WO2019073769A1

WO2019073769A1 - Intake air cooling system

Info

Publication number: WO2019073769A1
Application number: PCT/JP2018/034728
Authority: WO
Inventors: 貴政伊藤; 洋平森本
Original assignee: 株式会社デンソー
Priority date: 2017-10-10
Filing date: 2018-09-20
Publication date: 2019-04-18
Also published as: JP2019070357A

Abstract

According to the present invention, a variable compressor (31) of an intake air cooling system has variable output and compresses and discharges a refrigerant. A cabin cooling heat exchanger (32) cools refrigerant that has been discharged from the variable compressor (31). A cabin cooling decompression unit (34) decompresses and expands refrigerant that has flowed out from the cabin cooling heat exchanger (32). A cabin cooling evaporator (35) is provided for cabin cooling and evaporates refrigerant that has been decompressed and expanded by the cabin cooling decompression unit (34). An intake air cooling evaporator (37) is provided separately from the cabin cooling evaporator (35) and evaporates refrigerant that has been decompressed and expanded by the cabin cooling decompression unit (34) or another decompression unit. An intake air cooling heat exchanger (61) is provided on an intake air passage (47) and circulates cooling water that is for intake air cooling. A control unit (20) controls the operation of the variable compressor (31) on the basis of an air conditioning requested cooling output for a vehicular air conditioning device.

Description

Intake air cooling system

Cross-reference to related applications

This application is based on patent application number 2017-197126 filed on October 10, 2017, the contents of which are incorporated herein by reference.

The present disclosure relates to an intake air cooling system.

Conventionally, a technique for cooling intake air is known to improve the thermal efficiency of an internal combustion engine. By cooling the intake air, it is possible to obtain a cooling loss reduction effect, an output improvement effect by an increase in charging efficiency, and a knocking suppression effect in a gasoline engine.

For example, a cooling system for an internal combustion engine described in Patent Document 1 includes a water-cooled intercooler for cooling intake air, an air conditioning device for regulating air in a vehicle cabin, and heat between the water-cooling intercooler and the air conditioning device. A radiator for replacement and an ECU for controlling heat exchange operation are provided.

In this cooling system, the coolant circulating in the evaporator included in the air conditioning apparatus is also sent to the side of the radiator connected to the water cooling intercooler, whereby the cooling water circulating in the radiator is cooled. That is, the intake air temperature is optimally controlled by controlling the amount of refrigerant introduced to the intake air cooling side and the air adjustment side using the refrigeration cycle of the air conditioner for the passenger compartment.

Japanese Patent Application Publication No. 2004-239092

However, in the cooling system described in Patent Document 1 described above, the cooling efficiency as a whole is reduced because the refrigerant is simply made to flow into the heat exchangers of both the radiator on the intake air cooling side and the evaporator on the air conditioning device side. Do. When the cooling efficiency is lowered, energy required for intake air cooling is increased, which causes a problem that the effect of intake air cooling can not be sufficiently obtained.

An object of the present disclosure is to provide an intake air cooling system capable of improving intake air cooling efficiency.

The intake air cooling system of the present disclosure is an intake air cooling system that is used for an internal combustion engine of a vehicle and cools intake air via a refrigeration cycle unit provided in a vehicle air conditioner that performs air conditioning in a vehicle compartment. The intake air cooling system includes a variable compressor, a casing cooling heat exchanger, a casing cooling decompression unit, a casing cooling evaporator, an intake cooling evaporator, an intake cooling heat exchanger, And a control unit. The variable compressor has a variable output, and compresses and discharges the refrigerant. The casing cooling heat exchanger cools the refrigerant discharged from the variable compressor. The casing cooling decompression unit decompresses and expands the refrigerant flowing out of the casing cooling heat exchanger. The casing cooling evaporator is disposed for casing cooling, and evaporates the refrigerant decompressed and expanded by the casing cooling decompression unit. The intake air cooling evaporator is disposed separately from the cabin cooling evaporator, and evaporates the refrigerant that has been decompressed and expanded by the cabin cooling decompression unit or the other decompression units. The intake air cooling heat exchanger is provided in the intake passage, and a refrigerant for intake air cooling circulates. The control unit controls the operation of the variable compressor based on the air conditioning request cooling output of the vehicle air conditioner.

According to the configuration of the present disclosure, it is possible to operate the refrigeration cycle unit with high efficiency by changing the output of the variable compressor according to the air conditioning required cooling output of the vehicle air conditioner with the variable compressor capable of changing the output. It is possible to Then, the intake air cooling is performed by the intake air cooling evaporator disposed separately from the casing cooling evaporator, and the intake air cooling efficiency can be improved.

Further, when the casing cooling evaporator and the intake cooling evaporator are disposed in parallel and a refrigerant amount adjusting valve is provided to adjust the amount of refrigerant flowing into each evaporator, the refrigerant flowing into each evaporator The amount can be adjusted, and the amount of cooling in each of the casing cooling and the intake air cooling can be controlled independently.

The above object and other objects, features and advantages of the present disclosure will become more apparent from the following detailed description with reference to the attached drawings. The drawing is
FIG. 1 is a view conceptually showing an intake air cooling system of a first embodiment, FIG. 2 is a view conceptually showing an intake air cooling system of a second embodiment, FIG. 3 is a flowchart for explaining the process executed by the control unit. FIG. 4 is a diagram showing changes in the compressor output and the stored cold amount over time, the graph shown on the upper side shows the compressor output, and the graph shown on the lower side shows the stored cold amount. FIG. 5 is a diagram conceptually showing an intake air cooling system of a third embodiment, FIG. 6 is a diagram conceptually showing an intake air cooling system of a fourth embodiment, FIG. 7 is a flowchart for explaining the process executed by the control unit. FIG. 8 is a diagram showing changes in the compressor output and the cabin air conditioner exhaust temperature over time, the graph shown on the upper side shows the compressor output, and the graph shown on the lower side shows the cabin air conditioner exhaust temperature, FIG. 9 is a diagram conceptually showing an intake air cooling system of a fifth embodiment, FIG. 10 is a diagram conceptually showing an intake air cooling system of a sixth embodiment, FIG. 11 is a diagram conceptually showing an intake air cooling system of a seventh embodiment, FIG. 12 is a diagram conceptually showing an intake air cooling system of the eighth embodiment.

Hereinafter, a plurality of embodiments will be described based on the drawings. The same reference numerals are given to the substantially same configuration in each embodiment and the description will be omitted.

First Embodiment
The configuration of the intake air cooling system 101 according to the first embodiment will be described with reference to FIG. As shown in FIG. 1, the intake air cooling system 101 is a system for cooling the intake air of an internal combustion engine 10 of a vehicle via a refrigeration cycle unit 30 provided in a vehicle air conditioner. The “intake” is, in other words, the gas drawn into the combustion chamber 12.

First, the internal combustion engine 10 and its peripheral configuration will be described. The internal combustion engine 10 is, for example, a diesel engine in which a fuel such as light oil is directly injected into the combustion chamber 12. When the fuel injection valve 14 injects fuel in the vicinity of the piston 13 in the cylinder 11 reaching the top dead center, the mixture of air and fuel supplied from the intake port 15 is self-ignited in the combustion chamber 12 to cause combustion. Do. The explosive force at the time of combustion causes the piston 13 to reciprocate, and the reciprocating motion of the piston 13 is converted to rotational movement of a crankshaft (not shown) via the connecting rod 16. The burnt gas generated by the combustion is released to the atmosphere via the exhaust passage.

An electronic control unit (hereinafter referred to as "ECU") 20 as a control unit is constituted by a microcomputer not shown including CPU, ROM, RAM, input / output port, etc., and signals from various sensors attached to each part Is input. The ECU 20 controls the operating state of the internal combustion engine 10 based on detection signals from these various sensors. Further, the ECU 20 is electrically connected to various devices such as a compressor 31, a flow rate adjustment valve 33,

expansion valves

34, 36, and other sensors including an air conditioning temperature sensor 38, which will be described later. Function and control each device.

Next, the configuration of the refrigeration cycle unit 30 will be described. The refrigeration cycle unit 30 is a vapor compression type refrigerator that exhibits refrigeration capacity by evaporating a refrigerant. The refrigeration cycle unit 30 includes a compressor 31, a condenser 32, a flow control valve 33, a casing cooling expansion valve 34, a casing cooling evaporator 35, an intake cooling expansion valve 36, an intake cooling evaporator 37, a refrigerant passage 39, and the like. Equipped with The compressor 31 is a variable compressor that is connected to an electric motor (not shown), has a variable output, and compresses and discharges the refrigerant flowing in the refrigeration cycle unit 30. The variable compressor is, for example, an electric compressor, a variable displacement compressor, or the like.

The casing cooling expansion valve 34 and the casing cooling evaporator 35, and the suction cooling expansion valve 36 and the suction cooling evaporator 37 are arranged in parallel to the compressor 31. An air conditioning temperature sensor 38 is used to measure the temperature of the air that is cooled by the cabin cooling evaporator 35 and sent to the cabin (hereinafter referred to as “cabin air conditioner exhaust temperature”). The air conditioning temperature sensor 38 is provided in a passage from the evaporator 35 for casing cooling to a vent opening to the casing. The flow rate adjustment valve 33 as the refrigerant amount adjustment valve can adjust the ratio of the refrigerant flow rate to the casing cooling expansion valve 34 and the refrigerant flow rate to the intake cooling expansion valve 36 by adjusting a valve body (not shown).

The refrigeration cycle unit 30 compresses the gas cooling refrigerant by compression with the compressor 31 and heats up and condenses it by the condenser 32 to make it a liquid, and decompresses and expands the liquid cooling refrigerant by the

expansion valves

34 and 36 and partially Are evaporated, and the remainder is evaporated and evaporated by the

evaporators

35 and 37. The casing cooling evaporator 35 is provided at a position in contact with the casing air. When the cooling refrigerant is evaporated by the casing cooling evaporator 35, the surrounding casing air is cooled.

The internal combustion engine 10 is provided with a supercharger 45 including a turbine 42 provided in the exhaust passage 41 and a compressor 44 provided in the suction passage 43. The fresh air compressed by the compressor 44 is drawn into the combustion chamber 12 through the charge cooler 46 and the intake passage 47. A heat exchanger 48 and an exhaust treatment catalyst 49 are provided downstream of the turbine in the exhaust passage 41.

An EGR passage 51 is provided between the exhaust passage 41 and the suction passage 43. The EGR passage 51 performs exhaust gas recirculation (Exhaust Gas Recirculation) in which part of the exhaust gas from the exhaust passage 41 is returned to the suction passage 43 and circulated again. The gas in the EGR passage 51 (hereinafter referred to as “EGR gas”) is returned to the suction passage 43 through the EGR cooler 52 and the EGR valve 53.

The intake air cooling heat exchanger 61 is provided in the intake passage 47 on the downstream side of the joining point of the intake passage 43 and the EGR passage 51. Therefore, the intake air to be cooled is a gas in which the fresh air and the EGR gas are mixed.

Next, the configuration of the cooling water cycle 70 for intake air cooling will be described. The intake air cooling evaporator 37 described above is connected to the downstream of the intake air cooling heat exchanger 61. The intake air flows downstream in the intake passage 47 and is cooled by the intake air cooling heat exchanger 61. The cooling water in the intake air cooling heat exchanger 61 is sent to the intake air cooling evaporator 37 by the water pump 71 and cooled, and is returned again to the intake air cooling heat exchanger 61. That is, the cooling water connects the intake air cooling evaporator 37 and the intake air cooling heat exchanger 61 and circulates in the annular cooling water passage 72.

In addition, the intake air cooling system 101 is comprised by each apparatus provided in order to cool intake air as it explained in full detail above, ECU20 as a control part, the refrigerating cycle part 30, and the heat exchanger 61 for intake air cooling. And a variety of pipes, passages, etc. that connect them.

In the first embodiment, in the refrigeration cycle unit 30 of the vehicle air conditioner, the cabin cooling evaporator 35 and the intake air cooling evaporator 37 are arranged in parallel to make two systems of the cooling function and to change the output. The compressor 31 is provided. Thus, by changing the output of the compressor 31 in accordance with the required output of the vehicle air conditioner, the refrigeration cycle unit 30 can be operated with high efficiency.

Further, the amount of refrigerant flowing into the

evaporators

35 and 37 can be adjusted by the flow rate adjustment valve 33, and the amount of cooling in the casing cooling and the intake air cooling can be controlled independently.

Second Embodiment
Next, an intake air cooling system 102 according to a second embodiment will be described with reference to FIG. The second embodiment is different from the intake air cooling system 101 according to the first embodiment in that a heat storage material 62 is provided in a heat exchanger 61 for intake air cooling. For example, a latent heat storage material can be used as the storage material 62. The cool storage material 62 is provided with a cool storage material temperature sensor 63 for detecting the temperature of the cool storage material.

The latent heat storage material is made of a material that stores cold using latent heat at the time of phase change, such as paraffin. The melting point of the material is preferably as low as possible, but if the temperature is 0 ° C. or less, it may freeze when water contained in the intake air condenses. Therefore, as a regenerator material, a material having a melting point as low as possible as 0 ° C. or more is desirable. Specifically, normal tetradecane which is a kind of paraffin and has a melting point of 5.9 ° C. can be adopted.

The control performed by the ECU 20 in the intake air cooling system 102 according to the second embodiment will be described with reference to FIG. As shown in FIG. 3, first, in step 1 (hereinafter, the step is abbreviated as “S”), the amount of cold storage is measured. The measurement of the amount of cold storage is performed by estimating from the detection temperature detected by the cold storage material temperature sensor 63 provided in the cold storage material 62. When the cold storage material 62 is, for example, phase-changed between liquid and solid, the amount of cold storage is maximum when the liquid is completely solid, and thereafter the temperature of the cold storage material 62 decreases. In addition, when the solid is completely liquid, the cold storage amount is zero, and thereafter the temperature of the cold storage material 62 rises. Therefore, the amount of cold storage can be estimated from the temperature change of the cold storage material 62.

After measuring the amount of cold storage, it is determined in S2 whether the amount of cold storage is maximum. If the amount of stored cold is not maximum, the compressor 31 is controlled to operate at an operating point where the coefficient of performance COP is maximum in S3.

Next, at S4, the flow rate of refrigerant to the

evaporators

35 and 37 is controlled. Here, the flow control valve 33 is controlled such that the flow rate of the refrigerant satisfying the required output of the air conditioner is caused to flow to the evaporator 35 side. The required output of the air conditioner, that is, the “required air conditioning cooling output” is determined based on a map which is predetermined and stored in the ECU 20 according to various conditions such as the set temperature operated by the user and the air volume mode and other outside air temperatures. Ru.

Then, the remaining refrigerant that has flowed into the casing cooling evaporator 35 among all the refrigerant flows into the suction air cooling evaporator 37. The refrigerant flowing into the intake air cooling evaporator 37 cools the intake air and the cold storage material 62. This control corresponds to time T0 to T1 shown in FIG. FIG. 4 is a diagram showing changes in the compressor output and the stored cold amount over time, and the graph shown on the upper side shows the compressor output, and the graph shown on the lower side shows the stored cold amount. As shown in FIG. 4, from the time T0 to T1, the amount of stored cold is not 100%, so the compressor 31 is operated at an operating point where the coefficient of performance COP is maximum. In this state, casing cooling, intake air cooling, and cool storage to cool storage material 62 are performed.

On the other hand, when the amount of cold storage is not maximum at S2, the output of the compressor 31 is controlled at S5 in accordance with the required output of the vehicle air conditioner. Next, at S6, the flow control valve 33 is controlled so that all the refrigerant flows into the evaporator 35 side. As shown at times T1 to T2 in FIG. 4, since the intake air cooling during this time is performed by the cold air stored in the cold storage material 62, the cold storage amount decreases.

Then, at S7, the cold storage amount is measured again, and at S8, it is determined whether the cold storage amount is less than a predetermined lower limit value M. The lower limit value M is appropriately set to, for example, 10% of the maximum cold storage amount. When the amount of cold storage is less than the predetermined lower limit value M, the present control process is ended. Since the control process shown in FIG. 3 is repeatedly executed, the processes of S1 to S4 are repeated again when the cold storage amount is below the predetermined lower limit value M. That is, as indicated by T2 to T3 in FIG. 4, the compressor 31 is operated at an operating point at which the coefficient of performance COP becomes maximum until the amount of cold storage to the cold storage material 62 becomes maximum.

In S8, when the amount of cold storage is not below the lower limit M, the steps of S5 to S7 are repeated until the amount of cold storage falls below the lower limit M.

Generally, as the compressor 31 is operated at high output, the coefficient of performance COP becomes higher and the cooling efficiency becomes higher. In the second embodiment, the cool storage material 62 can be provided in the heat exchanger 61 for intake air cooling, and the cool output can be stored in the cool storage material 62. Then, for example, as shown at time T0 to T1 and T2 to T3 in FIG. 4, in addition to the output of the compartment cooling and the output of the intake cooling, the output of the cold storage is added, so the compressor 31 has a high output It is possible to operate with high cooling efficiency.

Further, since the latent heat type is used as the cold storage material 62 instead of the sensible heat type, the cold storage capacity can be large and the cold storage can be efficiently performed as compared with the sensible heat type.

According to the control of the second embodiment, the cold storage amount is provided with the lower limit value M, and as shown at time T2 in FIG. 4, the cold storage is started again without using the cold storage amount. Thereby, it is possible to cope with the cooling delay of the transition period of the intake air cooling. For example, in a hybrid engine or the like, there are times when the engine is stopped during operation, and when intake cooling is performed again thereafter, there may be a delay in cooling after the engine starts operation. If a cooling delay occurs, the efficiency will deteriorate, such as the fuel efficiency will deteriorate. In that respect, if the cold storage material 62 is provided, intake cooling can be started promptly by the amount of cold storage, and cooling delay at the time of a sudden load increase can be eliminated.

Third Embodiment
Next, an intake air cooling system 103 according to a third embodiment will be described with reference to FIG. The third embodiment differs from the intake air cooling system 101 of the first embodiment in that the intake air cooling evaporator 37 doubles as the intake air cooling heat exchanger 61 (see FIG. 2). Along with this, in the third embodiment, the water pump 71 and the cooling water passage 72 are not provided.

In the third embodiment, the intake air is cooled by the cooling refrigerant flowing in the intake air cooling evaporator 37. According to the present embodiment, the same effects as those of the first embodiment can be obtained. Further, since the intake air cooling evaporator 37 doubles as the intake air cooling heat exchanger, the apparatus configuration can be simplified.

<Fourth Embodiment>
Next, an intake air cooling system 104 according to a fourth embodiment will be described with reference to FIG. The fourth embodiment differs from the intake cooling system 102 of the second embodiment in the form of the intake passage.

In the fourth embodiment, the intake passage 43 has an intake bypass passage 54 and a cooling passage 55 parallel to each other on the downstream side of the junction with the EGR passage 51. The intake bypass passage 54 and the cooling passage 55 are passages that the intake manifold 56 has. An intake amount adjustment valve 57 is provided at a branch point between the intake bypass passage 54 and the cooling passage 55. The intake amount adjustment valve 57 adjusts the bypass intake amount flowing into the intake bypass passage 54. An intake air temperature sensor 58 for detecting the temperature of intake air is provided downstream of the junction of the intake air bypass passage 54 and the cooling passage 55. The intake air temperature sensor 58 corresponds to an “intake air temperature detection unit”.

The ECU 20 controls the intake amount adjustment valve 57 based on the “intake-request required cooling output” determined in accordance with the operating state of the internal combustion engine 10. “Determined according to the operating state of the internal combustion engine 10” means that it is determined by a map that the ECU 20 has in advance, based on parameters such as the engine speed, the outside air temperature, the coolant temperature, and the load.

When the intake air temperature detected by the intake air temperature sensor 58 is higher than the "intake air reference temperature" determined according to the operating state of the internal combustion engine 10, the ECU 20 bypasses the intake air cooling heat exchanger 61 to perform intake air bypass. The bypass intake amount flowing into the passage 54 is reduced. On the other hand, when the intake air temperature detected by the intake air temperature sensor 58 is lower than the intake air reference temperature, the bypass intake air amount flowing into the intake bypass passage 54 is increased.

That is, as the intake air temperature detected by the intake air temperature sensor 58 is higher, the bypass intake air amount is smaller, and as the intake air temperature is lower, the bypass intake air amount is larger. Thus, the intake air temperature can be controlled to an optimum temperature. The optimum temperature is, for example, the temperature at which the fuel efficiency is the best, and the temperature at which the emission can be reduced.

The control executed by the ECU 20 in the intake air cooling system 104 of the fourth embodiment will be further described with reference to the flowchart shown in FIG. As shown in FIG. 7, first, at step 11, the air conditioning temperature sensor 38 measures the temperature of air discharged from the passenger compartment. Next, in step 12, it is determined whether the vehicle interior air conditioner discharge temperature is equal to or lower than the air conditioning required temperature. The “air conditioning required temperature” is, for example, a set temperature of the air conditioning set by the user's operation.

When the cabin air conditioner discharge temperature is equal to or lower than the air conditioning required temperature, the flow rate adjustment valve 33 is controlled to flow all the refrigerant into the intake air cooling evaporator 37 in S13. This means that if the cabin air conditioner discharge temperature is equal to or lower than the air conditioning required temperature, that the cooling output of the cabin cooling evaporator 35 is already sufficient, all the refrigerant is made to flow into the intake air cooling evaporator 37 To increase the intake air cooling output. As shown at times T4 to T5 and the like in FIG. 8, intake air cooling and cold storage are performed during this time.

On the other hand, if the cabin air conditioner discharge temperature is not lower than the air conditioning required temperature, that is, higher than the air conditioning required temperature, it means that the cooling output of the air conditioning is insufficient. The flow control valve 33 is controlled to flow into the evaporator 35. During this time, as shown in FIG. 8, the intake air cooling is performed by the cool storage material 62 from time T5 to T6, and depending on the compressor output, only the casing cooling is performed. After S13 and S14, the control process ends. The control routine is repeatedly executed.

In this control, all refrigerants are switched to flow into either of the

evaporators

35 and 37 in accordance with the exhaust temperature of the vehicle room air conditioner, and the output of the compressor 31 is constant as shown from time T4 to T5 in FIG. It is.

Generally, when one expansion valve is opened, the pressure upstream of the expansion valve is reduced, so the cooling efficiency when the other expansion valve is opened is reduced, resulting in the reduction of the total cooling efficiency. In that respect, according to the fourth embodiment, since the entire refrigerant is caused to flow only to either of the

evaporators

35 and 37, the cooling efficiency can be improved. In addition, since the intake air cooling and the casing cooling are not performed simultaneously, it is not necessary to stack the output, and the maximum output amount can be reduced, so the size of the compressor 31 can be reduced.

Fifth Embodiment
Next, an intake air cooling system 105 according to a fifth embodiment will be described with reference to FIG. The fifth embodiment differs from the intake air cooling system 104 of the fourth embodiment shown in FIG. 6 in the form of the refrigeration cycle unit. The configuration other than the refrigeration cycle unit 50 is the same as that of the fourth embodiment, so the description will be omitted.

As shown in FIG. 9, the refrigeration cycle unit 50 of the intake air cooling system 105 includes a compressor 31, a condenser 32, a casing cooling expansion valve 34, a casing cooling evaporator 35, an intake cooling evaporator 37, and a refrigerant passage 39. . The casing cooling evaporator 35 and the suction air cooling evaporator 37 are arranged in series. Moreover, only one expansion valve is provided with respect to the second embodiment.

The ECU 20 controls the amount of bypass intake air passing through the intake bypass passage 54 to increase as the required output of the cabin air conditioner increases. As the bypass intake air amount is larger, the amount of cooling in the intake air cooling evaporator 37 is reduced, the amount of cooling in the casing cooling evaporator 35 is increased, and the cooling output of the casing air conditioner can be improved.

Further, in the fifth embodiment, since the

evaporators

35 and 37 are arranged in series, the number of the expansion valves 34 may be one as compared with the case where they are arranged in parallel, and the apparatus configuration can be simplified.

Sixth Embodiment
Next, an intake air cooling system 106 of a sixth embodiment will be described with reference to FIG. The sixth embodiment is different from the intake air cooling system 105 of the fifth embodiment in that the intake air cooling evaporator bypass passage 65 and the first switching valve 66 are provided, but the intake air bypass passage 54 is not provided.

The intake air cooling evaporator bypass passage 65 bypasses the intake air cooling evaporator 37 from the downstream side of the expansion valve 34 and connects up to the upstream of the passenger room cooling evaporator 35. The first switching valve 66 is provided at a branch point between the refrigerant passage 39 and the intake air cooling evaporator bypass passage 65. The first switching valve 66 switches the passage through which the refrigerant passes between the intake air cooling evaporator bypass passage 65 and the passage passing the intake air cooling evaporator 37. The intake air cooling evaporator bypass passage 65 and the first switching valve 66 constitute an “intake air cooling evaporator bypass portion”.

The ECU 20 controls whether the refrigerant is caused to flow through the intake air cooling evaporator 37 by switching the first switching valve 66 in accordance with the required output of the vehicle compartment air conditioner. For example, when the required output of the cabin air conditioner is high, the first switching valve 66 is controlled so that the refrigerant does not flow to the intake air cooling evaporator 37. At this time, even if the refrigerant is bypassed, intake air can be cooled by the cool storage material 62.

Furthermore, in the refrigeration cycle unit 60, since the refrigerant flows only into the casing cooling evaporator 35 of the two

evaporators

35 and 37, the cooling efficiency of the casing air conditioner can be improved.

Seventh Embodiment
Next, an intake air cooling system 107 according to a seventh embodiment will be described with reference to FIG. In contrast to the sixth embodiment, the refrigeration cycle unit 80 of the seventh embodiment has a casing cooling evaporator bypass passage 67 and a second switching valve 68 instead of the intake air cooling evaporator bypass unit. It is different.

The passenger compartment cooling evaporator bypass passage 67 bypasses the passenger compartment cooling evaporator 35 from the upstream of the passenger compartment cooling evaporator 35 to connect the passenger compartment cooling evaporator 35 to the downstream. The second switching valve 68 is provided at a branch point between the refrigerant passage 39 and the casing cooling evaporator bypass passage 67. The second switching valve 68 switches the passage through which the refrigerant passes between the casing cooling evaporator bypass passage 67 and the passage passing through the casing cooling evaporator 35. An “intake air cooling evaporator bypass portion” is configured by the casing cooling evaporator bypass passage 67 and the second switching valve 68.

The ECU 20 performs switching control of whether to flow the refrigerant to the evaporator 35 for casing cooling using a switching valve. Since the refrigerant flows only into the intake air cooling evaporator 37 when bypassing the passenger compartment cooling evaporator 35 does not require cooling of the passenger compartment, such as when the air conditioner is off or heating, the intake air cooling efficiency is improved. Can.

Eighth Embodiment
Next, an intake air cooling system 108 according to an eighth embodiment will be described with reference to FIG. The refrigeration cycle unit 90 according to the eighth embodiment includes both of the intake air cooling evaporator bypass unit according to the sixth embodiment and the passenger compartment cooling evaporator bypass unit according to the seventh embodiment. That is, the refrigeration cycle unit 90 includes an intake air cooling evaporator bypass passage 65, a first switching valve 66, a vehicle room cooling evaporator bypass passage 67, and a second switching valve 68.

According to the eighth embodiment, the switching control of the switching

valves

66 and 68 by the ECU 20 causes the refrigerant to flow through only one of the evaporator 35 and the evaporator 37 for intake air cooling. be able to.

Other Embodiments
In the second embodiment, the control for providing the lower limit value M to the cold storage amount is performed, but the lower limit value M may not be provided. In this case, instead of S8 of the flowchart shown in FIG. 3, for example, it may be determined whether the amount of cold storage is zero. Then, the process can be ended when the cold storage amount is zero, and the steps S5 to S7 can be repeated when the cold storage amount is not zero.

In the fifth embodiment, as in the third embodiment shown in FIG. 5, the intake air cooling heat exchanger 61 may be used as the intake air cooling evaporator 37 to cool the intake air.

In the sixth embodiment, the cool storage material 62 may not be provided.

In each of the above embodiments, the latent heat storage material is used as the cold storage material 62, but a sensible heat storage material may be used.

The present disclosure has been described in accordance with the embodiments. However, the present disclosure is not limited to the embodiments and structures. The present disclosure also includes various modifications and variations within the scope of equivalents. In addition, various combinations and forms, and further, other combinations and forms including one element or more, or less or less, are also within the scope and the scope of the present disclosure.

Claims

An intake air cooling system for cooling intake air through a refrigeration cycle unit (30, 50, 60, 80, 90) included in an internal combustion engine (10) of a vehicle and provided in a vehicle air conditioner for air conditioning a vehicle interior ,
A variable compressor (31) which has a variable output and compresses and discharges a refrigerant;
A casing cooling heat exchanger (32) for cooling the refrigerant discharged from the variable compressor;
A casing cooling decompression unit (34) for decompressing and expanding the refrigerant flowing out of the casing cooling heat exchanger;
A casing cooling evaporator (35) disposed for casing cooling, for evaporating the refrigerant decompressed and expanded by the casing cooling decompression unit;
An intake air cooling evaporator (37), which is disposed separately from the casing cooling evaporator, and evaporates the refrigerant decompressed and expanded by the casing cooling decompression unit or the other decompression unit;
An intake air cooling heat exchanger (61) provided in the intake passage (47) and circulating a refrigerant for intake air cooling;
A control unit (20) for controlling the operation of the variable compressor based on an air conditioning request cooling output of the vehicle air conditioner;
An intake air cooling system comprising:
The intake air cooling system according to claim 1, wherein a heat storage material (62) is provided in the heat exchanger for intake air cooling.
The intake air cooling system according to claim 2, wherein the cold storage material is a latent heat storage material.
The other decompression section is an intake cooling decompression section (36) which is disposed separately from the casing cooling decompression section and decompresses and expands the refrigerant flowing out from the casing cooling heat exchanger.
A refrigerant amount adjusting valve (33) capable of controlling the amount of the refrigerant flowing into the casing cooling decompression portion and the intake air cooling decompression portion by the control portion;
4. The air conditioner according to claim 2, further comprising: a casing cooling decompression unit and a casing cooling evaporator, and the intake cooling decompression unit and the intake cooling evaporator arranged in parallel with each other. The intake air cooling system as described in.
5. The intake air cooling system according to claim 4, wherein the control unit controls the variable compressor and the refrigerant amount adjusting valve in accordance with a stored cold amount of the cold storage material in addition to the air conditioning required cooling output.
The air intake according to claim 5, wherein the control unit controls the variable compressor to operate at an operating point at which the coefficient of performance of the variable compressor becomes maximum when the amount of cold storage of the cold storage material is not maximum. Cooling system.
The control unit controls the variable compressor according to the air conditioning request cooling output when the cold storage amount of the cold storage material is maximum, and the refrigerant so that all refrigerant flows into the casing cooling evaporator The intake air cooling system according to claim 5 or 6, which controls the amount adjustment valve.
The control unit operates at an operating point at which the coefficient of performance of the variable compressor becomes maximum before the amount of stored cold reaches 0 when the amount of stored cold storage material falls below a preset lower limit value. The intake air cooling system according to any one of claims 5 to 7, wherein the control is performed as follows.
An intake bypass passage (54) bypassing the intake cooling heat exchanger in the intake passage;
A cooling passage (55) in which the heat exchanger for intake air cooling is provided in the intake passage;
An intake amount adjustment valve (57) provided at a branch point between the intake bypass passage and the cooling passage, for adjusting an intake amount flowing to the intake bypass passage and the cooling passage;
The control method according to any one of claims 1 to 8, further comprising: the control unit controlling the intake amount adjustment valve based on an intake required cooling output determined in accordance with an operating state of the internal combustion engine. Intake air cooling system as described.
The intake air temperature detection unit (58) is provided downstream of a junction of the intake air bypass passage and the cooling passage and can detect an intake air temperature.
The control unit
When the intake air temperature detected by the intake air temperature detection unit is higher than the intake air reference temperature determined according to the operating state of the internal combustion engine, the intake air amount is reduced so as to reduce the bypass intake air amount flowing through the intake bypass passage. Control the regulating valve,
10. The intake air cooling system according to claim 9, wherein the intake air amount adjustment valve is controlled to increase the bypass intake air amount when the intake air temperature detected by the intake air temperature detection unit is lower than the intake air reference temperature.
It further comprises an air conditioning temperature detection unit (38) for detecting the temperature of air discharged from the air conditioning system for vehicle to the vehicle compartment,
The control unit
If the air conditioning temperature detected by the air conditioning temperature detection unit is lower than the air conditioning required temperature of the vehicle air conditioner, the refrigerant amount adjusting valve is controlled so that the refrigerant flows only into the intake air cooling evaporator. ,
The refrigerant amount adjusting valve is controlled so that the refrigerant flows only into the casing cooling evaporator when the air conditioning temperature detected by the air conditioning temperature detection unit is higher than the air conditioning required temperature. The intake air cooling system according to any one of claims 10.
The intake air cooling system according to any one of claims 1 to 3, wherein the casing cooling evaporator and the intake air cooling evaporator are arranged in series.
An intake bypass passage (54) bypassing the intake cooling heat exchanger in the intake passage;
A cooling passage (55) in which the heat exchanger for intake air cooling is provided in the intake passage;
An intake amount adjustment valve (57) provided at a branch point between the intake bypass passage and the cooling passage, for adjusting an intake amount flowing to the intake bypass passage and the cooling passage;
The intake air cooling system according to claim 12, further comprising: the control unit controls the intake amount adjustment valve to increase a bypass intake amount passing through the intake bypass passage as the air conditioning request cooling output increases.
In the refrigerant flow path (39) through which the refrigerant flows in the refrigeration cycle part (60), an intake air cooling evaporator bypass passage which is downstream of the casing cooling pressure reduction part and which bypasses the intake air cooling evaporator ( 65) and a first switching valve (66) for switching whether or not the refrigerant is caused to flow into the intake air cooling evaporator bypass passage;
The refrigerant flows into the casing cooling evaporator bypass passage (67) downstream of the casing cooling decompression unit and bypasses the casing cooling evaporator, and the casing cooling evaporator bypass passage. A second switching valve (68) for switching whether or not to
The intake air cooling system according to claim 12 or 13, further comprising at least one of the following.
The intake air cooling system according to any one of claims 1 to 14, wherein the intake air cooling evaporator is provided in the intake air passage and doubles as the intake air cooling heat exchanger.