WO2019150829A1

WO2019150829A1 - Vehicle air-conditioning device

Info

Publication number: WO2019150829A1
Application number: PCT/JP2018/047128
Authority: WO
Inventors: 徹也石関; 武史東宮; 岡本　佳之
Original assignee: サンデン・オートモーティブクライメイトシステム株式会社
Priority date: 2018-01-30
Filing date: 2018-12-14
Publication date: 2019-08-08
Also published as: JP2019130980A

Abstract

Provided is a vehicle air-conditioning device with which it is possible to achieve efficient air-conditioning operation without being affected by the temperature of heat-generating devices mounted to the vehicle. The vehicle air-conditioning device comprises: a compressor 2; a heat sink 4; an outdoor heat exchanger 7; a heating medium circulating device 61 which circulates a heating medium to a battery 55 (heat-generating device) mounted to a vehicle; and a controller. The heating medium circulating device comprises: a refrigerant-heating medium heat exchanger 64 for performing heat exchange between a refrigerant and a heating medium; a heating medium heater 66 for heating the heating medium; a bypass circuit 67 for circulating the heating medium without flowing to the battery; and a three-way valve 23 for switching between having the heating medium flow to the battery and having the heating medium flow to the bypass circuit.

Description

Air conditioner for vehicles

The present invention relates to a heat pump type air conditioner that air-conditions the interior of a vehicle, and more particularly to a vehicle air conditioner suitable for a hybrid vehicle or an electric vehicle.

With the recent emergence of environmental problems, hybrid vehicles and electric vehicles that drive a traction motor with electric power supplied from a battery have become widespread. As an air conditioner that can be applied to such a vehicle, a compressor that compresses and discharges the refrigerant, a radiator that is provided on the vehicle interior side and dissipates the refrigerant, and is provided on the vehicle interior side. A heat sink that absorbs the refrigerant and a refrigerant circuit that is provided outside the passenger compartment and vents the outside air and that is connected to an outdoor heat exchanger that absorbs or dissipates the refrigerant, and dissipates the refrigerant discharged from the compressor. A heating mode (heating operation) in which heat is radiated in the radiator, and the refrigerant radiated in the radiator is absorbed in the outdoor heat exchanger, and cooling in which the refrigerant discharged from the compressor is radiated in the outdoor heat exchanger and absorbed in the heat absorber One that switches and executes a mode (cooling operation) has been developed (see, for example, Patent Document 1).
On the other hand, the charge / discharge performance of the battery mounted on the vehicle is lowered in a low temperature environment. In addition, when charging / discharging is performed in an environment where the temperature is high due to self-heating or the like, the deterioration proceeds, and there is a risk of causing malfunction and eventually damaging. Therefore, a low water temperature loop (heat medium circulation device) that circulates cooling water (heat medium) to the battery is provided, and refrigerant and cooling water (heat medium) that circulate in the refrigerant circuit in a chiller (refrigerant-heat medium heat exchanger) The temperature of the battery is adjusted by heating the cooling water (heating medium) with a hot water heater (heating device), and further heating assistance with waste heat from the battery or heating with the hot water heater (heating device) A device that can perform the above has also been developed (see, for example, Patent Document 2).

JP 2014-213765 A Japanese Patent No. 5860360

However, when performing a heating assist operation in which heating assist is performed by heating with a heating device (hot water heater) as in Patent Document 2, the temperature of the battery is equal to or higher than the lower limit temperature of use, but a refrigerant-heat medium heat exchanger ( In a situation where the temperature of the battery is lower than the temperature of the heat medium (cooling water) necessary for heating the refrigerant in the chiller), the heating capacity of the heating device (hot water heater) is deprived until the battery warms up. As a result, there is a drawback that wasteful power is consumed.
The present invention has been made to solve the conventional technical problem, and realizes an efficient air-conditioning operation without being affected by the temperature of a heating device mounted on a vehicle such as a battery. An object of the present invention is to provide an air conditioner for a vehicle that can perform the above.

The vehicle air conditioner of the present invention heats the compressor that compresses the refrigerant, the air flow passage through which the air supplied to the vehicle interior flows, and the air that dissipates the refrigerant and is supplied from the air flow passage to the vehicle interior. A heat sink, an outdoor heat exchanger that is provided outside the vehicle cabin to absorb the refrigerant, a heat medium circulation device that circulates the heat medium to a heat generating device mounted on the vehicle, and a control device. The heat medium circulation device flows through a refrigerant-heat medium heat exchanger for exchanging heat between the refrigerant and the heat medium, a heating device for heating the heat medium, and a heat generating device. And a flow path switching device for switching between a bypass circuit for circulating the heat medium and a flow of heat medium to the heat generating device or a flow of heat medium to the bypass circuit.
The vehicle air conditioner according to a second aspect of the present invention is characterized in that, in the above invention, the control device controls the flow path switching device based on the temperature of the heat generating device.
According to a third aspect of the present invention, there is provided the vehicle air conditioner according to the first aspect, wherein the control device causes the refrigerant discharged from the compressor to dissipate heat with a radiator, depressurizes the radiated refrigerant, and the outdoor heat exchanger. When the heat medium is absorbed by the refrigerant-heat medium heat exchanger, the heat medium is heated by the heating device, and the heating device does not need to be heated, the heat medium is caused to flow through the bypass circuit by the flow path switching device.
The vehicle air conditioner according to a fourth aspect of the present invention is characterized in that, in the above invention, the control device determines that it is not necessary to heat the heat generating device when the temperature of the heat generating device is equal to or higher than a predetermined lower limit temperature. And
According to a fifth aspect of the present invention, there is provided a vehicular air conditioner, wherein, in each of the above-described inventions, when the control device can recover the waste heat of the heat generating device, the refrigerant discharged from the compressor is dissipated by the heat radiator. After reducing the pressure of the refrigerant, heat is absorbed by the outdoor heat exchanger and the refrigerant-heat medium heat exchanger, and the heat medium is caused to flow to the heat generating device by the flow path switching device.
According to a sixth aspect of the present invention, there is provided the vehicle air conditioner according to the first aspect, wherein the control device is a refrigerant-heat-medium heat exchanger that determines whether or not the temperature of the heat generating device can recover waste heat of the heat generating device. When the temperature of the heat medium on the outlet side of the heater is higher than a predetermined value, it is determined that the waste heat of the heat generating device can be recovered.
According to a seventh aspect of the present invention, in the air conditioning apparatus for a vehicle according to each of the above aspects, the control device heats the heat medium by the heating device and heats the heat generating device by the flow path switching device when the heat generating device needs to be heated. It is characterized by flowing a medium.
The vehicle air conditioner according to claim 8 is characterized in that, in the above invention, the control device determines that the heat generating device needs to be heated when the temperature of the heat generating device is lower than a predetermined use lower limit temperature. To do.
According to a ninth aspect of the present invention, there is provided an air conditioning apparatus for a vehicle according to the present invention, wherein the control device causes the refrigerant discharged from the compressor to dissipate heat with a radiator when it is necessary to cool the heat generating device, and the heat dissipated. After the pressure is reduced, heat is absorbed by the refrigerant-heat medium heat exchanger, heating of the heat medium by the heating device is stopped, and the heat medium is caused to flow to the heat generating device by the flow path switching device.
The vehicle air conditioner according to claim 10 is characterized in that, in the above invention, the control device determines that the heat generating device needs to be cooled when the temperature of the heat generating device is higher than a predetermined use upper limit temperature. To do.

According to the present invention, a compressor for compressing a refrigerant, an air flow passage through which air to be supplied to the vehicle interior flows, and a radiator for heating the air to be radiated from the refrigerant and supplied to the vehicle interior from the air flow passage. And an outdoor heat exchanger that is provided outside the vehicle cabin to absorb the refrigerant, a heat medium circulation device that circulates the heat medium to a heat generating device mounted on the vehicle, and a control device, and a vehicle that air-conditions the vehicle interior In the air conditioner for an industrial use, without causing the heat medium circulation device to flow through the refrigerant-heat medium heat exchanger for exchanging heat between the refrigerant and the heat medium, the heating device for heating the heat medium, and the heating device, Since the bypass circuit for circulating the heat medium and the flow path switching device for switching between flowing the heat medium to the heat generating device or flowing the heat medium to the bypass circuit are provided, Heating device for heat medium of circulation device By switching between the state of flowing through the refrigerant-heat medium heat exchanger and the heat generating device and the state of flowing the heat medium through the heating device, the refrigerant-heat medium heat exchanger and the bypass circuit without flowing through the heat generating device, It is possible to realize an efficient air conditioning operation without being affected by the temperature.
In this case, if the flow switching device is controlled by the control device based on the temperature of the heat generating device as in the invention of claim 2, the flow switching device can be appropriately controlled according to the temperature condition of the heat generating device. become able to.
For example, as in the invention of claim 3, the control device causes the refrigerant discharged from the compressor to dissipate heat with a radiator, decompresses the dissipated refrigerant, and then converts the refrigerant into the outdoor heat exchanger and the refrigerant-heat medium heat exchanger. In the situation where the heat generating device does not need to be heated when the heating assist is performed by absorbing the heat and heating the heat medium by the heating device, in the situation where the temperature of the heat generating device is low, the heat transfer device is added to the bypass circuit by the flow path switching device. By making it flow, it becomes possible to eliminate the disadvantage that the temperature of the heat medium heated by the heating device decreases due to heat exchange with the heat generating device. That is, when performing heating assistance by the heating device, the temperature of the heat generating device is low, but in a situation where it is not necessary to heat, the disadvantage that wasteful power for the heat capacity of the heat generating device is consumed by the heating device is avoided in advance. It is possible to realize an air conditioning operation with efficient heating assistance.
In this case, for example, when the temperature of the heat generating device is equal to or higher than a predetermined lower limit temperature, the control device heats the heat generating device by determining that it is not necessary to heat the heat generating device. It becomes possible to control the flow path switching device by accurately determining that it is not necessary.
Further, when the control device can recover the waste heat of the heat generating device as in the invention of claim 5, the refrigerant discharged from the compressor is radiated with a radiator, and the radiated refrigerant is decompressed, Heat is absorbed by the outdoor heat exchanger and the refrigerant-heat medium heat exchanger, and the heat medium is caused to flow to the heat generating device by the flow path switching device, so that the waste heat of the heat generating device is effectively used to efficiently carry out the vehicle. It becomes possible to perform indoor heating and air conditioning, to suppress the temperature rise of the heat generating device, and to suppress frost formation on the outdoor heat exchanger.
In this case, the heat at the outlet side of the refrigerant-heat medium heat exchanger, which is a criterion for determining whether or not the temperature of the heat generating device can recover the waste heat of the heat generating device by the control device as in the invention of claim 6, for example. When the temperature of the medium is higher than the predetermined value, it is judged that the waste heat of the heat generating equipment can be recovered, and the flow path switching device is controlled by accurately judging that the waste heat of the heat generating equipment can be recovered. Will be able to.
When it is necessary to heat the heat generating device, the control device as in the invention of claim 7 heats the heat medium by the heating device and causes the heat medium to flow to the heat generating device by the flow path switching device. Thus, the heat generating device can be heated without any trouble by the heat medium heated by the heating device.
In this case as well, for example, when the temperature of the heat generating device is lower than the predetermined lower limit temperature, the control device heats the heat generating device by determining that the heat generating device needs to be heated. It becomes possible to control the flow path switching device by accurately determining the necessity.
Further, when it is necessary to cool the heat generating equipment, the control device as in the ninth aspect of the invention causes the refrigerant discharged from the compressor to dissipate heat with a radiator and decompresses the dissipated refrigerant. Heat is absorbed by the medium heat exchanger, and heating of the heat medium by the heating device is stopped, and the heat medium is caused to flow to the heat generating device by the flow path switching device, so that the refrigerant is cooled by the refrigerant in the refrigerant-heat medium heat exchanger. The heat generating device can cool the heat generating device without any trouble.
Also in this case, for example, when the temperature of the heat generating device is higher than a predetermined upper limit temperature, the control device cools the heat generating device by determining that the heat generating device needs to be cooled. It becomes possible to control the flow path switching device by accurately determining the necessity.

It is a block diagram of the air conditioning apparatus for vehicles of one Embodiment to which this invention is applied. It is a block diagram of the electric circuit of the controller of the vehicle air conditioner of FIG. It is a figure explaining the heating operation by the controller of FIG. It is a figure explaining the dehumidification heating operation by the controller of FIG. It is a figure explaining the internal cycle driving | operation by the controller of FIG. It is a figure explaining the dehumidification cooling operation by the controller of FIG. It is a figure explaining the cooling operation by the controller of FIG. It is a figure explaining the heating auxiliary operation which the controller of FIG. 2 performs in the heating operation of FIG. It is a figure explaining the battery waste heat recovery operation and battery heating operation which the controller of FIG. 2 performs in the heating operation of FIG. 3 and the heating auxiliary operation of FIG. It is a figure explaining the battery cooling operation which the controller of FIG. 2 performs.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 shows a configuration diagram of a vehicle air conditioner 1 according to an embodiment of the present invention. A vehicle according to an embodiment to which the present invention is applied is an electric vehicle (EV) in which an engine (internal combustion engine) is not mounted. The battery 55 is mounted on the vehicle, and electric power charged in the battery 55 is used for traveling. The vehicle air conditioner 1 according to the present invention is driven by the electric power of the battery 55. The vehicle air conditioner 1 of the present invention is also driven by being supplied to an electric motor (not shown).
That is, the vehicle air conditioner 1 of the embodiment performs heating operation by heat pump operation using the refrigerant circuit R in an electric vehicle that cannot be heated by engine waste heat, and further performs dehumidification heating operation, internal cycle operation, and dehumidification cooling. Air conditioning of the passenger compartment is performed by selectively executing each air conditioning operation of the operation and the cooling operation.
Note that the present invention is not limited to an electric vehicle as a vehicle, but is also applicable to a so-called hybrid vehicle that uses an engine and an electric motor for traveling, and is also applicable to a normal vehicle that travels with an engine. Needless to say. In the present application, the battery 55 is exemplified as a heat generating device mounted on a vehicle. However, the heat generating device is not limited thereto, and the above-described electric motor for traveling, an inverter for controlling the electric motor, and the like can be given.
The vehicle air conditioner 1 according to the embodiment performs air conditioning (heating, cooling, dehumidification, and ventilation) in a vehicle interior of an electric vehicle, and includes an electric compressor 2 that compresses refrigerant and vehicle interior air. Is provided in the air flow passage 3 of the HVAC unit 10 through which air is circulated, and the high-temperature and high-pressure refrigerant discharged from the compressor 2 flows in through the refrigerant pipe 13G, and dissipates the refrigerant into the vehicle compartment. And an outdoor expansion valve 6 comprising an electric valve (electronic expansion valve) that decompresses and expands the refrigerant during heating, a refrigerant that functions as a radiator that radiates the refrigerant during cooling, and an evaporator that absorbs the refrigerant during heating. An outdoor heat exchanger 7 that exchanges heat with the outside air, an indoor expansion valve 8 that includes an electric valve (electronic expansion valve) that decompresses and expands the refrigerant, and an air flow passage 3 that is provided during cooling and dehumidification Sometimes from outside to inside the vehicle A heat absorber 9 which heated, the accumulator 12 and the like are sequentially connected by a refrigerant pipe 13, the refrigerant circuit R is formed.
The outdoor expansion valve 6 expands the refrigerant flowing out of the radiator 4 and flowing into the outdoor heat exchanger 7 under reduced pressure, and can be fully closed. In addition, the indoor expansion valve 8 expands the refrigerant flowing into the heat absorber 9 under reduced pressure and can be fully closed.
The outdoor heat exchanger 7 is provided with an outdoor blower 15. The outdoor blower 15 exchanges heat between the outside air and the refrigerant by forcibly passing outside air through the outdoor heat exchanger 7, so that the outdoor air blower 15 can also be used outdoors even when the vehicle is stopped (that is, the vehicle speed is 0 km / h). It is comprised so that external air may be ventilated by the heat exchanger 7. FIG.
The refrigerant pipe 13 A connected to the refrigerant outlet side of the outdoor heat exchanger 7 is connected to the refrigerant pipe 13 B via the check valve 18. The check valve 18 has a forward direction on the refrigerant pipe 13B side. The refrigerant pipe 13B is connected to the indoor expansion valve 8.
Further, the refrigerant pipe 13A exiting from the outdoor heat exchanger 7 is branched in front of the check valve 18 (the refrigerant upstream side), and this branched refrigerant pipe 13D is connected via an electromagnetic valve 21 opened during heating. The refrigerant pipe 13 C located on the outlet side of the heat absorber 9 is connected in communication. And the refrigerant | coolant piping 13C of the refrigerant | coolant downstream rather than the location where this refrigerant | coolant piping 13D was connected is connected to the accumulator 12 via the non-return valve 20, and the accumulator 12 is connected to the refrigerant | coolant suction side of the compressor 2. FIG. The check valve 20 has a forward direction on the accumulator 12 side.
Furthermore, the refrigerant pipe 13E on the outlet side of the radiator 4 branches into a refrigerant pipe 13J and a refrigerant pipe 13F before the outdoor expansion valve 6 (the refrigerant upstream side), and one of the branched refrigerant pipes 13J is an outdoor expansion valve. 6 is connected to the refrigerant inlet side of the outdoor heat exchanger 7. Further, the other branched refrigerant pipe 13F is connected to a connection portion between the refrigerant pipe 13A and the refrigerant pipe 13B located on the refrigerant downstream side of the check valve 18 via an electromagnetic valve 22 that is opened during dehumidification. Thus, the refrigerant pipe 13F is connected in parallel to the series circuit of the outdoor expansion valve 6, the outdoor heat exchanger 7 and the check valve 18, and the outdoor expansion valve 6, the outdoor heat exchanger 7 and the check valve are connected. 18 will be bypassed.
The air flow passage 3 on the air upstream side of the heat absorber 9 is formed with each of an outside air inlet and an inside air inlet (represented by the inlet 25 in FIG. 1). 25 is provided with a suction switching damper 26 for switching the air introduced into the air flow passage 3 between the inside air (inside air circulation) which is air inside the vehicle compartment and the outside air (outside air introduction) which is outside the vehicle compartment. Furthermore, an indoor blower (blower fan) 27 for supplying the introduced inside air or outside air to the air flow passage 3 is provided on the air downstream side of the suction switching damper 26.
Further, the air (inside air and outside air) in the air flow passage 3 after flowing into the air flow passage 3 and passing through the heat absorber 9 is radiated into the air flow passage 3 on the air upstream side of the radiator 4. An air mix damper 28 that adjusts the rate of ventilation through the vessel 4 is provided. Further, FOOT (foot), VENT (vent), and DEF (def) outlets (represented by the outlet 29 as a representative in FIG. 1) are formed in the air flow passage 3 on the air downstream side of the radiator 4. The air outlet 29 is provided with an air outlet switching damper 31 for switching and controlling the air blowing from the air outlets.
Furthermore, the vehicle air conditioner 1 of the present invention heats the battery 55 by circulating a heat medium to the battery 55 (heat generating device), collects waste heat of the battery 55, or cools the battery 55. A heat medium circulating device 61 is provided. The heat medium circulation device 61 of the embodiment includes a circulation pump 62 as a circulation device for circulating the heat medium through the battery 55, a heat medium heater 66 as a heating device, a refrigerant-heat medium heat exchanger 64, A three-way valve 23 as a flow path switching device is provided, and these and a battery 55 are connected in a ring shape by a heat medium pipe 68.
In this embodiment, the heat medium heater 66 is connected to the discharge side of the circulation pump 62, the inlet of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 is connected to the outlet of the heat medium heater 66, The inlet of the three-way valve 23 is connected to the outlet of the heat medium flow path 64A. An inlet of the battery 55 is connected to one outlet of the three-way valve 23, and a bypass circuit 67 for circulating the heat medium is connected to the other outlet without flowing to the battery 55. The junction of the outlet of the bypass circuit 67 and the outlet of the battery 55 is connected to the suction side of the circulation pump 62.
As the heat medium used in the heat medium circulation device 61, for example, water, a refrigerant such as HFO-1234f, a liquid such as a coolant, or a gas such as air can be employed. In the embodiment, water is used as the heat medium. The heat medium heater 66 is composed of an electric heater such as a PTC heater. Furthermore, it is assumed that a jacket structure is provided around the battery 55 so that the heat medium can circulate with the battery 55 in a heat exchange relationship.
When the circulation pump 62 is operated, the heat medium discharged from the circulation pump 62 reaches the heat medium heater 66. If the heat medium heater 66 generates heat, it is heated there, and then It flows into the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64. The heat medium that has exited the heat medium flow path 64 A of the refrigerant-heat medium heat exchanger 64 reaches the three-way valve 23. When the inlet and the outlet of the three-way valve 23 are in communication with each other, the heat medium reaches the battery 55 from the three-way valve 23, and the heat medium exchanges heat with the battery 55 and is then sucked into the circulation pump 62. . When the three-way valve 23 is switched to a state in which the inlet and the other outlet communicate with each other, the heat medium flows from the three-way valve 23 to the bypass circuit 67 and is sucked into the circulation pump 62 without flowing to the battery 55. In this way, the heat medium is circulated in the heat medium pipe 68.
On the other hand, one end of a branch pipe 72 is connected to the refrigerant downstream side of the solenoid valve 22 of the refrigerant pipe 13F of the refrigerant circuit R. The branch pipe 72 is provided with an auxiliary expansion valve 73 composed of an electric valve (electronic expansion valve). The auxiliary expansion valve 73 decompresses and expands the refrigerant flowing into a refrigerant flow path 64B (described later) of the refrigerant-heat medium heat exchanger 64 and can be fully closed. The other end of the branch pipe 72 is connected to the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, and one end of the refrigerant pipe 74 is connected to the outlet of the refrigerant flow path 64B. The other end is connected to the refrigerant pipe 13 C in front of the accumulator 12 (upstream of the refrigerant) and downstream of the check valve 20. The auxiliary expansion valve 73 and the like also constitute part of the refrigerant circuit R and at the same time constitute part of the heat medium circulation device 61.
When the auxiliary expansion valve 73 and the electromagnetic valve 22 are open, the refrigerant flowing into the refrigerant pipe 13F is decompressed by the auxiliary expansion valve 73 and then flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64. There it evaporates. The refrigerant absorbs heat from the heat medium flowing through the heat medium flow path 64A in the process of flowing through the refrigerant flow path 64B, and then is sucked into the compressor 2 through the accumulator 12.
Next, in FIG. 2, 32 is a controller (ECU) as a control device. The controller 32 includes a microcomputer as an example of a computer having a processor, and inputs include an outside air temperature sensor 33 that detects the outside air temperature (Tam) of the vehicle and an outside air humidity sensor that detects the outside air humidity. 34, an HVAC suction temperature sensor 36 for detecting the temperature of the air sucked into the air flow passage 3 from the suction port 25, an inside air temperature sensor 37 for detecting the temperature of the air (inside air) in the passenger compartment, and the air in the passenger compartment Inside air humidity sensor 38 that detects humidity and indoor CO that detects the carbon dioxide concentration in the passenger compartment ₂ From concentration sensor 39 and air outlet 29
A discharge temperature sensor 41 for detecting the temperature of the air blown into the passenger compartment, a discharge pressure sensor 42 for detecting the discharge refrigerant pressure (discharge pressure Pd) of the compressor 2, and a discharge for detecting the discharge refrigerant temperature of the compressor 2 The temperature sensor 43, the suction temperature sensor 44 for detecting the suction refrigerant temperature of the compressor 2, and the temperature of the radiator 4 (the temperature of the air passed through the radiator 4 or the temperature of the radiator 4 itself: the radiator temperature TCI) A radiator temperature sensor 46 that detects the refrigerant pressure, and a radiator pressure sensor 47 that detects the refrigerant pressure of the radiator 4 (the refrigerant pressure in the radiator 4 or immediately after leaving the radiator 4: the radiator pressure PCI) , A heat absorber temperature sensor 48 for detecting the temperature of the heat absorber 9 (the temperature of the air passing through the heat absorber 9 or the temperature of the heat absorber 9 itself: the heat absorber temperature Te), and the refrigerant pressure of the heat absorber 9 (the heat absorber 9). The pressure of the refrigerant immediately after leaving the heat sink 9 For example, a photosensor-type solar sensor 51 for detecting the amount of solar radiation into the vehicle interior, a vehicle speed sensor 52 for detecting the moving speed (vehicle speed) of the vehicle, and setting. An air conditioning operation unit 53 (air conditioner operation unit) for setting the temperature and switching of the air conditioning operation, and the temperature of the outdoor heat exchanger 7 (the temperature of the refrigerant immediately after coming out of the outdoor heat exchanger 7, or the outdoor heat exchanger Temperature of the outdoor unit 7: outdoor heat exchanger temperature TXO. When the outdoor heat exchanger 7 functions as an evaporator, the outdoor heat exchanger temperature TXO becomes the refrigerant evaporation temperature in the outdoor heat exchanger 7). An exchanger temperature sensor 54 and an outdoor heat exchanger pressure sensor 56 for detecting the refrigerant pressure of the outdoor heat exchanger 7 (the pressure of the refrigerant in the outdoor heat exchanger 7 or the refrigerant just after coming out of the outdoor heat exchanger 7). Each output is connected.
Further, the input of the controller 32 further detects the temperature of the battery 55 (the temperature of the battery 55 itself, the temperature of the heat medium exiting the battery 55, or the temperature of the heat medium entering the battery 55: battery temperature Tb). A battery temperature sensor 76, a temperature of the heat medium heater 66 (a temperature of the heat medium heater 66 itself, a temperature of the heat medium that has exited the heat medium heater 66), and a refrigerant. A first outlet temperature sensor 78 that detects the temperature of the heat medium on the outlet side of the heat medium flow path 64A of the heat medium heat exchanger 64 (outlet heat medium temperature Tout), and the temperature of the refrigerant that has exited the refrigerant flow path 64B. Each output of the second outlet temperature sensor 79 to be detected is also connected.
On the other hand, the output of the controller 32 includes the compressor 2, the outdoor blower 15, the indoor blower (blower fan) 27, the suction switching damper 26, the air mix damper 28, the outlet switching damper 31, and the outdoor expansion. The solenoid valve 22, the indoor expansion valve 8, the solenoid valve 22 (dehumidification), the solenoid valve 21 (heating), the three-way valve 23, the circulation pump 62, the heat medium heater 66, and the auxiliary expansion valve 73 are connected. Yes. And the controller 32 controls these based on the output of each sensor and the setting input in the air-conditioning operation part 53. FIG.
Next, the operation of the vehicle air conditioner 1 having the above-described configuration will be described. In the embodiment, the controller 32 switches between the air-conditioning operation of the heating operation, the dehumidifying heating operation, the internal cycle operation, the dehumidifying cooling operation, and the cooling operation, and performs the heating auxiliary operation using the heat medium heater 66. Do. In addition, while heating the battery 55 using the heat medium heater 66 and recovering waste heat of the battery 55 or cooling the battery 55, the temperature of the battery 55 is adjusted. First, each air conditioning operation of the refrigerant circuit R will be described.
(1) Heating operation
First, the heating operation will be described with reference to FIG. FIG. 3 shows a refrigerant flow (solid arrow) in the refrigerant circuit R in the heating operation. When the heating operation is selected by the controller 32 (auto mode) or by the manual operation (manual mode) to the air conditioning operation unit 53, the controller 32 opens the electromagnetic valve 21 (for heating) and opens the indoor expansion valve 8. Fully closed (fully closed position). In addition, the outdoor expansion valve 6 is opened to perform a decompression control of the refrigerant, and the electromagnetic valve 22 (for dehumidification) is closed. The control of the auxiliary expansion valve 73 during the heating operation will be described in detail later.
And the compressor 2 and each

air blower

15 and 27 are drive | operated, and the air mix damper 28 sets it as the state which adjusts the ratio by which the air blown out from the indoor air blower 27 is ventilated by the heat radiator 4. FIG. Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow passage 3 is passed through the radiator 4, the air in the air flow passage 3 is heated by the high-temperature refrigerant in the radiator 4, while the refrigerant in the radiator 4 heats the air. Deprived, cooled, and condensed into liquid.
The refrigerant liquefied in the radiator 4 exits the radiator 4 and then reaches the outdoor expansion valve 6 through the

refrigerant pipes

13E and 13J. The refrigerant flowing into the outdoor expansion valve 6 is decompressed there and then flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 evaporates, and pumps up heat from the outside air that is ventilated by traveling or by the outdoor blower 15 (heat absorption). That is, the refrigerant circuit R becomes a heat pump. Then, the low-temperature refrigerant exiting the outdoor heat exchanger 7 reaches the refrigerant pipe 13C through the refrigerant pipe 13A, the refrigerant pipe 13D, and the electromagnetic valve 21, enters the accumulator 12 through the check valve 20, and is separated into gas and liquid there. Thereafter, the circulation in which the gas refrigerant is sucked into the compressor 2 is repeated. Since the air heated by the radiator 4 is blown out from the air outlet 29, the vehicle interior is thereby heated.
The controller 32 calculates a target radiator pressure PCO (a target value of the pressure PCI of the radiator 4) from a target heater temperature TCO (a target value of the temperature TH of the air that has passed through the radiator 4) calculated from a target outlet temperature TAO described later. The number of revolutions of the compressor 2 is controlled based on this target radiator pressure PCO and the refrigerant pressure of the radiator 4 (radiator pressure PCI; high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47. At the same time, the valve opening degree of the outdoor expansion valve 6 is controlled based on the temperature of the radiator 4 (the radiator temperature TCI) detected by the radiator temperature sensor 46 and the radiator pressure PCI detected by the radiator pressure sensor 47, The degree of supercooling of the refrigerant at the outlet of the vessel 4 is controlled. The target heater temperature TCO is basically set to TCO = TAO, but a predetermined restriction on control is provided.
(2) Dehumidifying heating operation
Next, the dehumidifying and heating operation will be described with reference to FIG. FIG. 4 shows the refrigerant flow (solid arrow) in the refrigerant circuit R in the dehumidifying heating operation. In the dehumidifying heating operation, the controller 32 opens the electromagnetic valve 22 in the heating operation state. However, the auxiliary expansion valve 73 is fully closed (fully closed position). In addition, the indoor expansion valve 8 is also opened to control the decompression of the refrigerant. Thereby, a part of the condensed refrigerant flowing through the refrigerant pipe 13E through the radiator 4 is divided, and the divided refrigerant flows into the refrigerant pipe 13F through the electromagnetic valve 22, and flows from the refrigerant pipe 13B to the indoor expansion valve 8. The remaining refrigerant flows into the outdoor expansion valve 6. That is, a part of the divided refrigerant is decompressed by the indoor expansion valve 8 and then flows into the heat absorber 9 to evaporate.
The controller 32 controls the opening degree of the indoor expansion valve 8 so that the degree of superheat (SH) of the refrigerant at the outlet of the heat absorber 9 is maintained at a predetermined value. Since moisture in the air blown out from the indoor blower 27 condenses and adheres to the heat absorber 9, the air is cooled and dehumidified. The remaining refrigerant that is divided and flows into the refrigerant pipe 13J is depressurized by the outdoor expansion valve 6 and then evaporated by the outdoor heat exchanger 7.
The refrigerant evaporated in the heat absorber 9 is discharged to the refrigerant pipe 13C and merged with the refrigerant from the refrigerant pipe 13D (refrigerant from the outdoor heat exchanger 7), and then sucked into the compressor 2 through the check valve 20 and the accumulator 12. Repeat the cycle. Since the air dehumidified by the heat absorber 9 is reheated in the process of passing through the radiator 4, dehumidifying heating in the passenger compartment is thereby performed.
The controller 32 controls the rotational speed of the compressor 2 based on the target radiator pressure PCO calculated from the target heater temperature TCO and the radiator pressure PCI (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47. The valve opening degree of the outdoor expansion valve 6 is controlled based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48.
(3) Internal cycle operation
Next, the internal cycle operation will be described with reference to FIG. FIG. 5 shows a refrigerant flow (solid arrow) in the refrigerant circuit R in the internal cycle operation. In the internal cycle operation, the controller 32 fully closes the outdoor expansion valve 6 in the dehumidifying and heating operation state (fully closed position). However, the solenoid valve 21 is kept open, and the refrigerant outlet of the outdoor heat exchanger 7 is communicated with the refrigerant suction side of the compressor 2. That is, since this internal cycle operation is a state in which the outdoor expansion valve 6 is fully closed by the control of the outdoor expansion valve 6 in the dehumidifying and heating operation, this internal cycle operation can also be regarded as a part of the dehumidifying and heating operation.
However, since the inflow of the refrigerant to the outdoor heat exchanger 7 is blocked by closing the outdoor expansion valve 6, the condensed refrigerant flowing through the refrigerant pipe 13 E via the radiator 4 passes through the electromagnetic valve 22 and becomes refrigerant. All flows into the pipe 13F. The refrigerant flowing through the refrigerant pipe 13F reaches the indoor expansion valve 8 through the refrigerant pipe 13B. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. Since the moisture in the air blown out from the indoor blower 27 by the heat absorption action at this time condenses and adheres to the heat absorber 9, the air is cooled and dehumidified.
The refrigerant evaporated in the heat absorber 9 flows through the refrigerant pipe 13 C and repeats circulation that is sucked into the compressor 2 through the check valve 20 and the accumulator 12. Since the air dehumidified by the heat absorber 9 is reheated in the process of passing through the radiator 4, dehumidifying heating in the passenger compartment is thereby performed. Since the refrigerant is circulated between the radiator 4 (radiation) and the heat absorber 9 (heat absorption) in the passage 3, heat from the outside air is not pumped up, and heating for the consumed power of the compressor 2 is performed. Ability is demonstrated. Since the entire amount of the refrigerant flows through the heat absorber 9 that exhibits the dehumidifying action, the dehumidifying capacity is higher than the dehumidifying and heating operation, but the heating capacity is lowered.
Although the outdoor expansion valve 6 is closed, the electromagnetic valve 21 is open, and the refrigerant outlet of the outdoor heat exchanger 7 communicates with the refrigerant suction side of the compressor 2, so that the liquid in the outdoor heat exchanger 7 is The refrigerant flows out through the refrigerant pipe 13D and the electromagnetic valve 21 to the refrigerant pipe 13C, is collected by the accumulator 12, and the outdoor heat exchanger 7 is in a gas refrigerant state. Thereby, compared with when the solenoid valve 21 is closed, the amount of refrigerant circulating in the refrigerant circuit R increases, and the heating capacity in the radiator 4 and the dehumidifying capacity in the heat absorber 9 can be improved.
The controller 32 controls the rotation speed of the compressor 2 based on the temperature of the heat absorber 9 or the above-described radiator pressure PCI (high pressure of the refrigerant circuit R). At this time, the controller 32 controls the compressor 2 by selecting the lower one of the compressor target rotational speeds obtained from either calculation, depending on the temperature of the heat absorber 9 or the radiator pressure PCI.
(4) Dehumidifying and cooling operation
Next, the dehumidifying and cooling operation will be described with reference to FIG. FIG. 6 shows a refrigerant flow (solid arrow) in the refrigerant circuit R in the dehumidifying and cooling operation. In the dehumidifying and cooling operation, the controller 32 opens the outdoor expansion valve 6 and the indoor expansion valve 8 to perform the decompression control of the refrigerant, and closes the electromagnetic valve 21. Further, the electromagnetic valve 22 is closed. And the compressor 2 and each

air blower

15 and 27 are drive | operated, and the air mix damper 28 sets it as the state which adjusts the ratio by which the air blown out from the indoor air blower 27 is ventilated by the heat radiator 4. FIG. Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow passage 3 is passed through the radiator 4, the air in the air flow passage 3 is heated by the high-temperature refrigerant in the radiator 4, while the refrigerant in the radiator 4 heats the air. It is deprived and cooled, and condensates.
The refrigerant that has exited the radiator 4 reaches the outdoor expansion valve 6 through the refrigerant pipe 13E, and flows into the outdoor heat exchanger 7 through the outdoor expansion valve 6 that is controlled to open. The refrigerant flowing into the outdoor heat exchanger 7 is cooled and condensed by running there or by the outside air ventilated by the outdoor blower 15. The refrigerant exiting the outdoor heat exchanger 7 enters the refrigerant pipe 13B through the refrigerant pipe 13A and the check valve 18, and reaches the indoor expansion valve 8. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. Since the moisture in the air blown out from the indoor blower 27 by the heat absorption action at this time condenses and adheres to the heat absorber 9, the air is cooled and dehumidified.
The refrigerant evaporated in the heat absorber 9 reaches the check valve 20 through the refrigerant pipe 13 C, and then repeats the circulation sucked into the compressor 2 through the accumulator 12. Air that has been cooled and dehumidified by the heat absorber 9 is reheated in the process of passing through the radiator 4 (reheating: lower heat dissipation capacity than during heating), so that dehumidification and cooling of the passenger compartment is performed. become.
The controller 32 sets the heat absorber temperature Te to the target heat absorber temperature TEO based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO that is the target value. While controlling the rotation speed of the compressor 2, the target radiator pressure PCO (radiator pressure PCI) calculated from the radiator pressure PCI (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47 and the target heater temperature TCO. The required reheat amount by the radiator 4 is obtained by controlling the valve opening degree of the outdoor expansion valve 6 so that the radiator pressure PCI becomes the target radiator pressure PCO.
(5) Cooling operation
Next, the cooling operation will be described with reference to FIG. FIG. 7 shows a refrigerant flow (solid arrow) in the refrigerant circuit R in the cooling operation. In the cooling operation, the controller 32 fully opens the outdoor expansion valve 6 in the state of the dehumidifying and cooling operation (fully opened position). Note that the air mix damper 28 is in a state of adjusting the ratio of air passing through the radiator 4.
Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Although the air in the air flow passage 3 is ventilated to the radiator 4, the ratio is small (because of only reheating during cooling), so this almost passes through, and the refrigerant exiting the radiator 4 is The refrigerant reaches the outdoor expansion valve 6 through the refrigerant pipe 13E. At this time, since the outdoor expansion valve 6 is fully opened, the refrigerant passes through the refrigerant pipe 13J and flows into the outdoor heat exchanger 7 as it is, where it is cooled by running or by outside air ventilated by the outdoor blower 15. Condensed liquid. The refrigerant exiting the outdoor heat exchanger 7 enters the refrigerant pipe 13B through the refrigerant pipe 13A and the check valve 18, and reaches the indoor expansion valve 8. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. Moisture in the air blown out from the indoor blower 27 by the heat absorption action at this time condenses and adheres to the heat absorber 9, and the air is cooled.
The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 from the check valve 20 through the refrigerant pipe 13C, and repeats circulation that is sucked into the compressor 2 there through. The air cooled and dehumidified by the heat absorber 9 is blown out from the outlet 29 into the vehicle interior, thereby cooling the vehicle interior. In this cooling operation, the controller 32 controls the rotational speed of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48.
(6) Switching air conditioning operation
The controller 32 calculates the target blowing temperature TAO described above from the following formula (I). This target blowing temperature TAO is a target value of the temperature of the air blown out from the blowout port 29 into the vehicle interior.
TAO = (Tset−Tin) × K + Tbal (f (Tset, SUN, Tam))
.. (I)
Here, Tset is the set temperature in the passenger compartment set by the air conditioning operation unit 53, Tin is the temperature of the passenger compartment air detected by the inside air temperature sensor 37, K is a coefficient, Tbal is the set temperature Tset, and the solar radiation sensor 51 detects This is a balance value calculated from the amount of solar radiation SUN to be performed and the outside air temperature Tam detected by the outside air temperature sensor 33. And generally this target blowing temperature TAO is so high that the outside temperature Tam is low, and it falls as the outside temperature Tam rises.
The controller 32 selects one of the above air conditioning operations based on the outside air temperature Tam detected by the outside air temperature sensor 33 and the target outlet temperature TAO at the time of activation. In addition, after the activation, the air conditioning operations are selected and switched in accordance with changes in the environment and setting conditions such as the outside air temperature Tam and the target blowing temperature TAO.
(7) Control of heat medium circulation device 61
Next, the control of the heat medium circulating device 61 executed by the controller 32 will be described with reference to FIGS. As described above, the charge / discharge performance of the battery 55 is lowered under a low temperature environment. Further, when the battery 55 is charged / discharged in an environment where the battery 55 is at a high temperature due to self-heating or the like, deterioration proceeds.
Therefore, the controller 32 basically controls the heat medium circulating device 61 to set the battery temperature Tb to a predetermined value based on the temperature (battery temperature Tb) of the battery 55 (heat generating device) detected by the battery temperature sensor 76. The heat medium heater 61 is provided in the heat medium circulation device 61. The heat medium circulation device 61 is provided within the use temperature range of the use lower limit temperature BL (for example, 0 ° C.) or more and the use upper limit temperature BH (for example, + 40 ° C.) or less. Therefore, in a situation where the heating capability of the radiator 4 is insufficient at a low outside air temperature or the like, the heating medium heater 66 is used to assist the heating of the vehicle interior.
(7-1) Heating assist operation
First, the heating auxiliary operation performed by the controller 32 in the heating operation of FIG. 3 will be described with reference to FIG. In the heating operation (FIG. 3), the controller 32 uses, for example, the following formulas (II) and (III) to calculate the required heating capacity Qtgt, which is the heating capacity of the vehicle interior required for the radiator 4, and the radiator 4 The possible heating capacity Qhp is calculated.
Qtgt = (TCO−Te) × Cpa × ρ × Qair (II)
Qhp = f (Tam, NC, BLV, VSP, FANVout, Te) (III)
Here, Te is the temperature of the heat absorber 9 detected by the heat absorber temperature sensor 48, Cpa is the specific heat [kj / kg · K] of the air flowing into the radiator 4, and ρ is the density of the air flowing into the radiator 4 ( Specific volume) [kg / m ³ Qair is the amount of air passing through the radiator 4 [m ³ / H] (estimated from the blower voltage BLV of the indoor blower 27), VSP is the vehicle speed obtained from the vehicle speed sensor 52, and FANVout is the voltage of the outdoor blower 15.
When the calculated required heating capacity Qtgt becomes larger than the heating capacity Qhp that can be generated by the radiator 4 (Qhp <Qtgt), and the heating capacity of the radiator 4 becomes insufficient, the controller 32 may 22 is opened, the auxiliary expansion valve 73 is opened, and the refrigerant pressure reduction control is performed. As a result, a part of the refrigerant flowing out of the radiator 4 and flowing through the refrigerant circuit 13E is diverted to the refrigerant pipe 13F as shown by a solid line arrow in FIG. 8, and the remaining refrigerant is decompressed by the outdoor expansion valve 6 to perform outdoor heat exchange. It flows into the vessel 7 and evaporates to absorb heat from the outside air. On the other hand, the refrigerant divided into the refrigerant pipe 13F is decompressed by the auxiliary expansion valve 73, and then flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, where it evaporates. The refrigerant absorbs heat from the heat medium flowing through the heat medium flow path 64A in the process of flowing through the refrigerant flow path 64B, and then is sucked into the compressor 2 through the accumulator 12.
On the other hand, for example, the controller 32 first operates the circulation pump 62 of the heat medium circulation device 61 in a state where the inlet and the one outlet of the three-way valve 23 are in communication with each other. At that time, although the battery temperature Tb detected by the battery temperature sensor 76 is equal to or higher than the use lower limit temperature TL (TL ≦ Tb), a criterion for determining whether or not the waste heat of the battery 55 can be recovered to the refrigerant circuit R side. When the temperature of the heat medium on the outlet side of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 (exit heat medium temperature Tout) is not more than a predetermined value Tout1 (for example, about + 10 ° C.) (Tb ≦ Tout1) ), The controller 32 switches the three-way valve 23 to a state where the inlet and the other outlet communicate with each other.
As a result, the heat medium in the heat medium circulation device 61 flows to the bypass circuit 67 without passing through the battery 55 as shown by the broken line arrow in FIG. The controller 32 energizes the heat medium heater 66 to generate heat (ON). The heat medium discharged from the circulation pump 62 reaches the heat medium heater 66, and after being heated by the heat medium heater 66, flows into the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64, and flows into the refrigerant flow path. Heat is exchanged with the refrigerant in the refrigerant circuit R flowing through 64B.
The refrigerant evaporating in the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 pumps up the heat of the heat medium heated by the heat medium heater 66. As a result, the heat generated by the heat medium heater 66 is generated. The amount is transferred to the radiator 4 and added to the amount of heat pumped up from the outside air by the outdoor heat exchanger 7 to supplement the heating capacity of the passenger compartment. The controller 32 controls energization of the heat medium heater 66 using the following formula (IV) based on, for example, the difference (Qtgt−Qhp) between the required heating capacity Qtgt and the heating capacity Qhp.
Qech = Qtgt−Qhp (IV)
Note that Qech is the required capacity (heat generation amount) of the heat medium heater 66. This assists (complements) the shortage of the heating capacity Qhp to the required heating capacity Qtgt, comfortably heats the vehicle interior, and suppresses frost formation on the outdoor heat exchanger 7.
At this time, the three-way valve 23 communicates the inlet and the other outlet to flow the heat medium to the bypass circuit 67, and no heat medium flows to the battery 55, so the heat medium flow of the refrigerant-heat medium heat exchanger 64 It is also avoided that the heat medium exiting the path 64A is absorbed by the battery 55 and the temperature of the heat medium is lowered.
That is, the refrigerant discharged from the compressor 2 is radiated by the radiator 4, and the radiated refrigerant is decompressed and then absorbed by the outdoor heat exchanger 7 and the refrigerant-heat medium heat exchanger 64 to heat the heat medium. When the auxiliary heating operation for heating the heat medium by the heater 66 is executed, the battery temperature Tb is low, but when the temperature is equal to or higher than the lower limit temperature TL (TL ≦ Tb) and the battery 55 does not need to be heated, the three-way valve 23 By causing the heat medium to flow through the bypass circuit 67, it is possible to eliminate the disadvantage that the heat medium heated by the heat medium heater 66 decreases in temperature due to heat exchange with the battery 55. Thus, it is possible to avoid the inconvenience that wasteful electric power corresponding to the heat capacity of 55 is consumed by the heat medium heater 66 and to realize efficient heating auxiliary operation.
In particular, in the embodiment, the controller 32 determines that it is not necessary to heat the battery 55 when the temperature of the battery 55 (battery temperature Tb) is equal to or higher than the use lower limit temperature TL. The three-way valve 23 can be switched and controlled by accurately determining that it is not necessary.
(7-2) Battery waste heat recovery operation
On the other hand, for example, in the state where the heating operation of FIG. 3 described above and the heating auxiliary operation of FIG. 8 described above are performed, the battery temperature Tb is increased by charge / discharge, for example (assuming that it is higher than the lower limit use temperature TL). When the temperature of the heat medium on the outlet side of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 (outlet heat medium temperature Tout) becomes higher than a predetermined value Tout1 (Tout1 <Tb), the controller 32 It judges that waste heat can be collect | recovered and transfers to battery waste heat recovery operation | movement. FIG. 9 is a diagram for explaining the battery waste heat recovery operation. In the battery waste heat recovery operation, the controller 32 switches the three-way valve 23 to a state where the inlet and one outlet are in communication. Then, the circulation pump 62 is operated. Further, when the heating operation is being performed, the controller 32 opens the electromagnetic valve 22 and opens the auxiliary expansion valve 73 in the same manner as in the above-described heating assist operation, so that the decompression control of the refrigerant is performed.
As a result, a part of the refrigerant flowing out of the radiator 4 and flowing through the refrigerant circuit 13E is diverted to the refrigerant pipe 13F as shown by a solid line arrow in FIG. 9, and the remaining refrigerant is decompressed by the outdoor expansion valve 6 to exchange the heat outdoors. It flows into the vessel 7 and evaporates to absorb heat from the outside air. The refrigerant branched into the refrigerant pipe 13F is decompressed by the auxiliary expansion valve 73, and then flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, where it evaporates. The refrigerant absorbs heat from the heat medium flowing through the heat medium flow path 64A in the process of flowing through the refrigerant flow path 64B, and then is sucked into the compressor 2 through the accumulator 12.
On the other hand, the heat medium in the heat medium circulation device 61 flows to the battery 55 instead of the bypass circuit 67 as shown by the broken line arrow in FIG. The controller 32 energizes the heat medium heater 66 to generate heat (ON). The heat medium discharged from the circulation pump 62 reaches the heat medium heater 66, is heated by the heat medium heater 66, and then flows into the heat medium flow path 64 A of the refrigerant-heat medium heat exchanger 64. The heat medium flowing out of the heat medium flow path 64A flows through the three-way valve 23 to the battery 55 to exchange heat, absorbs heat from the battery 55, and the battery 55 is cooled by the heat medium. .
In the battery waste heat recovery operation during the heating assist operation of FIG. 8 described above, the controller 32 controls energization of the heat medium heater 66 using, for example, the following equation (V).
Qech = (Qtgt−Qhp) − (Tb−Tout1) × k1 × k2 (V)
Here, k1 is the specific heat [kj / kg · K] of the heat medium circulating in the heat medium circulation device 61, and k2 is the flow rate of the heat medium [m. ³ / H].
Therefore, in this battery waste heat recovery operation, the controller 32 heats the heat medium heated by the battery 55 from the heat pumped up by the refrigerant evaporated in the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64. The energization of the heat medium heater 66 is controlled so as to generate the amount of heat obtained by subtracting. That is, the waste heat of the battery 55 is also transferred to the refrigerant-heat medium heat exchanger 64 by the heat medium, and is pumped up by the refrigerant to contribute to the heating of the vehicle interior. Reduces waste heat and saves energy.
In the battery waste heat recovery operation (Qtgt ≦ Qhp) during the heating operation of FIG. 3 in which the heating capability Qhp that can be generated by the radiator 4 satisfies the required heating capability Qtgt (Qtgt ≦ Qhp), the controller 32 represents the equation (V ), The energization of the heat medium heater 66 is stopped (OFF). In other words, only the waste heat of the battery 55 is used to assist heating with the radiator 4 to achieve the most energy saving state.
As described above, when the waste heat of the battery 55 can be recovered, the controller 32 radiates the refrigerant discharged from the compressor 2 with the radiator 4, decompresses the radiated refrigerant, and then heats the outdoor heat. The heat is absorbed by the exchanger 7 and the refrigerant-heat medium heat exchanger 64 and the heat medium is caused to flow to the battery 55 by the three-way valve 23. Therefore, the waste heat of the battery 55 is effectively used and the vehicle interior is efficiently Heating can be performed, the temperature rise of the battery 55 beyond that can be suppressed, and frost formation on the outdoor heat exchanger can also be suppressed.
Also in this case, in the embodiment, the controller 32 uses the heat at the outlet side of the heat medium flow path 64B of the refrigerant-heat medium heat exchanger 64 as a criterion for determining whether or not the battery temperature Tb is recoverable from the battery 55. When the temperature of the medium (outlet heat medium temperature Tout) is higher than the predetermined value Tout1, it is determined that the waste heat of the battery 55 can be recovered. Therefore, it is accurately determined that the waste heat of the battery 55 can be recovered. Thus, the three-way valve 23 can be switched and controlled. When the battery temperature Tb becomes equal to or lower than the predetermined value Tout1, the controller 32 again returns to the heating auxiliary operation in which the heat medium heater 66 is energized by the above formula (IV) or the heating operation in FIG. Become.
(7-3) Battery heating operation
Next, the battery heating operation performed by the controller 32 will be described. When the battery temperature Tb detected by the battery temperature sensor 76 is lower than the use lower limit temperature TL (Tb <TL), the controller 32 determines that the battery 55 needs to be heated, and sets the three-way valve 23 at its inlet and one side. The outlet is in a state of communication (for example, when the inlet and the other outlet are in communication in the heating assist operation, the inlet is switched to a state of communication with one of the outlets). Then, the circulation pump 62 is operated.
As a result, the heat medium in the heat medium circulation device 61 flows to the battery 55 instead of the bypass circuit 67 as shown by the broken line arrow in FIG. Will come to be. The controller 32 energizes the heat medium heater 66 to generate heat (ON). The heat medium discharged from the circulation pump 62 reaches the heat medium heater 66, is heated by the heat medium heater 66, and then flows into the heat medium flow path 64 A of the refrigerant-heat medium heat exchanger 64. The heat medium that has flowed out of the heat medium flow path 64 A flows through the three-way valve 23 to the battery 55 to exchange heat, thereby heating the battery 55.
In the battery heating operation during the heating auxiliary operation of FIG. 8 described above, the controller 32 controls the energization of the heat medium heater 66 using, for example, the following formula (VI).
Qech = (Qtgt−Qhp) + (TL−Tb) × k1 × k2 (VI)
Here, similarly, k1 is the specific heat [kj / kg · K] of the heat medium circulating in the heat medium circulating device 61, and k2 is the flow rate of the heat medium [m. ³ / H]. That is, in this battery heating operation, the controller 32 adds the amount of heat pumped up by the refrigerant evaporated in the refrigerant flow path 64B when the heat medium flows through the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 to the battery 55. The energization of the heat medium heater 66 is controlled so as to generate a heat amount for raising the temperature of the heat medium to the lower limit temperature TL.
In addition, when performing the heating operation of FIG. 3 in which the heating capacity Qhp that can be generated by the radiator 4 satisfies the required heating capacity Qtgt (Qtgt ≦ Qhp), an operation other than the heating auxiliary operation and the heating operation, or compression In the battery heating operation when the machine 2 is stopped, the controller 32 controls energization of the heat medium heater 66 using the following formula (VII), not the above formula (VI).
Qech = (TL−Tb) × k1 × k2 (VII)
Here, similarly, k1 is the specific heat [kj / kg · K] of the heat medium circulating in the heat medium circulating device 61, and k2 is the flow rate of the heat medium [m. ³ / H]. That is, the heat generation amount is generated only for heating the battery 55.
As described above, when the battery 55 needs to be heated, the controller 32 heats the heat medium by the heat medium heater 66 and causes the heat medium to flow to the battery 55 by the three-way valve 23. It becomes possible to heat the battery 55 with the heat medium heated by the heater 66 until it reaches the use lower limit temperature TL or higher without any trouble.
In this case as well, in the embodiment, the controller 32 determines that the battery 55 needs to be heated when the temperature of the battery 55 is lower than the use lower limit temperature TL. Thus, the three-way valve 23 can be switched and controlled.
When the battery temperature Tb is equal to or higher than the lower limit temperature TL, the controller 32 ends the battery heating operation and returns to the other operation (heating operation, auxiliary heating operation, etc.) described above, or heat medium heater The energization of 66 and the operation of the compressor 2 and the circulation pump 62 are stopped.
(7-4) Battery cooling operation
Here, when the battery temperature Tb suddenly increases due to charging / discharging of the battery 55 and becomes higher than the use upper limit temperature TH (TH <Tb), the controller 32 determines that it is necessary to cool the battery 55 and cools the battery. Run the operation. Next, the battery cooling operation will be described with reference to FIG.
In this battery cooling operation, the controller 32 fully closes the outdoor expansion valve 6 and the indoor expansion valve 8 (fully closed position), opens the electromagnetic valve 22, and opens the auxiliary expansion valve 73 to control the decompression of the refrigerant. Then, the compressor 2 is operated. Further, the controller 32 stops heating of the heat medium by the heat medium heater 66 (OFF), and switches the three-way valve 23 to a state where the inlet and one outlet communicate with each other to operate the circulation pump 62.
Thereby, the refrigerant discharged from the compressor 2 radiates heat by the radiator 4, and all the refrigerant radiated by the radiator 4 is decompressed by the auxiliary expansion valve 73, and the refrigerant flow path of the refrigerant-heat medium heat exchanger 64 It flows into 64B and evaporates. The heat medium discharged from the circulation pump 62 passes through the heat medium heater 66 without being heated by the heat medium heater 66 and flows into the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64, where it is absorbed by the refrigerant and cooled. After that, it flows to the battery 55 through the three-way valve 23, and cools by absorbing heat from the battery 55.
In this battery cooling operation, the controller 32 uses, for example, the following equation (VIII) to calculate the heat medium circulating device 61 based on the temperature of the battery 55 (battery temperature Tb) detected by the battery temperature sensor 76 and the above-described upper limit temperature TH. The required battery cooling capacity Qbat, which is the cooling capacity of the battery 55 required for the above, is calculated.
Qbat = (Tb−TH) × k1 × k2 (VIII)
Here, similarly, k1 is the specific heat [kj / kg · K] of the heat medium circulating in the heat medium circulating device 61, and k2 is the flow rate of the heat medium [m. ³ / H]. Then, the compressor 2 and the auxiliary expansion valve 73 are controlled so as to achieve the required battery cooling capacity Qbat.
As a result, the battery temperature Tb decreases rapidly. In this battery cooling operation, when the battery temperature Tb falls below the use upper limit temperature TH, the controller 32 ends the battery cooling operation and returns to another operation (heating operation, heating auxiliary operation, etc.) Alternatively, the compressor 2 and the circulation pump 62 are stopped.
As described above, when the battery 55 needs to be cooled, the controller 32 radiates the refrigerant discharged from the compressor 2 by the radiator 4 and decompresses the radiated refrigerant, and then the refrigerant-heat medium heat exchanger. 64, the heating of the heat medium by the heat medium heater 66 is stopped, and the heat medium is caused to flow to the battery 55 by the three-way valve 23. The battery 55 can be cooled without any trouble by the heat medium.
Also in this case, in the embodiment, since the controller 32 determines that the battery 55 needs to be cooled when the battery temperature Tb is higher than the upper limit temperature TH, the battery 55 needs to be cooled. Can be determined accurately.
In the present invention, as described in detail above, the heat medium circulating device 61 is caused to circulate the heat medium without flowing to the battery 55, and the heat medium is made to flow to the battery 55 or to the bypass circuit 67. By providing the three-way valve 23 for switching whether to flow, the three-way valve 23 causes the heat medium of the heat medium circulation device 61 to flow to the heat medium heater 66, the refrigerant-heat medium heat exchanger 64, and the battery 55. And switching to a state in which the heat medium flows to the heat medium heater 66, the refrigerant-heat medium heat exchanger 64 and the bypass circuit 67 without flowing to the battery 55, without being affected by the temperature of the battery 55, Efficient air conditioning operation can be realized.
In the embodiment, since the controller 32 controls the three-way valve 23 based on the battery temperature Tb, the three-way valve 23 can be appropriately switched and controlled according to the temperature state of the battery 55.
It should be noted that the configuration of the refrigerant circuit R and the heat medium circulating device 61 described in the above embodiment, the numerical values such as the temperatures, and the control factors are not limited thereto and can be changed without departing from the spirit of the present invention. Needless to say.

DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 2 Compressor 3 Air flow path 4 Radiator 6 Outdoor expansion valve 7 Outdoor heat exchanger 8 Indoor expansion valve 9

Heat absorber

21, 22 Solenoid valve 32 Controller (control device)
55 Battery (heat generating device)
61 Heat medium circulation device 62 Circulation pump 64 Refrigerant-heat medium heat exchanger 66 Heat medium heater (heating device)
67 Bypass circuit 73 Auxiliary expansion valve R Refrigerant circuit

Claims

A compressor for compressing the refrigerant;
An air flow passage through which air to be supplied into the passenger compartment flows;
A radiator for dissipating the refrigerant and heating the air supplied from the air flow passage to the vehicle interior;
An outdoor heat exchanger provided outside the passenger compartment for absorbing the refrigerant;
A heat medium circulation device that circulates the heat medium in a heat generating device mounted on the vehicle;
In a vehicle air conditioner that includes a control device and that air-conditions the vehicle interior,
The heat medium circulation device is
A refrigerant-heat medium heat exchanger for exchanging heat between the refrigerant and the heat medium;
A heating device for heating the heat medium;
A bypass circuit for circulating the heat medium without flowing to the heat generating device;
An air conditioner for a vehicle comprising a flow path switching device for switching between flowing the heat medium through the heat generating device or flowing the heat medium through the bypass circuit.
The vehicle air conditioner according to claim 1, wherein the control device controls the flow path switching device based on a temperature of the heat generating device.
The control device causes the refrigerant discharged from the compressor to radiate heat with the radiator, depressurizes the radiated refrigerant, and then absorbs heat with the outdoor heat exchanger and the refrigerant-heat medium heat exchanger. And heating the heat medium by the heating device,
3. The vehicle air conditioner according to claim 1, wherein when the heating device does not need to be heated, the heat medium is caused to flow through the bypass circuit by the flow path switching device. 4.
4. The vehicle air conditioner according to claim 3, wherein the control device determines that it is not necessary to heat the heat generating device when the temperature of the heat generating device is equal to or higher than a predetermined lower limit temperature.
When the control device can recover the waste heat of the heat generating device, the refrigerant discharged from the compressor is radiated by the radiator, the radiated refrigerant is decompressed, and then the outdoor heat exchange. Heat is absorbed by a heater and the refrigerant-heat medium heat exchanger,
The vehicle air conditioner according to any one of claims 1 to 4, wherein the heat medium is caused to flow through the heat generating device by the flow path switching device.
The control device determines whether the temperature of the heat generating device is a predetermined value of the temperature of the heat medium on the outlet side of the refrigerant-heat medium heat exchanger, which is a criterion for determining whether or not the waste heat of the heat generating device can be recovered. 6. The vehicle air conditioner according to claim 5, wherein when it is high, it is determined that the waste heat of the heat generating device can be recovered.
When it is necessary to heat the heating device, the control device heats the heat medium by the heating device,
The vehicle air conditioner according to any one of claims 1 to 6, wherein the heat medium is caused to flow through the heat generating device by the flow path switching device.
The vehicle air conditioner according to claim 7, wherein the control device determines that the heat generating device needs to be heated when the temperature of the heat generating device is lower than a predetermined lower limit temperature.
When it is necessary to cool the heat generating device, the control device radiates the refrigerant discharged from the compressor with the radiator, depressurizes the radiated refrigerant, and then performs the refrigerant-heat medium heat exchange. While absorbing heat with a vessel,
9. The vehicle according to claim 1, wherein heating of the heat medium by the heating device is stopped, and the heat medium is caused to flow to the heat generating device by the flow path switching device. Air conditioner.
10. The vehicle air conditioner according to claim 9, wherein the control device determines that the heat generating device needs to be cooled when the temperature of the heat generating device is higher than a predetermined use upper limit temperature.