating mode when it is determined that the window of the vehicle may become cloudy in the heating mode. For example, in the heating mode, the control device 60 calculates relative humidity RHW (hereinafter referred to as window surface relative humidity) of the vehicle interior side surface based on the detection value of the window surface humidity sensor 69, Based on the relative humidity RHW, it is determined whether the window of the vehicle may become cloudy.

The window surface relative humidity RHW is an index that indicates the possibility of the windshield becoming cloudy. Specifically, the larger the value of the window surface relative humidity RHW, the higher the possibility of the windshield being clouded.

Next, the operation in the cooling mode, the heating mode and the dehumidifying heating mode will be described.

(1) Cooling Mode In the cooling mode, the control device 60 sets the first expansion valve 80 in the fully open state, sets the second expansion valve 13 in the throttling state, and sets the third expansion valve 16 in the fully closed state.

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

As for the control signal output to the second expansion valve 13, the degree of superheat of the refrigerant flowing into the compressor 11 approaches a target degree of superheat determined in advance so that the coefficient of performance (so-called COP) of the cycle approaches the maximum value. To be determined.

With regard to the control signal output to the servo motor of the air mix door 54, the air mix door 54 is positioned at the solid line position in FIG. 1 to close the air passage of the heater core 22 and of the air passing through the air cooling evaporator 14. The total flow rate is determined to flow around the air passage of the heater core 22.

In the cooling mode, the compressor 11 and the high temperature side pump 21 are operated. In the cooling mode, the two-way valve 24 opens the radiator flow passage 20b. Thus, as indicated by a thick line in the high temperature cooling water circuit 20 of FIG. 4, the cooling water of the high temperature cooling water circuit 20 circulates through the radiator 23 and the radiator 23 radiates heat to the outside air.

At this time, the cooling water of the high temperature cooling water circuit 20 also circulates through the heater core 22. However, since the air mixing door 54 blocks the air passage of the heater core 22, the heater core 22 hardly dissipates heat from the cooling water to the air. I can not do it.

In the refrigeration cycle apparatus 10 in the cooling mode, the refrigerant flows as indicated by the broken line arrow in FIG. 1, and the state of the refrigerant circulating in the cycle changes as follows.

That is, the high pressure refrigerant discharged from the compressor 11 flows into the condenser 12. The refrigerant flowing into the condenser 12 releases heat to the cooling water of the high temperature cooling water circuit 20. Thus, the refrigerant is cooled and condensed in the condenser 12.

The refrigerant flowing out of the condenser 12 flows into the first expansion valve 80. Since the first expansion valve 80 is fully open, the refrigerant is not decompressed and expanded in the first expansion valve 80.

The refrigerant flowing out of the first expansion valve 80 flows into the outdoor heat exchanger 81, and radiates heat to the outside air. Thereby, the refrigerant is cooled and condensed also in the first expansion valve 80.

The refrigerant flowing out of the first expansion valve 80 flows into the second expansion valve 13 and is decompressed and expanded in the second expansion valve 13 until it becomes a low pressure refrigerant. The low-pressure refrigerant reduced in pressure by the second expansion valve 13 flows into the air cooling evaporator 14, absorbs heat from the air blown into the vehicle compartment, and is evaporated. Thus, the air blown into the vehicle compartment is cooled.

Then, the refrigerant flowing out of the air cooling evaporator 14 flows to the suction side of the compressor 11 and is compressed again by the compressor 11.

As described above, in the cooling mode, the low-pressure refrigerant can absorb heat from the air by the air cooling evaporator 14 to blow out the cooled air into the vehicle compartment. Thereby, cooling of the vehicle interior can be realized.

In the cooling mode, when it is necessary to cool at least one of the battery 33, the inverter 35, the charger 36 and the motor generator 37, the third expansion valve 16 is put into a throttled state and the first low temperature side pump 31 is operated.

Thereby, as shown by the solid line arrow in FIG. 1, the refrigerant flowing out of the outdoor heat exchanger 81 flows into the third expansion valve 16 and is decompressed and expanded to the low pressure refrigerant by the third expansion valve 16. . The low pressure refrigerant decompressed by the third expansion valve 16 flows into the cooling water cooling evaporator 17, absorbs heat from the cooling water of the low temperature cooling water circuit 30, and is evaporated. Thereby, the cooling water of the low temperature cooling water circuit 30 is cooled.

When it is necessary to cool the battery 33 and the charger 36, the first three-way valve 38 causes the cooling water in the low temperature side main flow passage 30a to circulate in the battery flow passage 30c. As a result, as indicated by thick lines in the low temperature coolant circuit 30 of FIG. 4, the cooling water of the low temperature coolant circuit 30 circulates through the battery 33 and the charger 36 to cool the battery 33.

When it is necessary to cool the inverter 35 and the motor generator 37, the second three-way valve 39 causes the cooling water in the low temperature side main flow passage 30a to circulate in the device flow passage 30d. Thereby, as shown by the thick line in the low temperature cooling water circuit 30 of FIG. 5, the cooling water of the low temperature cooling water circuit 30 circulates through the inverter 35 and the motor generator 37 to cool the inverter 35 and the motor generator 37.

(2) Heating Mode In the heating mode, the controller 60 brings the first expansion valve 80 into the throttling state, brings the second expansion valve 13 into the fully closed state, and brings the third expansion valve 16 into the throttling state.

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

The control signal output to the first expansion valve 80 is determined such that the temperature of the refrigerant flowing into the outdoor heat exchanger 81 is equal to or lower than the outside air temperature.

The control signal output to the third expansion valve 16 is determined so that the degree of superheat of the refrigerant flowing into the compressor 11 approaches a predetermined target degree of superheat. The target degree of superheat is set so that the coefficient of performance (so-called COP) of the cycle approaches the maximum value.

With regard to the control signal output to the servo motor of the air mix door 54, the air mix door 54 is located at the broken line position in FIG. 1 to fully open the air passage of the heater core 22 and of the air passing through the air cooling evaporator 14. The total flow rate is determined to pass through the air passage of the heater core 22.

In the heating mode, the compressor 11, the high temperature side pump 21, and the first low temperature side pump 31 are operated. In the heating mode, the two-way valve 24 closes the radiator flow passage 20b. Thereby, as shown by the thick line in the high temperature cooling water circuit 20 of FIG. 6, the cooling water of the high temperature cooling water circuit 20 circulates through the heater core 22 and is dissipated from the cooling water by the heater core 22 to the air blown into the vehicle compartment. Be done.

In the heating mode, the first three-way valve 38 closes the battery flow passage 30c, and the second three-way valve 39 closes the device flow passage 30d and the bypass flow passage 30e. As a result, as indicated by the thick line in the low temperature cooling water circuit 30 of FIG. 6, the cooling water of the low temperature cooling water circuit 30 circulates through the radiator 23.

In the refrigeration cycle apparatus 10 in the heating mode, the refrigerant flows as indicated by solid arrows in FIG. 1, and the state of the refrigerant circulating in the cycle changes as follows.

That is, the high pressure refrigerant discharged from the compressor 11 flows into the condenser 12, exchanges heat with the cooling water of the high temperature cooling water circuit 20, and radiates heat. Thereby, the cooling water of the high temperature cooling water circuit 20 is heated.

The refrigerant flowing out of the condenser 12 flows into the first expansion valve 80 and is depressurized so as to be equal to or lower than the outside air temperature. Then, the refrigerant decompressed by the first expansion valve 80 flows into the outdoor heat exchanger 81 and hardly exchanges heat with the outside air or absorbs heat from the outside air.

The refrigerant flowing out of the first expansion valve 80 flows into the third expansion valve 16 and is decompressed until it becomes a low pressure refrigerant. Then, the low pressure refrigerant decompressed by the third expansion valve 16 flows into the cooling water cooling evaporator 17, absorbs heat from the cooling water of the low temperature cooling water circuit 30, and evaporates.

Then, the refrigerant flowing out of the cooling water cooling evaporator 17 flows to the suction side of the compressor 11 and is compressed again by the compressor 11.

As described above, in the heating mode, the heat of the high pressure refrigerant discharged from the compressor 11 is dissipated to the cooling water of the high temperature cooling water circuit 20 by the condenser 12 and the heat of the cooling water of the high temperature cooling water circuit 20 is The heat can be released to the air by the heater core 22 and the air heated by the heater core 22 can be blown out into the vehicle interior. Thereby, heating of the vehicle interior can be realized.

Since the cooling water of the low temperature cooling water circuit 30 circulates through the radiator 23, the cooling water of the low temperature cooling water circuit 30 is absorbed from the outside air, and the low temperature refrigerant from the cooling water of the low temperature cooling water circuit 30 in the cooling water cooling evaporator 17 Can absorb heat. Therefore, the heat of the outside air can be used to heat the vehicle interior.

In the heating mode, the outdoor unit bypass solenoid valve 83 may be opened to allow the refrigerant flowing out of the condenser 12 to flow by bypassing the first expansion valve 80 and the outdoor heat exchanger 81.

In the heating mode, the battery 33, the inverter 35, the charger 36 and the motor generator 37 circulate the cooling water of the low temperature cooling water circuit 30, as shown by the thick lines in the low temperature cooling water circuit 30 of FIG. Absorbing waste heat of the inverter 35, the charger 36 and the motor generator 37 into the cooling water of the low temperature cooling water circuit 30, and absorbing heat from the cooling water of the low temperature cooling water circuit 30 into the low pressure refrigerant in the cooling water cooling evaporator 17. Can.

Therefore, the waste heat of battery 33, inverter 35, charger 36 and motor generator 37 can be used to heat the vehicle interior. Further, waste heat of the battery 33, the inverter 35, the charger 36 and the motor generator 37 can be used for defrosting of the radiator 23.

Incidentally, by circulating the cooling water of the low temperature cooling water circuit 30 also to at least one of the battery 33, the inverter 35, the charger 36 and the motor generator 37, at least one of the battery 33, the inverter 35, the charger 36 and the motor generator 37 is Waste heat can be used to heat and defrost the vehicle interior.

(3) Defrosting After Heating Mode In the heating mode, since the cooling water of the low temperature cooling water circuit 30 absorbs heat from the outside air in the radiator 23, frost formation occurs on the radiator 23. Then, the radiator 23 is defrosted using the heat which remained in the cooling water of the high temperature cooling water circuit 20 at the time of a stop after performing heating mode.

That is, by connecting the radiator 23 to the high temperature cooling water circuit 20, the temperature of the radiator 23 is increased by the heat remaining in the cooling water of the high temperature cooling water circuit 20 to melt the frost adhering to the surface of the radiator 23. Can.

(4) Dehumidifying and Heating Mode In the dehumidifying and heating mode, the control device 60 sets the first expansion valve 80 in the throttling state, sets the second expansion valve 13 in the fully closed state, and sets the third expansion valve 16 in the fully closed state.

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

The control signal output to the first expansion valve 80 is determined such that the temperature of the refrigerant flowing into the outdoor heat exchanger 81 is lower than the outside air temperature.

The control signal output to the third expansion valve 16 is determined so that the degree of superheat of the refrigerant flowing into the third expansion valve 16 approaches a predetermined target degree of superheat. The target degree of superheat is set so that the coefficient of performance (so-called COP) of the cycle approaches the maximum value.

With regard to the control signal output to the servo motor of the air mix door 54, the air mix door 54 fully opens the air passage of the heater core 22, and the total flow rate of air passing through the air cooling evaporator 14 is the air passage of the heater core 22. It is decided to pass.

In the dehumidifying and heating mode, the compressor 11, the high temperature side pump 21, and the first low temperature side pump 31 are operated. In the dehumidifying and heating mode, the two-way valve 24 closes the radiator flow passage 20b. Thereby, as shown by the thick line in the high temperature cooling water circuit 20 of FIG. 6, the cooling water of the high temperature cooling water circuit 20 circulates through the heater core 22 and is dissipated from the cooling water by the heater core 22 to the air blown into the vehicle compartment. Be done.

In the refrigeration cycle apparatus 10 in the dehumidifying and heating mode, the refrigerant flows as indicated by the broken line arrow in FIG. 1, and the state of the refrigerant circulating in the cycle changes as follows.

That is, the high pressure refrigerant discharged from the compressor 11 flows into the condenser 12, exchanges heat with the cooling water of the high temperature cooling water circuit 20, and radiates heat. Thereby, the cooling water of the high temperature cooling water circuit 20 is heated.

The refrigerant flowing out of the condenser 12 flows into the first expansion valve 80 and is depressurized so as to be lower than the outside air temperature. Then, the refrigerant decompressed by the first expansion valve 80 flows into the outdoor heat exchanger 81 and absorbs heat from the outside air.

The refrigerant flowing out of the outdoor heat exchanger 81 flows into the second expansion valve 13 and is decompressed until it becomes a low pressure refrigerant. Then, the low pressure refrigerant reduced in pressure by the second expansion valve 13 flows into the air cooling evaporator 14 and absorbs heat from the air blown into the vehicle compartment to evaporate. Thus, the air blown into the vehicle compartment is cooled and dehumidified. Then, the refrigerant flowing out of the air cooling evaporator 14 flows to the suction side of the compressor 11 and is compressed again by the compressor 11.

As described above, in the dehumidifying and heating mode, the heat of the high pressure refrigerant discharged from the compressor 11 is dissipated to the cooling water of the high temperature cooling water circuit 20 by the condenser 12 and the heat of the cooling water of the high temperature cooling water circuit 20 The heat is released to the air by the heater core 22.

Further, the low pressure refrigerant decompressed by the third expansion valve 16 is absorbed from the air blown into the vehicle compartment by the air cooling evaporator 14, and the air cooled and dehumidified by the air cooling evaporator 14 is a heater core. It can heat at 22 and can blow out to a vehicle interior. Thereby, dehumidification heating of a vehicle interior can be realized.

In the dehumidifying and heating mode, the refrigerant expanded in pressure by the first expansion valve 80 flows into the outdoor heat exchanger 81 to absorb heat from the outside air by setting the first expansion valve 80 in the squeezed state. Therefore, the heat of the outside air can be used to heat the vehicle interior.

In the dehumidifying and heating mode, the low pressure refrigerant reduced in pressure by the third expansion valve 16 flows into the cooling water cooling evaporator 17 by bringing the third expansion valve 16 into a throttling state, and cooling of the low temperature cooling water circuit 30 It absorbs heat from water and evaporates.

Then, as indicated by the thick line in the low temperature cooling water circuit 30 of FIG. 6, the cooling water of the low temperature cooling water circuit 30 is circulated in the radiator 23 to absorb heat from the outside air to the cooling water of the low temperature cooling water circuit 30 The cooling water of the low temperature cooling water circuit 30 can absorb heat from the cooling water of the low temperature cooling water circuit 30 by the water cooling evaporator 17. Therefore, the heat of the outside air can be used to heat the vehicle interior.

Further, as shown by the thick line in the low temperature cooling water circuit 30 of FIG. 7, the cooling water cooled by the cooling water cooling evaporator 17 is also circulated to the battery 33, the inverter 35, the charger 36 and the motor generator 37. The waste heat of the battery 33, the inverter 35, the charger 36 and the motor generator 37 is absorbed by the cooling water of the low temperature cooling water circuit 30, and the cooling water of the low temperature cooling water circuit 30 is changed to a low pressure refrigerant in the cooling water cooling evaporator 17. It can be absorbed heat. Therefore, the waste heat of battery 33, inverter 35, charger 36 and motor generator 37 can be used to heat the vehicle interior.

Thus, in the vehicle air conditioner 1 of the present embodiment, the refrigerant flow to the air cooling evaporator 14 and the cooling water cooling evaporator 17 and the cooling water flow in the high temperature cooling water circuit 20 and the low temperature cooling water circuit 30 As a result, proper cooling, heating, and dehumidifying heating of the vehicle compartment can be performed, and thus comfortable air conditioning of the vehicle compartment can be realized.

When the rapid charge mode for rapidly charging the battery 33 with a high voltage is performed at the time of parking, as shown in FIG. 8, the control device 60 controls the first three-way valve 38 to be the battery flow path 30c and the first low temperature side. The first three-way valve 38 and the second three-way valve 39 are controlled such that the second three-way valve 39 closes the device channel 30 d and the bypass channel 30 e while communicating with the pump 31. Furthermore, the control device 60 controls the radiator two-way valve 42 so that the radiator two-way valve 42 closes the radiator connection flow passage 30 f. As a result, as shown by the thick line in the low temperature cooling water circuit 30 of FIG. 8, a cooling water circuit is formed in which the cooling water is circulated among the cooling water cooling evaporator 17, the battery 33 and the charger 36.

Therefore, the amount of heat generated by the battery 33 in the rapid charging can be stored in the cooling water circuit including the cooling water cooling evaporator 17. Therefore, the amount of stored heat can be used for heating after the start of the heating operation. Therefore, heating performance and cycle efficiency (so-called COP) can be improved.

Moreover, in the outdoor heat exchanger 81 and the radiator 23, since the heat absorption amount from external air can be decreased, frost formation of the outdoor heat exchanger 81 and the radiator 23 can be suppressed. Therefore, the fall of the heating performance and cycle efficiency (so-called COP) accompanying frost formation can be suppressed.

In the rapid charge mode, when the temperature of the cooling water circulating between the cooling water cooling evaporator 17 and the battery 33 becomes equal to or higher than the switching temperature T1, as shown in FIG. While making all the side main flow paths 30a and the battery flow paths 30c communicate, the second three-way valve 39 opens the equipment flow path 30d and closes the bypass flow path 30e. Furthermore, the radiator two-way valve 42 closes the radiator connection channel 30f. The switching temperature T1 is a temperature (for example, 45 ° C.) that may exceed the upper limit temperature (for example, about 50 ° C.) of the battery 33.

Thus, as indicated by the thick line in low temperature cooling water circuit 30 in FIG. 9, the cooling water is circulated between cooling water cooling evaporator 17, battery 33, charger 36, inverter 35 and motor generator 37. A circuit is formed.

Therefore, the amount of heat generated by the battery 33 and the charger 36 in rapid charging can be stored in the cooling water circuit including not only the cooling water cooling evaporator 17 but also the inverter 35 and the motor generator 37. Can increase the heating performance and cycle efficiency (so-called COP).

As shown in FIG. 10, when the temperature of the cooling water circulating between the evaporator 17 for the cooling water, the battery 33 and the charger 36 becomes higher than the switching temperature T1 (for example, 45 ° C.) in the quick charge mode. The radiator two-way valve 42 may open the radiator connection channel 30f. Thus, a cooling water circuit in which the cooling water is circulated is formed among the cooling water cooling evaporator 17, the battery 33, the charger 36, the inverter 35, the motor generator 37 and the radiator 23.

At this time, since the outdoor blower 41 is stopped and does not blow air to the radiator 23, the radiator 23 hardly dissipates heat from the cooling water to the outside air.

Therefore, the amount of heat generated by battery 33 and charger 36 in the rapid charging can be stored in the cooling water circuit including inverter 35, motor generator 37 and radiator 23 as well as cooling water cooling evaporator 17. The heat storage amount can be further increased, which can further improve the heating performance and the cycle efficiency (so-called COP).

When the temperature of the cooling water circulating between the cooling water cooling evaporator 17 and the battery 33 becomes equal to or higher than the switching temperature T1 in the rapid charging mode, as shown in FIG. The connection flow path 30 f may be opened, and the two-way valve 24 may open the radiator flow path 20 b.

Thereby, as shown by the thick line in FIG. 11, the cooling water circuit in which the cooling water is circulated between the cooling water cooling evaporator 17, the battery 33, the charger 36, the inverter 35, the motor generator 37 and the condenser 12 is It is formed.

At this time, since the outdoor blower 41 is stopped and does not blow air to the radiator 23, the radiator 23 hardly dissipates heat from the cooling water to the outside air. Further, since the indoor blower 53 is stopped and does not blow air to the heater core 22, heat dissipation from the cooling water to the air is hardly performed in the heater core 22.

Therefore, the amount of heat generated by the battery 33 during rapid charging can be stored in the cooling water circuit that includes not only the cooling water cooling evaporator 17, the inverter 35, and the motor generator 37 but also the condenser 12. The amount can be further increased, which can further improve the heating performance and cycle efficiency (so-called COP).

In the quick charge mode, when the temperature of the cooling water circulating between the cooling water cooling evaporator 17 and the battery 33 becomes the radiation temperature T2 or more, as shown in FIG. 12, the first three-way valve 38 is at a low temperature. While making all the side main flow paths 30a and the battery flow path 30c communicate, the second three-way valve 39 closes the low temperature side main flow path 30a side and opens the bypass flow path 30e. Furthermore, the radiator two-way valve 42 opens the radiator connection flow passage 30f, and the two-way valve 24 opens the radiator flow passage 20b. The heat release temperature T2 is a temperature (for example, 50 ° C.) near the upper limit temperature of the battery 33.

Thus, as shown by the thick line in FIG. 12, a cooling water circuit in which the cooling water circulates between the cooling water cooling evaporator 17, the battery 33, the charger 36, the radiator 23, the condenser 12, and the heater core 22; A cooling water circuit in which the cooling water circulates is formed among the inverter 35, the motor generator 37, and the bypass flow passage 30e.

Therefore, the heat possessed by the cooling water circulating through the battery 33 can be dissipated to the outside air by the radiator 23, so that the battery 33 can be protected from exceeding the upper limit temperature, and the battery 33 can be protected.

Further, the heat quantity generated by the inverter 35 and the motor generator 37 can be stored in the cooling water circuit including the inverter 35, the motor generator 37 and the bypass flow passage 30e. Therefore, the protection of the battery 33 and the increase of the heat storage amount can be compatible.

When the temperature of battery 33 becomes higher than bypass temperature T3 and the temperatures of inverter 35 and motor generator 37 become higher than bypass temperature T3 in the quick charge mode, as shown in FIG. While making all the side main flow paths 30a and the battery flow path 30c communicate, the second three-way valve 39 closes the low temperature side main flow path 30a side and opens the bypass flow path 30e. Furthermore, the radiator two-way valve 42 opens the radiator connection flow passage 30f, and the two-way valve 24 closes the radiator flow passage 20b. The bypass temperature T3 is a temperature (for example, 50 ° C.) near the upper limit temperature of the battery 33.

Thus, as shown by the thick line in FIG. 13, a cooling water circuit in which the cooling water circulates between the cooling water cooling evaporator 17, the battery 33 and the radiator 23, an inverter 35, a motor generator 37 and a bypass flow passage A cooling water circuit is formed to circulate cooling water between 30e and 30e.

Therefore, when the battery 33 is likely to exceed the upper limit temperature, the heat possessed by the cooling water circulating the battery 33 can be dissipated to the outside air by the radiator 23, so that the battery 33 is suppressed from exceeding the upper limit temperature. It can protect.

Since the upper limit temperature of inverter 35 and motor generator 37 is higher than the upper limit temperature of battery 33, the temperature of inverter 35 and motor generator 37 at this time has a margin for the upper limit temperature. In view of this point, since the heat quantity generated by the inverter 35 and the motor generator 37 is stored in the cooling water circuit including the inverter 35, the motor generator 37 and the bypass flow passage 30e, protection of the battery 33 and increase of the stored heat amount Can be compatible.

In the present embodiment, the first three-way valve 38 and the second three-way valve 39 are cooled between the battery 33 and the charger 36 and the cooling water cooling evaporator 17 when the battery 33 is rapidly charged by the external power supply. The flow of cooling water in the low temperature cooling water circuit 30 is switched so that the water circulates.

According to this, when the battery 33 is being charged by the external power supply, the heat generated by the battery 33 and the charger 36 is stored in the cooling water of the low temperature cooling water circuit 30, so the heat capacity of the battery 33 and the charger 36 is exceeded to store heat. can do. Therefore, since the heat storage amount can be increased, it is possible to achieve further energy saving by more effectively using the heat generated by the rapid charge.

In particular, in a vehicle having a large capacity of the battery 33, since the amount of heat generated by the battery 33 and the charger 36 increases, significant energy saving can be achieved by increasing the heat storage amount as in this embodiment. .

In the present embodiment, the first three-way valve 38 and the second three-way valve 39 estimate that the temperature of the cooling water of the low temperature cooling water circuit 30 is equal to or higher than the switching temperature T1 when the battery 33 is charged by the external power supply. If so, the flow of the cooling water in the low temperature cooling water circuit 30 is switched so that the cooling water circulates between the battery 33, the cooling water cooling evaporator 17, the inverter 35 and the motor generator 37.

Thereby, when the battery 33 is being charged by the external power supply, the heat generated by the battery 33 and the charger 36 is stored in the cooling water of the low temperature cooling water circuit 30, so that the heat capacity of the battery 33 and the charger 36 is exceeded and stored. be able to. Therefore, since the heat storage amount can be increased, it is possible to achieve further energy saving by more effectively using the heat generated by the rapid charge.

In the present embodiment, the two-way valve 24, the first three-way valve 38, the second three-way valve 39, and the radiator two-way valve 42 are cooling water of the low temperature cooling water circuit 30 when the battery 33 is charged by the external power supply. The low temperature coolant circuit 30 and the high temperature coolant circuit 20 are connected when it is estimated that the temperature is higher than the switching temperature T1.

Thereby, when the battery 33 is charged by the external power supply, the heat generated by the battery 33 and the charger 36 is stored not only in the cooling water of the low temperature cooling water circuit 30 but also in the cooling water of the high temperature cooling water circuit 20. The heat storage capacity can be further increased beyond the heat capacities of the battery 33 and the charger 36.

In the present embodiment, when the battery 33 is being charged by the external power supply, the first three-way valve 38 and the radiator two-way valve 42 estimate that the temperature of the cooling water of the low temperature cooling water circuit 30 is the radiation temperature T2 or more. If so, the flow of cooling water in the low temperature cooling water circuit 30 is switched such that the cooling water circulates between the battery 33 and the cooling water external air heat exchanger 32.

As a result, the battery 33 can be suppressed from exceeding the upper limit temperature, and the battery 33 can be protected.

In the present embodiment, the first three-way valve 38 and the second three-way valve 39 are estimated that the battery 33, the inverter 35 and the motor generator 37 have reached the bypass temperature T3 or more when the battery 33 is charged by the external power supply. In this case, the flow of the cooling water in the low temperature cooling water circuit 30 is switched between the inverter 35 and the motor generator 37 and the bypass flow passage 30e so that the cooling water circulates independently of the battery 33.

According to this, the cooling water circuit in which the cooling water circulates between the cooling water cooling evaporator 17, the battery 33 and the radiator 23, and the cooling water circulates between the inverter 35, the motor generator 37 and the bypass flow passage 30 e Cooling water circuit is formed.

In this cooling water circuit, since the cooling water circulates independently of the battery 33, the heat generated by the inverter 35 and the motor generator 37 can suppress the battery 33 from exceeding the upper limit temperature, and thus the battery 33 can be protected.

At this time, since the temperature of inverter 35 and motor generator 37 has a margin with respect to the upper limit temperature, the amount of heat generated by inverter 35 and motor generator 37 includes inverter 35, motor generator 37 and bypass flow passage 30 e. Heat is stored in the cooling water circuit. This makes it possible to achieve both the protection of the battery 33 and the increase in the heat storage amount.

When it is predicted that the cooling mode will be performed after rapid charging, the first three-way valve 38 and the second three-way valve 39 circulate cooling water between the battery 33 and the charger 36 and the cooling water outside air heat exchanger 32. As described above, the flow of the cooling water in the low temperature cooling water circuit 30 may be switched.

According to this, when it is predicted that the cooling mode will be performed after rapid charging, it is not necessary to perform heat storage for heating during rapid charging, so battery 33, charger 36 and cooling water outside air heat exchanger 32 Thus, the heat generated by the battery 33 and the charger 36 can be dissipated to the outside air by circulating the cooling water between them.

Second Embodiment
In the above embodiment, the charger 36 is disposed in the battery channel 30c, but in the present embodiment, as shown in FIG. 14, the charger 36 is disposed in the device channel 30d. Also in the present embodiment, the same effects as those of the above embodiment can be obtained.

In the present embodiment, the first three-way valve 38 and the second three-way valve 39 charge the battery 36 when the temperature of the low temperature coolant circuit 30 is less than the cutoff temperature T4 while the battery 33 is being charged by the external power supply. The cooling water is circulated between the battery 33 and the low temperature cooling water circuit 30 so that the cooling water does not circulate between the charger 36 and the battery 33 when the temperature of the low temperature cooling water circuit 30 is equal to or higher than the cutoff temperature T4. Switch the flow of cooling water at 30. The cutoff temperature T4 is a temperature (for example, 50 ° C.) near the upper limit temperature of the battery 33.

According to this, in view of the fact that the allowable temperature of the charger 36 is higher than the allowable temperature of the battery 33, both the protection of the battery 33 and the increase of the heat storage amount can be achieved.

Third Embodiment
In the present embodiment, as shown in FIG. 15, a heat accumulator 85 is disposed in the cooling water circuit. The heat storage unit 85 is a heat storage unit that stores the heat possessed by the cooling water. The heat accumulator 85 has a larger heat capacity per unit volume than the cooling water.

The heat storage device 85 is disposed in the low temperature side main flow passage 30a, the battery flow passage 30c, and the device flow passage 30d. The heat accumulator 85 may be disposed in at least one of the low temperature side main flow passage 30a, the battery flow passage 30c, and the device flow passage 30d.

In other words, the heat accumulator 85 is a portion of the low temperature cooling water circuit 30 where the cooling water circulates between the battery 33 and the charger 36 and the cooling water cooling evaporator 17, and the battery 33, the charger 36 and the inverter 35. And the motor generator 37 is disposed at least one of the sites through which the cooling water circulates.

According to this, since the heat accumulator 85 can store the heat possessed by the cooling water during the rapid charge, the heat quantity generated by the battery 33 in the rapid charge can be further accumulated in the cooling water circuit. Therefore, since the heat storage amount can be further increased, the heating performance and the cycle efficiency (so-called COP) can be further improved.

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

(1) In the above embodiment, the second expansion valve 13 and the third expansion valve 16 are mechanical temperature expansion valves, but the second expansion valve 13 and the third expansion valve 16 have electricity with a fully closed function. It may be a variable stop mechanism of the formula. In this case, the first on-off valve 18 and the second on-off valve 19 can be eliminated.

The electric variable throttle mechanism has a valve body and an electric actuator. The valve body is configured to be capable of changing the passage opening degree of the refrigerant passage (in other words, the throttle opening degree). The electric actuator has a stepping motor that changes the throttle opening of the valve body.

The operation of the second expansion valve 13 and the third expansion valve 16 can be controlled by a control signal output from the control device 60.

(2) In the above embodiment, the constant pressure valve 15 is a mechanical variable throttle mechanism, but the constant pressure valve 15 may be an electrical variable throttle mechanism. In this case, the operation of the constant pressure valve 15 can be controlled by a control signal output from the control device 60.

(3) In the above embodiment, when the radiator 23 does not release heat from the cooling water to the outside air, the outdoor blower 41 is stopped, but a radiator bypass flow passage and a bypass switching valve may be provided. The radiator bypass flow passage is a cooling water flow passage through which the cooling water bypasses the radiator 23. The bypass switching valve is an electromagnetic valve that switches a state in which the cooling water flows through the radiator 23 and a state in which the cooling water does not flow through the radiator 23. The operation of the bypass switching valve can be controlled by a control signal output from the controller 60.

When the radiator 23 does not radiate heat from the cooling water to the outside air, the switching valve may be controlled so that the cooling water flows in the radiator bypass flow path and the cooling water does not flow in the radiator 23.

(4) The charger 36 does not necessarily have to be mounted on the vehicle, and may be provided on equipment on the external power supply side.

(5) In the above-mentioned embodiment, although cooling water is used as a heat carrier, various media, such as oil, may be used as a heat carrier.

Nano fluid may be used as a heat carrier. The nanofluid is a fluid in which nanoparticles having a particle size of nanometer order are mixed. In addition to the effect of lowering the freezing point to make the antifreeze liquid like cooling water using ethylene glycol, the following effects can be obtained by mixing the nanoparticles in the heat medium.

That is, the effect of improving the thermal conductivity in a specific temperature zone, the effect of increasing the heat capacity of the heat medium, the effect of preventing corrosion of metal piping and the deterioration of rubber piping, and the heat medium at extremely low temperature The effect of enhancing the fluidity of the

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

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

Further, since the heat capacity of the heat medium can be increased, the amount of stored heat due to the sensible heat of the heat medium itself can be increased.

By increasing the stored heat amount, even if the compressor 11 is not operated, cooling and heating utilizing stored heat can be performed for a certain period of time, so power saving of the vehicle air conditioner can be achieved.

The aspect ratio of the nanoparticles is preferably 50 or more. It is because sufficient thermal conductivity can be obtained. The aspect ratio is a shape index that represents the ratio of length x width of the nanoparticles.

As the nanoparticles, those containing any of Au, Ag, Cu and C can be used. Specifically, Au nanoparticles, Ag nanowires, CNTs, graphene, graphite core-shell nanoparticles, Au nanoparticle-containing CNTs, and the like can be used as constituent atoms of the nanoparticles.

CNTs are carbon nanotubes. The graphite core-shell type nanoparticles are particles in which a structure such as a carbon nanotube is present so as to surround the atoms.

(6) In the refrigeration cycle apparatus 10 of the above embodiment, a fluorocarbon refrigerant is used as the refrigerant, but the type of refrigerant is not limited to this, and a natural refrigerant such as carbon dioxide, a hydrocarbon refrigerant, etc. You may use.

Further, the refrigeration cycle apparatus 10 of the above embodiment constitutes a subcritical refrigeration cycle in which the high pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant, but a supercritical refrigeration cycle in which the high pressure side refrigerant pressure exceeds the critical pressure of the refrigerant May be configured.

(7) In the above embodiment, the radiator 23 common to both the high temperature coolant circuit 20 and the low temperature coolant circuit 30 is provided, but separate radiators are provided for the high temperature coolant circuit 20 and the low temperature coolant circuit 30. It may be provided. The separate radiators may be joined together by common fins.

(8) In the above embodiment, although the low pressure refrigerant flows to the air cooling evaporator 14, an intermediate pressure refrigerant or high pressure refrigerant may flow to the air cooling evaporator 14. That is, the opening degree of the first expansion valve 80 and the second expansion valve 13 may be adjusted so that the intermediate pressure refrigerant or the high pressure refrigerant flows into the air cooling evaporator 14.

(9) In the above embodiment, the air is cooled by heat exchange between the low pressure refrigerant and the air by the air cooling evaporator 14, but heat exchange may be made between the low pressure refrigerant and the air via the cooling water. .

For example, the low temperature cooling water circuit 30 may be provided with an air-cooling heat exchanger that exchanges heat between the cooling water and the air to cool the air.

Claims (13)

1. A compressor (11) that sucks, compresses and discharges the refrigerant;
   A heating unit (12, 22) configured to heat air blown into a space to be air-conditioned using the heat of the refrigerant discharged from the compressor as a heat source;
   A radiator (12, 23, 81) for radiating the heat of the refrigerant to the outside air;
   A cooling unit (14) for cooling the air using cold energy of the refrigerant;
   A heat medium cooling heat exchanger (17) which exchanges heat between the refrigerant and the heat medium to cool the heat medium;
   A decompressor (80, 13, 16) capable of decompressing the refrigerant flowing into the heat medium cooling heat exchanger;
   In the heat medium cooling heat exchanger, the heat medium absorbs heat from the heat medium, and the heating unit heats the air in the heating unit; and the heat radiating unit dissipates heat from the refrigerant from the refrigerant to the cooling unit. A mode switching unit (18, 54, 80) for switching between the air cooling mode for cooling the air in
   A battery (33) which supplies power to a traveling motor of the vehicle, generates heat when charged, and is cooled by the heat medium;
   A heat medium circuit (30) for circulating the heat medium to the heat medium cooling heat exchanger;
   A heat medium flow that switches the flow of the heat medium in the heat medium circuit so that the heat medium circulates between the battery and the heat medium cooling heat exchanger when the battery is being charged by an external power supply An air conditioner for a vehicle, comprising: a switching unit (24, 38, 39, 42).
2. A compressor (11) that sucks, compresses and discharges the refrigerant;
   A heating unit (12, 22) configured to heat air blown into a space to be air-conditioned using the heat of the refrigerant discharged from the compressor as a heat source;
   A radiator (12, 23, 81) for radiating the heat of the refrigerant to the outside air;
   A cooling unit (14) for cooling the air using cold energy of the refrigerant;
   A heat medium cooling heat exchanger (17) which exchanges heat between the refrigerant and the heat medium to cool the heat medium;
   A decompressor (80, 13, 16) capable of decompressing the refrigerant flowing into the heat medium cooling heat exchanger;
   In the heat medium cooling heat exchanger, the heat medium absorbs heat from the heat medium, and the heating unit heats the air in the heating unit; and the heat radiating unit dissipates heat from the refrigerant from the refrigerant to the cooling unit. A mode switching unit (18, 54, 80) for switching between the air cooling mode for cooling the air in
   A heat generating device (36) which generates heat when a battery (33) for supplying electric power to a vehicle drive motor is charged and is cooled by the heat medium;
   A heat medium circuit (30) for circulating the heat medium to the heat medium cooling heat exchanger;
   A heat medium that switches the flow of the heat medium in the heat medium circuit such that the heat medium circulates between the heat generating device and the heat medium cooling heat exchanger when the battery is being charged by an external power supply And a flow switching unit (24, 38, 39, 42).
3. A traveling system heat generating device (35, 37) that generates heat as power is supplied from the battery, has a higher allowable temperature than the battery, and circulates the heat medium.
   When the temperature of the heat medium of the heat medium circuit is estimated to be equal to or higher than a switching temperature (T1) when the battery is charged by the external power supply, the heat medium flow switching unit The vehicle air conditioner according to claim 1, wherein the flow of the heat medium in the heat medium circuit is switched so that the heat medium circulates between the heat medium cooling heat exchanger and the traveling system heat generating device.
4. The heating unit heats the heat medium by exchanging heat between the refrigerant discharged from the compressor and the heat medium to heat the heat medium (12); and the heat medium heating heat exchanger (12 An air heating heat exchanger (22) which heats the air by heat exchange between the heat medium heated in step b) and the air;
   The heat medium circuit is a low temperature heat medium circuit (30),
   And a high temperature heat medium circuit (20) through which the heat medium flows independently of the low temperature heat medium circuit.
   When the temperature of the heat medium of the heat medium circuit is estimated to be equal to or higher than a switching temperature (T1) when the battery is charged by the external power supply, the heat medium flow switching unit performs the low-temperature heat The vehicle air conditioner according to claim 1 or 2, wherein a medium circuit and the high temperature heat medium circuit (20) are connected.
5. The heat dissipating unit has a heat medium external air heat exchanger (32) for exchanging heat between the heat medium and the external air,
   When it is estimated that the temperature of the heat medium of the heat medium circuit is equal to or higher than the heat release temperature (T2) when the battery is charged by the external power supply, the heat medium flow switching unit The vehicle air conditioner according to claim 1 or 3, wherein the flow of the heat medium in the heat medium circuit is switched so that the heat medium circulates with the heat medium open air heat exchanger.
6. A traveling system heat generating device (35, 37) that generates heat in response to the supply of power from the battery and circulates the heat medium;
   And a bypass flow passage (30e) for circulating the heat medium to the traveling system heat generating device, bypassing the battery.
   When it is estimated that the battery and the traveling system heat generating device have become equal to or higher than the bypass temperature (T3) when the battery is charged by the external power supply, the heat medium flow switching unit is configured to generate the traveling system heat generating device The vehicle air conditioner according to claim 1, wherein the flow of the heat medium in the heat medium circuit is switched so that the heat medium circulates independently between the battery and the bypass flow path.
7. A traveling system heat generating device (35, 37) that generates heat as power is supplied from the battery, has a higher allowable temperature than the battery, and circulates the heat medium.
   The heat generating device is a charger (36) that charges the battery, has an allowable temperature higher than that of the traveling system heat generating device, and circulates the heat medium with the traveling system heat generating device.
   When the temperature of the heat medium circuit is less than a cutoff temperature (T4) when the battery is being charged by the external power supply, the heat medium flow switching unit may be configured to connect the charger and the battery. The heat medium flows in the heat medium circuit so that the heat medium does not circulate between the battery charger and the battery when the heat medium circulates and the temperature of the heat medium circuit is equal to or higher than the cutoff temperature. The vehicle air conditioner of Claim 2 switched.
8. The heat dissipating unit has a heat medium external air heat exchanger (32) for exchanging heat between the heat medium and the external air,
   The heat medium flow switching unit circulates the heat medium between the battery and the heat medium outside air heat exchanger when the air cooling mode is expected to be performed after the battery is charged. The vehicle air conditioner according to any one of claims 1, 3 and 6, wherein the flow of the heat medium in the heat medium circuit is switched.
9. The heat dissipating unit has a heat medium external air heat exchanger (32) for exchanging heat between the heat medium and the external air,
   The heat medium flow switching unit is configured to circulate the heat medium between the heat generating device and the heat medium outside air heat exchanger when the air cooling mode is predicted to be performed after the battery is charged. The vehicle air conditioner according to claim 2, wherein the flow of the heat medium in the heat medium circuit is switched to do so.
10. In the heat medium circuit, a heat accumulator (85) is disposed at a position where the heat medium circulates between the battery and the heat medium cooling heat exchanger, and the heat capacity per unit volume is larger than that of the heat medium. The vehicle air conditioner according to any one of claims 1, 3, 5, 6, and 8.
11. A heat accumulator (85) which is disposed in a portion of the heat medium circuit where the heat medium circulates between the heat generating device and the heat medium cooling heat exchanger, and the heat capacity per unit volume is larger than that of the heat medium. The vehicle air conditioner according to any one of claims 2, 7 and 9, comprising:
12. The heat medium circuit is provided with a heat accumulator (85) which is disposed at a portion where the heat medium circulates between the battery and the traveling system heat generating device, and the heat capacity per unit volume is larger than that of the heat medium. The air conditioner for vehicles of claim 3 or 6.
13. A traveling system heat generating device (35, 37) that generates heat in response to the supply of power from the battery and circulates the heat medium;
    And a heat accumulator (85) disposed at a portion of the heat medium circuit where the heat medium circulates between the heat generating device and the traveling system heat generating device and having a larger heat capacity per unit volume than the heat medium. The vehicle air conditioner according to any one of claims 2, 7, and 9.
    
    

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