WO2021131437A1

WO2021131437A1 - Refrigerant cycle device

Info

Publication number: WO2021131437A1
Application number: PCT/JP2020/043190
Authority: WO
Inventors: 憲彦榎本; 祐一加見
Original assignee: 株式会社デンソー
Priority date: 2019-12-26
Filing date: 2020-11-19
Publication date: 2021-07-01
Also published as: JP2021105457A; JP7380199B2; CN114793444A; DE112020006392T5; CN114793444B

Abstract

The present invention comprises: a compressor (11) for compressing a refrigerant; condensing units (12, 18) for condensing the refrigerant discharged from the compressor; branching parts (13i, 13j, 13k) for branching the flow of the refrigerant flowing out from a condenser; first decompressing units (23a, 23b) for decompressing one refrigerant branched by the branching parts; a receiver (15) for performing gas-liquid separation on the refrigerant decompressed by the first decompressing units; second decompressing units (16b, 16c) for decompressing the liquid-phase refrigerant flowing out from the receiver; first evaporating units (19, 20, 24) for evaporating the refrigerant decompressed by the first decompressing units; third decompressing units (16d, 16e, 16f) for decompressing the other refrigerant branched by the branching parts; and second evaporating units (24, 20, 25) for evaporating the refrigerant decompressed by the third decompressing units.

Description

Refrigeration cycle equipment

Cross-reference of related applications

This application is based on Japanese Patent Application No. 2019-235648 filed on December 26, 2019, the contents of which are incorporated herein by reference.

The present disclosure relates to a refrigeration cycle apparatus including a receiver and a plurality of evaporation units.

Conventionally, Patent Document 1 describes a refrigeration cycle device including a receiver, a front seat side expansion valve, a front seat side evaporator, a rear seat side expansion valve, and a rear seat side evaporator.

The receiver gas-liquid separates the refrigerant discharged from the condenser and stores excess refrigerant. The front seat side expansion valve depressurizes the refrigerant discharged from the receiver. The front seat side evaporator cools the air blown from the front seat side blower by evaporating the refrigerant discharged from the front seat side expansion valve. The rear seat side expansion valve is arranged in parallel with the front seat side expansion valve with respect to the refrigerant flow from the compressor, and reduces the pressure of the refrigerant discharged from the receiver. The rear seat side evaporator cools the air blown from the rear seat side blower by evaporating the refrigerant discharged from the rear seat side expansion valve.

JP-A-2009-143404

In the above-mentioned conventional technology, the refrigerant discharged from the receiver is in a gas-liquid two-phase state due to pressure loss and heat damage from the atmosphere. Therefore, the gas-liquid two-phase state refrigerant flows into the front seat side expansion valve and the rear seat side expansion valve.

When the gas-liquid two-phase refrigerant expands in the front seat side expansion valve and the rear seat side expansion valve, the front seat side expansion valve and the rear seat side expansion valve vibrate and noise is likely to be generated. If an expansion valve having a large throttle diameter is used as the front seat side expansion valve and the rear seat side expansion valve, it is possible to suppress the generation of vibration and sound.

However, when an expansion valve with a large throttle diameter is used, the physique of the expansion valve becomes larger than that of an expansion valve with a small throttle diameter, and it becomes difficult to control the decompression amount with high accuracy.

In view of the above points, the purpose of the present disclosure is to suppress the inflow of the gas-liquid two-phase refrigerant into the decompression section as much as possible.

The refrigeration cycle apparatus according to one aspect of the present disclosure includes a compressor, a condensing unit, a branching unit, a first decompression unit, a receiver, a second decompression unit, a first evaporation unit, a third decompression unit, and the like. It includes a second evaporation unit.

The compressor compresses the refrigerant. The condensing section condenses the refrigerant discharged from the compressor. The branching portion branches the flow of the refrigerant flowing out from the condensing portion. The first decompression section decompresses one of the refrigerants branched at the branch section. The receiver separates the gas and liquid of the refrigerant decompressed by the first decompression unit. The second decompression unit decompresses the liquid phase refrigerant flowing out of the receiver. The first evaporation unit evaporates the refrigerant decompressed by the second decompression unit. The third decompression section decompresses the other refrigerant branched at the branch section. The second evaporation unit evaporates the refrigerant decompressed by the third decompression unit.

According to this, the refrigerant flowing into the third decompression section can be used as the supercooled liquid phase refrigerant by the decompression action of the first decompression section and the third decompression section. Therefore, it is possible to suppress the inflow of the gas-liquid two-phase refrigerant into the third decompression section.

The above objectives and other objectives, features and advantages of the present disclosure will be clarified by the detailed description below with reference to the accompanying drawings.
It is an overall block diagram of the refrigeration cycle apparatus of 1st Embodiment. It is a schematic block diagram of the room air-conditioning unit of 1st Embodiment. It is a block diagram which shows the electric control part of the refrigeration cycle apparatus of 1st Embodiment. It is a Moriel diagram which shows the change of the state of the refrigerant in the refrigerating cycle apparatus of 1st Embodiment. It is an overall block diagram of the refrigeration cycle apparatus of 2nd Embodiment. It is an overall block diagram of the refrigeration cycle apparatus of 3rd Embodiment. It is an overall block diagram of the refrigeration cycle apparatus of 4th Embodiment. It is an overall block diagram of the refrigeration cycle apparatus of 5th Embodiment.

Hereinafter, a plurality of embodiments for carrying out the present disclosure will be described with reference to the drawings. In each embodiment, the same reference numerals may be given to the parts corresponding to the matters described in the preceding embodiments, and duplicate description may be omitted. When only a part of the configuration is described in each embodiment, the other embodiments described above can be applied to the other parts of the configuration. Not only the combination of the parts that clearly indicate that the combination is possible in each embodiment, but also the partial combination of the embodiments even if the combination is not specified if there is no particular problem in the combination. Is also possible.

(First Embodiment)
A first embodiment of the refrigeration cycle apparatus 10 according to the present disclosure will be described with reference to FIGS. 1 to 3. The refrigeration cycle device 10 is applied to a vehicle air conditioner mounted on an electric vehicle. An electric vehicle is a vehicle that obtains driving force for traveling from an electric motor. The vehicle air conditioner of the present embodiment is an air conditioner having an in-vehicle device cooling function for cooling an in-vehicle device such as a battery 30 while air-conditioning the interior of the vehicle, which is an air-conditioning target space, in an electric vehicle.

The refrigeration cycle device 10 cools or heats the air blown into the vehicle interior in the vehicle air conditioner. The refrigeration cycle device 10 cools the battery 30. Therefore, the temperature control objects of the refrigeration cycle device 10 are air and the battery 30. The refrigerating cycle device 10 is configured so that the refrigerant circuit can be switched in order to perform air conditioning in the vehicle interior and cooling of the battery 30.

The refrigeration cycle device 10 uses an HFO-based refrigerant (specifically, R1234yf) as the refrigerant. The refrigeration cycle apparatus 10 constitutes a vapor compression type subcritical refrigeration cycle in which the pressure of the high-pressure refrigerant discharged from the compressor 11 does not exceed the critical pressure of the refrigerant. Refrigerant oil (specifically, PAG oil) for lubricating the compressor 11 is mixed in the refrigerant. Some of the refrigerating machine oil circulates in the cycle together with the refrigerant.

The compressor 11 sucks in the refrigerant in the refrigeration cycle device 10, compresses it, and discharges it. The compressor 11 is arranged in the drive unit room on the front side of the vehicle interior. The drive device room forms a space in which at least a part of a drive device (for example, an electric motor) for outputting a driving force for traveling is arranged.

The compressor 11 is an electric compressor that rotationally drives a fixed-capacity compression mechanism with a fixed discharge capacity by an electric motor. The number of revolutions (that is, the refrigerant discharge capacity) of the compressor 11 is controlled by a control signal output from the control device 50.

The refrigerant inlet side of the indoor condenser 12 is connected to the discharge port of the compressor 11. The indoor condenser 12 is arranged in the casing 41 of the indoor air conditioning unit 40. The indoor condenser 12 is a condensing unit that exchanges heat between the high-pressure refrigerant discharged from the compressor 11 and air to dissipate heat and condense the high-pressure refrigerant. In other words, the indoor condenser 12 is a heating unit that heats air using the high-pressure refrigerant discharged from the compressor 11 as a heat source.

The inlet side of the first joint 13a, which is a three-way joint, is connected to the refrigerant outlet of the indoor condenser 12. A three-way joint is a joint having three inlets and outlets that communicate with each other. As such a three-way joint, one formed by joining a plurality of pipes or one formed by providing a plurality of refrigerant passages in a metal block or a resin block can be adopted.

The refrigeration cycle device 10 includes a second joint 13b to a ninth joint 13i. The second joint 13b, the third joint 13c, and the fifth joint 13e to the ninth joint 13i are three-way joints. The basic configurations of the second joint 13b, the third joint 13c, and the fifth joint 13e to the ninth joint 13i are all the same as those of the first joint 13a.

In the first joint 13a to the third joint 13c and the fifth joint 13e to the ninth joint 13i, when one of the three inflow outlets is used as the inflow port and two are used as the outflow port, one flow is used. It can function as a branch portion for branching the flow of the refrigerant flowing in from the inlet. When two of the three inflow ports are used as inflow ports and one is used as an outflow port, it can function as a merging section for merging the flows of the refrigerant flowing in from the two inflow ports.

In the present embodiment, the first joint 13a, the third joint 13c, the sixth joint 13f, the seventh joint 13g, and the ninth joint 13i are operably connected as branch portions. The second joint 13b, the fifth joint 13e, and the eighth joint 13h are operably connected as a confluence.

The fourth joint 13d is a four-sided joint. A four-sided joint is a joint having four inflow ports that communicate with each other. In the fourth joint 13d, three of the four inflow ports are used as inflow ports and one is used as an outflow port, and the fourth joint 13d can function as a confluence portion for merging the flows of the refrigerant flowing in from the three inflow ports. it can.

The inlet side of the receiver 15 is connected to one outlet of the first joint 13a via the first on-off valve 14a, the first fixed throttle 23a, and the fifth joint 13e. The inlet side of the heating expansion valve 16a is connected to the other outlet of the first joint 13a via the second on-off valve 14b and the second joint 13b.

The first on-off valve 14a is a solenoid valve that opens and closes the inlet-side passage 21a from one outlet of the first joint 13a to the inlet of the receiver 15. The opening / closing operation of the first on-off valve 14a is controlled by the control voltage output from the control device 50. The refrigeration cycle device 10 includes a third on-off valve 14c. The basic configuration of the second on-off valve 14b, the third on-off valve 14c, and the fourth on-off valve 14d is the same as that of the first on-off valve 14a.

The first fixed throttle 23a is a first decompression unit that depressurizes the refrigerant flowing into the receiver 15. The first fixed throttle 23a is arranged in a range from one outlet of the first joint 13a to the inlet of the receiver 15 in the inlet side passage 21a. As such a first fixed throttle 23a, an orifice, a capillary tube, or the like can be adopted.

In the fifth joint 13e, one inflow port is connected to the outlet side of the first fixed throttle 23a in the inlet side passage 21a. In the fifth joint 13e, the outlet is connected to the inlet side of the receiver 15 in the inlet side passage 21a.

The receiver 15 is a liquid storage unit having a gas-liquid separation function. That is, the receiver 15 separates the gas and liquid of the refrigerant flowing out from the heat exchange unit that functions as a condenser that condenses the refrigerant in the refrigeration cycle device 10. Then, the receiver 15 causes a part of the separated liquid-phase refrigerant to flow out to the downstream side, and stores the remaining liquid-phase refrigerant as a surplus refrigerant in the cycle.

The second on-off valve 14b is a solenoid valve that opens and closes the outside air side passage 21c from the other outlet of the first joint 13a to the one inlet of the second joint 13b. The refrigerant outlet side of the receiver 15 is connected to the other inflow port of the second joint 13b. A sixth joint 13f and a first check valve 17a are arranged in the outlet side passage 21b that connects the refrigerant outlet of the receiver 15 and the other inflow port of the second joint 13b.

In the sixth joint 13f, the inflow port is connected to the refrigerant outlet side of the receiver 15 in the outlet side passage 21b. In the sixth joint 13f, one outlet is connected to the inlet side of the first check valve 17a in the outlet side passage 21b. The inlet side of the 7th joint 13g is connected to the other outlet of the 6th joint 13f.

The refrigerant inlet side of the outdoor heat exchanger 18 is connected to the outlet of the second joint 13b via a heating expansion valve 16a. Therefore, the first check valve 17a arranged in the outlet side passage 21b allows the refrigerant to flow from the outlet side of the receiver 15 to the heating expansion valve 16a side, and allows the refrigerant to flow from the heating expansion valve 16a side to the receiver 15. Refrigerant is prohibited from flowing to the outlet side.

The heating expansion valve 16a is a pressure reducing unit that reduces the pressure of the refrigerant flowing out from the receiver 15 and adjusts the flow rate of the refrigerant flowing out to the downstream side at least when the refrigerant circuit is switched to the heating mode.

The heating expansion valve 16a is an electric variable throttle mechanism having a valve body configured so that the throttle opening can be changed and an electric actuator (specifically, a stepping motor) that displaces the valve body. That is, the heating expansion valve 16a is an electric expansion valve. The operation of the heating expansion valve 16a is controlled by a control signal (specifically, a control pulse) output from the control device 50.

The expansion valve 16a for heating has a fully open function that functions as a simple refrigerant passage without exerting a flow rate adjusting action and a refrigerant depressurizing action by fully opening the valve opening, and a refrigerant by fully closing the valve opening. It has a fully closed function that blocks the passage.

The refrigeration cycle device 10 includes a first electric expansion valve 16b and a second electric expansion valve 16c. The basic configuration of the first electric expansion valve 16b and the second electric expansion valve 16c is the same as that of the heating expansion valve 16a.

The outdoor heat exchanger 18 is a heat exchanger that exchanges heat between the refrigerant flowing out from the heating expansion valve 16a and the outside air blown from an outside air fan (not shown). The outdoor heat exchanger 18 functions as a condensing unit that condenses the refrigerant or as an evaporation unit that evaporates the refrigerant, depending on the state of the refrigerant flowing out from the heating expansion valve 16a. The outdoor heat exchanger 18 is arranged on the front side in the drive device room. Therefore, when the vehicle is traveling, the outdoor heat exchanger 18 can be exposed to the traveling wind.

The inlet side of the third joint 13c is connected to the refrigerant outlet of the outdoor heat exchanger 18. The first inflow port side of the fourth joint 13d is connected to one outlet of the third joint 13c via a third on-off valve 14c and a third check valve 17c. The inflow port side of the ninth joint 13i is connected to the other outflow port of the third joint 13c via the second check valve 17b.

The third on-off valve 14c is a solenoid valve that opens and closes the suction side passage 21d from one outlet of the third joint 13c to the first inflow port of the fourth joint 13d. The suction port side of the compressor 11 is connected to the outlet of the fourth joint 13d. The third check valve 17c allows the refrigerant to flow from one outlet side of the third joint 13c to the first inlet side of the fourth joint 13d, and allows the refrigerant to flow to the first inlet side of the fourth joint 13d. The refrigerant is prohibited from flowing to one of the outlets of the third joint 13c. The second check valve 17b allows the refrigerant to flow from the refrigerant outlet side of the outdoor heat exchanger 18 to the inflow port side of the ninth joint 13i, and allows the refrigerant to flow from the inflow port side of the ninth joint 13i to the outdoor heat exchanger 18. Refrigerant flow to the refrigerant outlet side is prohibited.

The other inlet side of the fifth joint 13e is connected to one outlet of the ninth joint 13i via the second fixed throttle 23b. The second fixed throttle 23b is a first decompression unit that depressurizes the refrigerant flowing into the receiver 15. The second fixed drawing 23b is arranged in a range from one outlet of the ninth joint 13i to the other inlet of the fifth joint 13e. As such a second fixed throttle 23b, an orifice, a capillary tube, or the like can be adopted.

The inlet side of the 7th joint 13g is connected to the other outlet of the 6th joint 13f arranged in the outlet side passage 21b. The inlet side of the first electric expansion valve 16b is connected to one outlet of the seventh joint 13g. The inlet side of the second electric expansion valve 16c is connected to the other outlet of the seventh joint 13g.

The first electric expansion valve 16b is a second pressure reducing unit that reduces the pressure of the refrigerant flowing out from the receiver 15 and adjusts the flow rate of the refrigerant flowing out to the downstream side at least when the refrigerant circuit is switched to the cooling mode. ..

The refrigerant inlet side of the indoor evaporator 19 is connected to the outlet of the first electric expansion valve 16b. The indoor evaporator 19 is arranged in the casing 41 of the indoor air conditioning unit 40 shown in FIG. The indoor evaporator 19 is a first evaporation unit that evaporates the low-pressure refrigerant decompressed by the first electric expansion valve 16b by exchanging heat with the air blown from the indoor blower 42. The indoor evaporator 19 is an air cooling unit that cools air by evaporating a low-pressure refrigerant to exert an endothermic action. One inflow port of the eighth joint 13h shown in FIG. 1 is connected to the refrigerant outlet of the indoor evaporator 19.

The suction port side of the compressor 11 is connected to the outlet of the 8th joint 13h via the 4th check valve 17d and the 4th joint 13d. The outlet side of the fourth check valve 17d is connected to the second inflow port side of the fourth joint 13d. The fourth check valve 17d allows the refrigerant to flow from the outlet side of the eighth joint 13h to the second inlet side of the fourth joint 13d, and allows the refrigerant to flow from the second inlet side of the fourth joint 13d to the second inlet side. The flow of the refrigerant to the outlet side of the 8 joint 13h is prohibited.

The second electric expansion valve 16c is a second decompression unit that reduces the pressure of the refrigerant flowing out from the receiver 15 and adjusts the flow rate of the refrigerant flowing out to the downstream side when the battery 30 is cooled. The refrigerant inlet side of the battery chiller 20 is connected to the outlet of the second electric expansion valve 16c. A third inflow port of the fourth joint 13d is connected to the refrigerant outlet of the battery chiller 20.

The battery chiller 20 exchanges heat between the low-pressure refrigerant decompressed by the second electric expansion valve 16c and the cooling water of the battery cooling water circuit 31 (hereinafter referred to as battery cooling water) to exchange the low-pressure refrigerant. This is the first evaporating part to be evaporated. The battery cooling water is cooled by the endothermic action of the refrigerant in the battery chiller 20. The battery chiller 20 is a cooling evaporator that cools equipment mounted on a vehicle.

The battery cooling water circuit 31 is a heat medium circuit that circulates the battery cooling water. The battery cooling water is a heat medium for cooling the battery 30. A battery cooling water pump 32 and a battery cooling water passage 30a are arranged in the battery cooling water circuit 31. The battery cooling water pump 32 is an electric pump that sucks and discharges the battery cooling water by the electric power supplied from the battery 30.

The battery 30 supplies electric power to an electric in-vehicle device such as an electric motor. The battery 30 is an assembled battery formed by electrically connecting a plurality of battery cells in series or in parallel. The battery cell is a rechargeable and dischargeable secondary battery (in this embodiment, a lithium ion battery). The battery 30 has a structure in which a plurality of battery cells are stacked and arranged so as to have a substantially rectangular parallelepiped shape and housed in a special case.

In this type of battery, the chemical reaction does not proceed easily at low temperatures, and the output tends to decrease. The battery generates heat during operation (that is, during charging and discharging). Batteries tend to deteriorate at high temperatures. Therefore, it is desirable that the temperature of the battery is maintained within an appropriate temperature range (in this embodiment, 15 ° C. or higher and 55 ° C. or lower) in which the charge / discharge capacity of the battery can be fully utilized.

The battery cooling water passage 30a is formed in a special case for the battery 30. The cooling water passage 30a cools the battery 30 with the battery cooling water cooled by the battery chiller 20. That is, the cooling water passage 30a is a battery cooling unit that cools the battery 30 by absorbing the heat of the battery 30 (that is, the waste heat of the battery 30) into the battery cooling water.

The refrigerant inlet side of the rear seat side evaporator 24 is connected to the other outlet of the ninth joint 13i via the fourth on-off valve 14d and the first mechanical expansion valve 16d.

The fourth on-off valve 14d is a solenoid valve that opens and closes a branch passage 21e from the other outlet of the ninth joint 13i to the other inlet of the eighth joint 13h. The fourth on-off valve 14d is a shutoff portion that is branched by the ninth joint 13i and can block the flow of the refrigerant flowing through the first mechanical expansion valve 16d and the rear seat side evaporator 24.

The first mechanical expansion valve 16d reduces the pressure of the refrigerant flowing out from the other outlet of the ninth joint 13i at least when the refrigerant circuit is switched to the cooling mode for all seats, and reduces the flow rate of the refrigerant flowing out to the downstream side. This is the third decompression unit to be adjusted. The first mechanical expansion valve 16d is arranged in the vicinity of the rear seat side evaporator 24.

In the present embodiment, as the first mechanical expansion valve 16d, a mechanical expansion valve (in other words, a temperature expansion valve) configured by a mechanical mechanism is adopted. More specifically, the first mechanical expansion valve 16d has a temperature sensitive portion having a deforming member (specifically, a diaphragm) that deforms according to the temperature and pressure of the outlet side refrigerant of the rear seat side evaporator 24. It has a valve body portion that is displaced according to the deformation of the deforming member to change the throttle opening degree.

As a result, in the first mechanical expansion valve 16d, the throttle opening degree is such that the superheat degree of the refrigerant on the outlet side of the rear seat side evaporator 24 approaches a predetermined standard superheat degree (5 ° C. in the present embodiment). To change. Here, the mechanical mechanism means a mechanism that operates by a load due to fluid pressure, a load due to an elastic member, or the like without requiring the supply of electric power.

The rear seat side evaporator 24 is arranged in the casing 35 of the rear seat air conditioning unit 34. The rear-seat side evaporator 24 is a second evaporation unit that evaporates the low-pressure refrigerant decompressed by the first mechanical expansion valve 16d by exchanging heat with the air blown from the rear-seat blower 36. The rear seat side evaporator 24 is an air cooling unit that cools air by evaporating a low-pressure refrigerant to exert an endothermic action. One inflow port of the eighth joint 13h shown in FIG. 1 is connected to the refrigerant outlet of the indoor evaporator 19. The other inflow port of the eighth joint 13h is connected to the refrigerant outlet of the rear seat side evaporator 24.

The rear seat air conditioner unit 34 is a unit for blowing out appropriately temperature-controlled air to the rear seat side in the vehicle interior in the vehicle air conditioner. The rear seat air conditioning unit 34 is arranged in the vicinity of the rear portion of the vehicle interior. For example, the rear seat air conditioning unit 34 is arranged in the trunk room on the rear side of the vehicle interior.

The casing 35 of the rear seat air conditioning unit 34 forms an air passage. A rear seat blower 36, a rear seat side evaporator 24, and the like are arranged in the air passage formed in the casing 35. The casing 35 is made of a resin (for example, polypropylene) having a certain degree of elasticity and excellent strength.

A rear seat blower 36 is arranged on the upstream side of the air flow of the casing 35. The rear seat blower 36 blows the air sucked from the suction port of the casing 35 toward the vehicle interior. The rear seat blower 36 is an electric blower that drives a centrifugal multi-blade fan with an electric motor. The rotation speed (that is, the blowing capacity) of the rear seat blower 36 is controlled by the control voltage output from the control device 50.

A rear seat side evaporator 24 is arranged on the downstream side of the air flow of the rear seat blower 36. An opening hole for blowing air toward the rear seats in the vehicle interior is formed in the most downstream portion of the air flow of the casing 35.

As is clear from the above description, in the refrigerating cycle device 10, the first on-off valve 14a, the second on-off valve 14b, the third on-off valve 14c, and the fourth on-off valve 14d open and close the refrigerant passage to open and close the refrigerant circuit. You can switch. Therefore, the first on-off valve 14a, the second on-off valve 14b, the third on-off valve 14c, the fourth on-off valve 14d, and the like are included in the refrigerant circuit switching unit.

The first on-off valve 14a, the second on-off valve 14b, and the first joint 13a are the refrigerant circuit switching portions that guide the refrigerant discharged from the compressor 11 to either the receiver 15 side or the outdoor heat exchanger 18 side. It constitutes the first switching unit 22a. More specifically, the first switching unit 22a of the present embodiment guides the refrigerant flowing out of the indoor condenser 12 to one of the receiver 15 side and the second joint 13b side.

The second joint 13b forms a joint portion of a refrigerant circuit switching portion that guides at least one of the refrigerant flowing out from the first joint 13a and the refrigerant flowing out from the receiver 15 to the outdoor heat exchanger 18 side. More specifically, in the joint portion of the present embodiment, one of the refrigerant flowing out from the first joint 13a and the refrigerant flowing out from the receiver 15 is guided to the heating expansion valve 16a side.

The third on-off valve 14c and the third joint 13c are the second switching part 22b of the refrigerant circuit switching part that guides the refrigerant flowing out from the outdoor heat exchanger 18 to one of the suction port side and the ninth joint 13i side of the compressor 11. Consists of.

The fourth on-off valve 14d and the ninth joint 13i constitute a third switching portion of the refrigerant circuit switching portion that guides the refrigerant flowing out from the outdoor heat exchanger 18 to one of the receiver 15 side and the rear seat side evaporator 24 side. ing.

Next, the indoor air conditioning unit 40 will be described with reference to FIG. The indoor air-conditioning unit 40 is a unit for blowing out appropriately temperature-controlled air to an appropriate location in the vehicle interior in a vehicle air-conditioning system. The indoor air conditioning unit 40 blows air mainly to the front seat side of the vehicle interior. The indoor air conditioning unit 40 is arranged inside the instrument panel (that is, the instrument panel) at the frontmost part of the vehicle interior.

The indoor air conditioning unit 40 has a casing 41 that forms an air passage. An indoor blower 42, an indoor evaporator 19, an indoor condenser 12, and the like are arranged in an air passage formed in the casing 41. The casing 41 is made of a resin (for example, polypropylene) having a certain degree of elasticity and excellent strength.

An inside / outside air switching device 43 is arranged on the most upstream side of the air flow of the casing 41. The inside / outside air switching device 43 switches and introduces the inside air (vehicle interior air) and the outside air (vehicle interior outside air) into the casing 41. The operation of the electric actuator for driving the inside / outside air switching device 43 is controlled by the control signal output from the control device 50.

An indoor blower 42 is arranged on the downstream side of the air flow of the inside / outside air switching device 43. The indoor blower 42 blows the air sucked through the inside / outside air switching device 43 toward the vehicle interior. The indoor blower 42 is an electric blower that drives a centrifugal multi-blade fan with an electric motor. The rotation speed (that is, the blowing capacity) of the indoor blower 42 is controlled by the control voltage output from the control device 50.

On the downstream side of the air flow of the indoor blower 42, the indoor evaporator 19 and the indoor condenser 12 are arranged in this order with respect to the air flow. That is, the indoor evaporator 19 is arranged on the upstream side of the air flow with respect to the indoor condenser 12. The indoor evaporator 19 is a front seat side evaporator that exchanges heat with air blown to the front seat side in the vehicle interior.

A bypass passage 45 is formed in the casing 41 to allow the air that has passed through the indoor evaporator 19 to bypass the indoor condenser 12 and flow to the downstream side.

The air mix door 44 is arranged on the downstream side of the air flow of the indoor evaporator 19 and on the upstream side of the air flow of the indoor condenser 12. The air mix door 44 adjusts the ratio of the air volume after passing through the indoor evaporator 19 to the air volume passing through the indoor condenser 12 and the air volume passing through the bypass passage 45. The operation of the electric actuator for driving the air mix door is controlled by a control signal output from the control device 50.

On the downstream side of the air flow of the indoor condenser 12, a mixing space 46 is provided for mixing the air heated by the indoor condenser 12 and the air not heated by the indoor condenser 12 through the bypass passage 45. Has been done. An opening hole (not shown) for blowing out the air mixed in the mixing space 46 into the vehicle interior is arranged at the most downstream portion of the air flow of the casing 41.

Therefore, by adjusting the air volume ratio between the air volume of the air mix door 44 passing through the indoor condenser 12 and the air volume passing through the bypass passage 45, the air is mixed in the mixing space 46 and blown out into the vehicle interior from each opening hole. The temperature of the air (hereinafter referred to as air conditioning air) can be adjusted.

As the opening holes, a face opening hole, a foot opening hole, and a defroster opening hole (none of which are shown) are provided. The face opening hole is an opening hole for blowing air-conditioning air toward the upper body of the occupant in the vehicle interior. The foot opening hole is an opening hole for blowing air-conditioning air toward the feet of the occupant. The defroster opening hole is an opening hole for blowing air conditioning air toward the inner surface of the front window glass of the vehicle.

A blowout mode switching door (not shown) is arranged on the upstream side of these opening holes. The blowout mode switching door switches the opening holes for blowing out the conditioned air by opening and closing each opening hole. The operation of the electric actuator for driving the blowout mode switching door is controlled by the control signal output from the control device 50.

Next, the outline of the electric control unit of the vehicle air conditioner will be described with reference to FIG. The control device 50 includes a well-known microcomputer including a CPU, ROM, RAM, and the like, and peripheral circuits thereof. The control device 50 performs various calculations and processes based on the air conditioning control program stored in the ROM, and various

control target devices

11, 14a to 14d, 16a to 16d, 37, 42, 43, connected to the output side. Controls the operation of 44 etc.

As shown in FIG. 3, various control sensors are connected to the input side of the control device 50. The control sensor includes an inside air temperature sensor 51a, an outside air temperature sensor 51b, and an insolation amount sensor 51c. The control sensor includes a high pressure pressure sensor 51d, an air conditioning air temperature sensor 51e, an evaporator temperature sensor 51f, an evaporator pressure sensor 51g, an outdoor unit temperature sensor 51h, an outdoor unit pressure sensor 51i, and a battery temperature sensor 51j.

The internal air temperature sensor 51a is an internal air temperature detection unit that detects the internal air temperature Tr, which is the temperature inside the vehicle. The outside air temperature sensor 51b is an outside air temperature detection unit that detects the outside air temperature Tam, which is the temperature outside the vehicle interior. The solar radiation amount sensor 51c is a solar radiation amount detection unit that detects the solar radiation amount As emitted into the vehicle interior.

The high-pressure pressure sensor 51d is a high-pressure pressure detection unit that detects the high-pressure pressure Pd, which is the pressure of the high-pressure refrigerant discharged from the compressor 11. The conditioned air temperature sensor 51e is an conditioned air temperature detecting unit that detects the blown air temperature TAV blown from the mixing space 46 into the vehicle interior.

The evaporator temperature sensor 51f is an evaporator temperature detection unit that detects the refrigerant evaporation temperature (in other words, the evaporator temperature) Te in the indoor evaporator 19. The evaporator temperature sensor 51f of the present embodiment specifically detects the temperature of the refrigerant on the outlet side of the indoor evaporator 19.

The evaporator pressure sensor 51g is an evaporator pressure detecting unit that detects the refrigerant evaporation pressure Pe in the indoor evaporator 19. The evaporator pressure sensor 51g of the present embodiment specifically detects the pressure of the refrigerant on the outlet side of the indoor evaporator 19.

The outdoor unit temperature sensor 51h is an outdoor unit temperature detection unit that detects the outdoor unit refrigerant temperature T1, which is the temperature of the refrigerant flowing through the outdoor heat exchanger 18. The outdoor unit temperature sensor 51h of the present embodiment specifically detects the temperature of the refrigerant on the outlet side of the outdoor heat exchanger 18.

The outdoor unit pressure sensor 51i is an outdoor unit temperature detection unit that detects the outdoor unit refrigerant pressure P1 which is the pressure of the refrigerant flowing through the outdoor heat exchanger 18. The outdoor unit pressure sensor 51i of the present embodiment specifically detects the pressure of the refrigerant on the outlet side of the outdoor heat exchanger 18.

The battery temperature sensor 51j is a battery temperature detection unit that detects the battery temperature TB, which is the temperature of the battery 30. The battery temperature sensor 51j has a plurality of temperature detection units, and detects temperatures at a plurality of locations of the battery 30. Therefore, the control device 50 can also detect the temperature difference of each part of the battery 30. As the battery temperature TB, the average value of the detected values of a plurality of temperature sensors is adopted.

An operation panel 52 arranged near the instrument panel at the front of the vehicle interior is connected to the input side of the control device 50, and operation signals from various operation switches provided on the operation panel 52 are input.

Specific examples of the various operation switches provided on the operation panel 52 include an auto switch, an air conditioner switch, an air volume setting switch, a temperature setting switch, and a rear seat cooling switch. The auto switch is an operation switch that sets or cancels the automatic control operation of the refrigeration cycle device 10. The air conditioner switch is an operation switch that requires the indoor evaporator 19 to cool the air. The air volume setting switch is an operation switch for manually setting the air volume of the indoor blower 42. The temperature setting switch is an operation switch for setting the target temperature Tset in the vehicle interior. The rear seat cooling switch is an operation switch that requires the rear seat side evaporator 24 to cool the air.

The control device 50 of the present embodiment is integrally composed of a control unit that controls various controlled devices connected to the output side of the control device 50. Therefore, a configuration (that is, hardware and software) that controls the operation of each controlled device constitutes a control unit that controls the operation of each controlled device.

For example, in the control device 50, the configuration for controlling the operation of the first on-off valve 14a, the second on-off valve 14b, the third on-off valve 14c, and the fourth on-off valve 14d, which are the refrigerant circuit switching units, is the refrigerant circuit control unit 50a. Consists of.

Next, the operation of the vehicle air conditioner of the present embodiment having the above configuration will be described. The refrigerating cycle device 10 is configured so that the refrigerant circuit can be switched in order to perform air conditioning in the vehicle interior and cooling of the battery 30.

Specifically, the refrigerating cycle device 10 can switch the refrigerant circuit in the heating mode, the refrigerant circuit in the cooling mode, and the refrigerant circuit in the dehumidifying / heating mode in order to perform air conditioning in the vehicle interior. The heating mode is an operation mode in which the heated air is blown into the vehicle interior. The cooling mode is an operation mode in which cooled air is blown into the vehicle interior. The dehumidifying / heating mode is an operation mode in which the cooled and dehumidified air is reheated and blown out into the vehicle interior.

The switching of these operation modes is performed by executing the air conditioning control program stored in the control device 50 in advance. The air conditioning control program is executed when the auto switch of the operation panel 52 is turned on (ON). In the air conditioning control program, the operation mode is switched based on the detection signals of various control sensors and the operation signals of the operation panel. The operation of each operation mode will be described below.

(A) Heating mode In the heating mode, the control device 50 opens the first on-off valve 14a, closes the second on-off valve 14b, opens the third on-off valve 14c, and closes the fourth on-off valve 14d. The control device 50 sets the heating expansion valve 16a in a throttled state for exerting a refrigerant depressurizing action, and sets the first electric expansion valve 16b in a fully closed state.

As a result, in the refrigerating cycle device 10 in the heating mode, the refrigerant discharged from the compressor 11 is the indoor condenser 12, the first fixed throttle 23a, the receiver 15, the heating expansion valve 16a, the outdoor heat exchanger 18, and the compressor. It is switched to the first circuit that circulates in the order of the 11 suction ports.

With this circuit configuration, the control device 50 controls the operation of various controlled devices. For example, for the compressor 11, the control device 50 controls the discharge capacity so that the high pressure Pd detected by the high pressure sensor 51d approaches the target high pressure PDO. The target high-pressure PDO is determined based on the target blowout temperature TAO with reference to the control map for the heating mode stored in advance in the control device 50. The target blowout temperature TAO is calculated using the detection signals of various control sensors and the operation signals of the operation panel. The control device 50 may adjust the rotation speed of the compressor 11 so that the deviation between the target blowout temperature TAO and the actual blowout temperature becomes small.

Regarding the heating expansion valve 16a, the control device 50 is throttled open so that the superheat degree SH1 of the outlet side refrigerant of the outdoor heat exchanger 18 approaches a predetermined target superheat degree KSH (5 ° C. in the present embodiment). Control the degree. The degree of superheat SH1 is calculated from the outdoor unit refrigerant temperature T1 detected by the outdoor unit temperature sensor 51h and the outdoor unit refrigerant pressure P1 detected by the outdoor unit pressure sensor 51i.

Regarding the air mix door 44, the control device 50 controls the opening degree so that the blown air temperature TAV detected by the air conditioning air temperature sensor 51e approaches the target blown temperature TAO. In the heating mode, the opening degree of the air mix door 44 may be controlled so that the total amount of air that has passed through the indoor evaporator 19 flows into the indoor condenser 12.

In the refrigeration cycle device 10, when the compressor 11 is operated, the high-pressure refrigerant discharged from the compressor 11 flows into the indoor condenser 12. The refrigerant that has flowed into the indoor condenser 12 dissipates heat to the air that has passed through the indoor evaporator 19 and condenses. This heats the air.

The refrigerant flowing out of the indoor condenser 12 flows into the first fixed throttle 23a via the first joint 13a and the inlet side passage 21a, and is reduced to an intermediate pressure. The refrigerant decompressed by the first fixed throttle 23a flows into the receiver 15. The refrigerant flowing into the receiver 15 is gas-liquid separated by the receiver 15. A part of the liquid phase refrigerant separated by the receiver 15 flows into the heating expansion valve 16a through the outlet side passage 21b and the second joint 13b. The residual liquid phase refrigerant separated by the receiver 15 is stored in the receiver 15 as a surplus refrigerant.

The refrigerant flowing into the heating expansion valve 16a is depressurized until it becomes a low-pressure refrigerant. At this time, the throttle opening degree of the heating expansion valve 16a is controlled so that the superheat degree SH1 approaches the target superheat degree KSH. In the heating mode, the degree of superheat of the outlet-side refrigerant of the outdoor heat exchanger 18 is substantially controlled to approach the target degree of superheat KSH.

The low-pressure refrigerant decompressed by the heating expansion valve 16a flows into the outdoor heat exchanger 18. The refrigerant flowing into the outdoor heat exchanger 18 exchanges heat with the outside air blown from the outside air fan, absorbs heat from the outside air, and evaporates. The refrigerant flowing out of the outdoor heat exchanger 18 is sucked into the compressor 11 through the third joint 13c, the suction side passage 21d, and the fourth joint 13d, and is compressed again.

Therefore, in the heating mode, the interior of the vehicle can be heated by blowing out the air heated by the interior condenser 12 into the interior of the vehicle.

(B) Cooling mode In the cooling mode, the control device 50 closes the first on-off valve 14a, opens the second on-off valve 14b, and closes the third on-off valve 14c. When the rear seat cooling switch is not turned on (ON), the control device 50 closes the fourth on-off valve 14d, and when the rear seat cooling switch is turned on (ON), the control device 50 closes the fourth on-off valve 14d. open. The control device 50 sets the heating expansion valve 16a in the fully open state and the first electric expansion valve 16b in the throttle state.

As a result, in the refrigerating cycle device 10 in the cooling mode, the refrigerant discharged from the compressor 11 is the indoor condenser 12, the heating expansion valve 16a, the outdoor heat exchanger 18, the second fixed throttle 23b, the receiver 15, the first. It is switched to the second circuit that circulates in the order of the electric expansion valve 16b, the indoor evaporator 19, and the suction port of the compressor 11. When the fourth on-off valve 14d is open, the refrigerant discharged from the compressor 11 is the indoor condenser 12, the heating expansion valve 16a, the outdoor heat exchanger 18, the first mechanical expansion valve 16d, and the rear seat side. A circuit that circulates in the order of the evaporator 24 and the suction port of the compressor 11 is also configured.

With this circuit configuration, the control device 50 controls the operation of various controlled devices. For example, for the compressor 11, the discharge capacity is controlled so that the evaporator temperature Te detected by the evaporator temperature sensor 51f approaches the target evaporator temperature TEO. The target evaporator temperature TEO is determined based on the target blowout temperature TAO with reference to the control map for the cooling mode stored in advance in the control device 50.

In this control map, it is determined that the target evaporator temperature TEO rises as the target blowout temperature TAO rises. The target evaporator temperature TEO is determined to be a value within a range (specifically, 1 ° C. or higher) in which frost formation of the indoor evaporator 19 can be suppressed.

Regarding the first electric expansion valve 16b, the control device 50 controls the throttle opening so that the superheat degree SH2 of the refrigerant on the outlet side of the indoor evaporator 19 approaches the target superheat degree KSH. The degree of superheat SH2 is calculated from the evaporator temperature Te and the refrigerant evaporation pressure Pe detected by the evaporator pressure sensor 51g. Regarding the air mix door 44, the opening degree of the air mix door 44 is controlled so that the total air volume of the air that has passed through the indoor evaporator 19 flows into the bypass passage 45.

In the refrigeration cycle device 10, when the compressor 11 is operated, the high-pressure refrigerant discharged from the compressor 11 flows into the indoor condenser 12. In the cooling mode, the total air volume of the air that has passed through the indoor evaporator 19 flows into the bypass passage 45. Therefore, the refrigerant that has flowed into the indoor condenser 12 flows out of the indoor condenser 12 without exchanging heat with air.

The refrigerant flowing out of the indoor condenser 12 flows into the heating expansion valve 16a via the first joint 13a and the outside air side passage 21c. In the cooling mode, the heating expansion valve 16a is fully open. Therefore, the refrigerant that has flowed into the heating expansion valve 16a flows out of the heating expansion valve 16a without being depressurized. That is, in the cooling mode, the indoor condenser 12 and the heating expansion valve 16a are merely refrigerant passages.

The refrigerant flowing out of the heating expansion valve 16a flows into the outdoor heat exchanger 18. The refrigerant flowing into the outdoor heat exchanger 18 exchanges heat with the outside air blown from the outside air fan, dissipates heat to the outside air, and condenses.

The refrigerant flowing out of the outdoor heat exchanger 18 flows into the second fixed throttle 23b via the third joint 13c and the ninth joint 13i and is depressurized to the intermediate pressure. The refrigerant decompressed by the second fixed throttle 23b flows into the receiver 15 through the fifth joint 13e and the inlet side passage 21a. The refrigerant flowing into the receiver 15 is gas-liquid separated by the receiver 15. A part of the liquid phase refrigerant separated by the receiver 15 flows into the first electric expansion valve 16b through the outlet side passage 21b and the sixth joint 13f. The residual liquid phase refrigerant separated by the receiver 15 is stored in the receiver 15 as a surplus refrigerant.

The refrigerant flowing into the first electric expansion valve 16b is depressurized until it becomes a low-pressure refrigerant. At this time, the throttle opening degree of the first electric expansion valve 16b is controlled so that the superheat degree SH2 approaches the target superheat degree KSH. In the cooling mode, the degree of superheat of the refrigerant on the outlet side of the indoor evaporator 19 is substantially controlled to approach the target degree of superheat KSH.

The low-pressure refrigerant decompressed by the first electric expansion valve 16b flows into the indoor evaporator 19. The refrigerant flowing into the indoor evaporator 19 exchanges heat with the air blown from the indoor blower 42, absorbs heat from the air, and evaporates. This cools the air. The refrigerant flowing out of the indoor evaporator 19 is sucked into the compressor 11 via the eighth joint 13h and the fourth joint 13d and is compressed again.

Therefore, in the cooling mode, the interior of the vehicle can be cooled by blowing out the air cooled by the indoor evaporator 19 into the interior of the vehicle.

When the fourth on-off valve 14d is open, the refrigerant flowing out of the outdoor heat exchanger 18 flows into the first mechanical expansion valve 16d via the third joint 13c, the ninth joint 13i, and the branch passage 21e.

The refrigerant flowing into the first mechanical expansion valve 16d is depressurized until it becomes a low-pressure refrigerant. At this time, the first mechanical expansion valve 16d changes the throttle opening degree by a mechanical mechanism so that the superheat degree of the refrigerant on the outlet side of the rear seat side evaporator 24 approaches a predetermined reference superheat degree.

The low-pressure refrigerant decompressed by the first mechanical expansion valve 16d flows into the rear seat side evaporator 24. The refrigerant flowing into the rear seat side evaporator 24 exchanges heat with the air blown from the rear seat blower 36, absorbs heat from the air, and evaporates. This cools the air. The refrigerant flowing out of the rear seat side evaporator 24 is sucked into the compressor 11 via the eighth joint 13h and the fourth joint 13d and is compressed again.

Therefore, when the fourth on-off valve 14d is opened, the air cooled by the rear seat side evaporator 24 can be blown out to the rear seat side of the vehicle interior to cool the rear seat side of the vehicle interior.

(C) Dehumidifying and heating mode In the dehumidifying and heating mode, the control device 50 opens the first on-off valve 14a, closes the second on-off valve 14b, opens the third on-off valve 14c, and closes the fourth on-off valve 14d. The control device 50 puts the heating expansion valve 16a in the throttled state and puts the first electric expansion valve 16b in the throttled state.

As a result, in the refrigerating cycle device 10 in the dehumidifying / heating mode, the refrigerant discharged from the compressor 11 flows in the order of the indoor condenser 12, the first fixed throttle 23a, and the receiver 15. Then, the receiver 15, the expansion valve for heating 16a, the outdoor heat exchanger 18, and the suction port of the compressor 11 circulate in this order, and the receiver 15, the first electric expansion valve 16b, the indoor evaporator 19, and the compressor 11 are sucked. A third circuit that circulates in the order of the mouth is configured.

That is, the refrigeration cycle device 10 in the dehumidification / heating mode is switched to a circuit in which the outdoor heat exchanger 18 and the indoor evaporator 19 are connected in parallel with respect to the flow of the refrigerant flowing out from the receiver 15.

With this circuit configuration, the control device 50 controls the operation of various controlled devices. For example, with respect to the compressor 11, the discharge capacity is controlled in the same manner as in the cooling mode.

Regarding the heating expansion valve 16a, the control device 50 controls the throttle opening so that the outdoor unit refrigerant temperature T1 detected by the outdoor unit temperature sensor 51h approaches the outdoor unit target temperature TO1. The outdoor unit target temperature TO1 is determined based on the target outlet temperature TAO and the outside air temperature Tam with reference to the control map for the dehumidifying / heating mode stored in the control device 50 in advance. In this control map, the outdoor unit target temperature TO1 is determined to be lower than the outside air temperature Tam.

For the first electric expansion valve 16b, the throttle opening is controlled in the same manner as in the cooling mode. For the air mix door 44, the control device 50 controls the opening degree so that the blown air temperature TAV detected by the air conditioning air temperature sensor 51e approaches the target blown temperature TAO.

In the refrigeration cycle device 10, when the compressor 11 is operated, the high-pressure refrigerant discharged from the compressor 11 flows into the indoor condenser 12. The refrigerant that has flowed into the indoor condenser 12 dissipates heat to the air that has passed through the indoor evaporator 19 and condenses. As a result, the cooled air is heated as it passes through the indoor evaporator 19.

The refrigerant flowing out of the indoor condenser 12 flows into the first fixed throttle 23a via the first joint 13a and the inlet side passage 21a, and is reduced to an intermediate pressure. The refrigerant decompressed by the first fixed throttle 23a flows into the receiver 15. The refrigerant flowing into the receiver 15 is gas-liquid separated by the receiver 15.

A part of the liquid phase refrigerant separated by the receiver 15 flows into the heating expansion valve 16a via the outlet side passage 21b and the second joint 13b. Another part of the liquid phase refrigerant separated by the receiver 15 flows into the first electric expansion valve 16b through the outlet side passage 21b and the sixth joint 13f. The residual liquid phase refrigerant separated by the receiver 15 is stored in the receiver 15 as a surplus refrigerant.

The refrigerant flowing from the receiver 15 to the heating expansion valve 16a is depressurized until it becomes a low-pressure refrigerant. At this time, the throttle opening degree of the heating expansion valve 16a is controlled so that the outdoor unit refrigerant temperature T1 is lower than the outside air temperature Tam.

The low-pressure refrigerant decompressed by the heating expansion valve 16a flows into the outdoor heat exchanger 18. The refrigerant flowing into the outdoor heat exchanger 18 exchanges heat with the outside air blown from the outside air fan, absorbs heat from the outside air, and evaporates. The refrigerant flowing out of the outdoor heat exchanger 18 flows into the fourth joint 13d via the third joint 13c and the suction side passage 21d.

The refrigerant flowing from the receiver 15 to the first electric expansion valve 16b is depressurized until it becomes a low-pressure refrigerant. At this time, the throttle opening degree of the first electric expansion valve 16b is controlled so that the superheat degree SH2 approaches the target superheat degree KSH.

The low-pressure refrigerant decompressed by the first electric expansion valve 16b flows into the indoor evaporator 19. The refrigerant flowing into the indoor evaporator 19 exchanges heat with the air blown from the indoor blower 42, absorbs heat from the air, and evaporates. This cools the air. The refrigerant flowing out of the indoor evaporator 19 flows into the fourth joint 13d via the eighth joint 13h.

At the fourth joint 13d, the flow of the refrigerant flowing out from the outdoor heat exchanger 18 and the flow of the refrigerant flowing out from the indoor evaporator 19 merge. The refrigerant flowing out from the fourth joint 13d is sucked into the compressor 11 and compressed again.

Therefore, in the dehumidifying / heating mode, the dehumidifying / heating of the vehicle interior can be performed by reheating the air cooled by the indoor evaporator 19 and dehumidified by the indoor condenser 12 and blowing it out into the vehicle interior.

As described above, in the vehicle air conditioner of the present embodiment, the refrigerating cycle device 10 can realize comfortable air conditioning in the vehicle interior by switching the refrigerant circuit according to each operation mode. In the vehicle air conditioner of the present embodiment, the battery 30 can be cooled by executing the cooling mode.

The cooling mode can be executed in parallel with each operation mode for air conditioning as long as the refrigerating cycle device 10 is operating. That is, the battery 30 can be cooled at the same time as air-conditioning the interior of the vehicle. The cooling mode is executed when the battery temperature TB detected by the battery temperature sensor 51j becomes equal to or higher than a predetermined reference battery temperature KTB. The operation of the cooling mode will be described below.

(D) Cooling mode In the cooling mode, the control device 50 controls the device to be controlled in the same manner as each operation mode for air conditioning, and in addition, sets the second electric expansion valve 16c in a throttled state.

As a result, in the refrigeration cycle device 10, the refrigerant flowing out from the receiver 15 flows in the order of the second electric expansion valve 16c, the battery chiller 20, and the suction port of the compressor 11 regardless of the operation mode for air conditioning. Circuit is configured for.

That is, when the cooling mode and the heating mode are executed in parallel, in the refrigerating cycle device 10, the outdoor heat exchanger 18 and the battery chiller 20 are parallel to the flow of the refrigerant flowing out from the receiver 15. It can be switched to the circuit connected to.

When the cooling mode and the cooling mode are executed in parallel, in the refrigerating cycle device 10, the indoor evaporator 19 and the battery chiller 20 are connected in parallel to the flow of the refrigerant flowing out from the receiver 15. Can be switched to the circuit.

When the cooling mode and the dehumidifying / heating mode are executed in parallel, the refrigerating cycle device 10 responds to the flow of the refrigerant flowing out from the receiver 15 by the outdoor heat exchanger 18, the indoor evaporator 19, and the battery chiller 20. Can be switched to a circuit in which and are connected in parallel.

With this circuit configuration, the control device 50 controls the operation of various controlled devices. For example, for the second electric expansion valve 16c, the control device 50 controls the throttle opening so that the battery temperature TB is maintained within an appropriate temperature range of the battery 30.

In the refrigeration cycle device 10, the refrigerant flowing out from the receiver 15 flows into the second electric expansion valve 16c via the sixth joint 13f and the seventh joint 13g. The refrigerant flowing from the receiver 15 to the second electric expansion valve 16c is depressurized until it becomes a low-pressure refrigerant.

The low-pressure refrigerant decompressed by the second electric expansion valve 16c flows into the battery chiller 20. The refrigerant flowing into the battery chiller 20 absorbs the heat of the battery cooling water (that is, the waste heat of the battery 30) and evaporates. This cools the battery 30. The refrigerant flowing out of the battery chiller 20 is sucked into the compressor 11 via the eighth joint 13h and the fourth joint 13d.

As described above, in the vehicle air conditioner of the present embodiment, the battery 30 can be cooled while air-conditioning the interior of the vehicle by executing the cooling mode.

In the refrigeration cycle device 10 of the present embodiment, as described in the heating mode, when switching to the first circuit, the refrigerant decompressed by the heating expansion valve 16a can be evaporated by the outdoor heat exchanger 18. it can. At this time, the high-pressure liquid-phase refrigerant condensed by the indoor condenser 12 can be stored in the receiver 15 as a surplus refrigerant. Therefore, the outlet-side refrigerant of the outdoor heat exchanger 18 can have a degree of superheat.

According to this, it is possible to increase the amount of heat absorbed by the refrigerant in the outdoor heat exchanger 18, which is a heat exchange unit that evaporates the refrigerant, as compared with a refrigeration cycle device having an accumulator as a liquid storage unit. As a result, the amount of heat released from the refrigerant in the indoor condenser 12 can be increased, and the heating capacity of air in the indoor condenser 12 can be improved.

Therefore, in the refrigeration cycle device 10 in the heating mode, the coefficient of performance of the cycle can be improved.

Here, the accumulator is arranged in the refrigerant flow path from the refrigerant outlet side of the heat exchange unit that evaporates the refrigerant to the suction side of the compressor, and the liquid storage unit on the low pressure side that stores excess refrigerant in the cycle as a liquid phase refrigerant. Is. The amount of heat absorbed by the refrigerant in the heat exchange section that evaporates the refrigerant is defined by the enthalpy difference obtained by subtracting the enthalpy of the inlet side refrigerant from the enthalpy of the outlet side refrigerant of the heat exchange section that evaporates the refrigerant.

In the refrigeration cycle apparatus 10 of the present embodiment, as described in the cooling mode, when the second circuit is switched, the refrigerant decompressed by the first electric expansion valve 16b is evaporated by the indoor evaporator 19. Can be done. At this time, the high-pressure liquid-phase refrigerant condensed by the outdoor heat exchanger 18 can be stored in the receiver 15 as a surplus refrigerant. Therefore, the outlet-side refrigerant of the indoor evaporator 19 can have a degree of superheat.

According to this, the amount of heat absorbed by the refrigerant in the indoor evaporator 19 can be increased as compared with the refrigeration cycle device provided with an accumulator as the liquid storage unit. As a result, the cooling capacity of the air in the indoor evaporator 19 can be improved.

Therefore, in the refrigeration cycle device 10 in the cooling mode, the coefficient of performance of the cycle can be improved.

In the refrigeration cycle device 10 of the present embodiment, as described in the dehumidification / heating mode, when the circuit is switched to the third circuit, the refrigerant decompressed by the first electric expansion valve 16b is evaporated by the indoor evaporator 19. Can be made to. The refrigerant decompressed by the first electric expansion valve 16b can be evaporated by the indoor evaporator 19. At this time, the high-pressure liquid-phase refrigerant condensed by the indoor condenser 12 can be stored in the receiver 15 as a surplus refrigerant. Therefore, both the outlet-side refrigerant of the outdoor heat exchanger 18 and the outlet-side refrigerant of the indoor evaporator 19 can have a degree of superheat.

Further, the heat absorption amount of the refrigerant in the indoor evaporator 19 can be increased as compared with the refrigeration cycle device provided with an accumulator as the liquid storage unit. As a result, the cooling capacity of the air in the indoor evaporator 19 can be improved.

Therefore, in the refrigeration cycle device 10 in the dehumidification / heating mode, the coefficient of performance of the cycle can be improved. That is, according to the refrigeration cycle device 10 of the present embodiment, the coefficient of performance can be improved even if the refrigerant circuit is configured to be switchable.

In the present embodiment, the first switching portion 22a is composed of the first on-off valve 14a, the second on-off valve 14b, and the first joint 13a. Then, the first switching unit 22a of the present embodiment specifically guides the refrigerant flowing out of the indoor condenser 12 to one of the receiver 15 side and the second joint 13b side.

Specifically, the second joint 13b constituting the joint portion of the present embodiment guides one of the refrigerant flowing out from the first joint 13a and the refrigerant flowing out from the receiver 15 to the heating expansion valve 16a side.

The second switching portion 22b is composed of the third on-off valve 14c, the third joint 13c, and the second check valve 17b. Then, the second switching unit 22b of the present embodiment specifically guides the refrigerant flowing out of the outdoor heat exchanger 18 to one of the suction port side and the receiver 15 side of the compressor 11.

According to this, it is possible to easily realize a refrigeration cycle device in which the flow direction of the refrigerant in the receiver 15 does not change even if the refrigerant circuit is switched. Therefore, even if the refrigerant circuit is switched, the gas-liquid separation performance of the receiver 15 is unlikely to change. Even if the refrigerant circuit is switched, it is possible to easily realize a refrigeration cycle device that stores excess refrigerant in the cycle in the common receiver 15. Therefore, it is possible to suppress the increase in size of the refrigeration cycle device 10 as a whole.

Since the refrigeration cycle device 10 of the present embodiment includes the first fixed drawing 23a and the second fixed drawing 23b, the coefficient of performance can be further improved.

This will be explained with reference to FIG. FIG. 4 is a Moriel diagram showing the state of the refrigerant in the refrigeration cycle device 10 in the heating mode. In the heating mode, the indoor condenser 12 serves as a heat exchange unit for condensing the refrigerant, and the outdoor heat exchanger 18 serves as a heat exchange unit for evaporating the refrigerant.

In FIG. 4, the change in the state of the refrigerant in the refrigerating cycle device 10 of the present embodiment including the first fixed throttle 23a is shown by a thick solid line. The change in the state of the refrigerant in the refrigeration cycle apparatus of the comparative example not provided with the first fixed throttle 23a is shown by a thin broken line.

In FIG. 8, the state of the refrigerant in the receiver 15 in the refrigeration cycle device 10 of the present embodiment is indicated by a point Lq. In FIG. 4, the state of the refrigerant in the receiver 15 in the refrigeration cycle apparatus of the comparative example is shown by a point Lqex.

Since the refrigeration cycle device 10 of the present embodiment includes the first fixed throttle 23a, the pressure of the refrigerant in the receiver 15 is the pressure of the high-pressure refrigerant in the heat exchange unit (indoor condenser 12 in the heating mode) that condenses the refrigerant. It will be lower than the pressure. Therefore, as shown in FIG. 4, the pressure of the refrigerant at the point Lq of the refrigeration cycle device 10 of the present embodiment is lower than the pressure of the refrigerant at the point Lqex of the refrigeration cycle device of the comparative example.

Along the slope of the saturated liquid line in the Moriel diagram, the enthalpy of the refrigerant at the point Lq of the refrigeration cycle apparatus 10 of the present embodiment is lower than the enthalpy of the refrigerant at the point Lqex of the refrigeration cycle apparatus of the comparative example. Therefore, in the refrigeration cycle apparatus 10 of the present embodiment, the refrigerant on the outlet side of the heat exchange unit (indoor condenser 12 in the heating mode) that condenses the refrigerant becomes the supercooled liquid phase refrigerant SC1.

Therefore, in the refrigeration cycle device 10 of the present embodiment, the enthalpy of the refrigerant flowing into the heat exchange unit (outdoor heat exchanger 18 in the heating mode) that evaporates the refrigerant can be lowered as compared with the refrigeration cycle device 10 of the comparative example. it can. As a result, the coefficient of performance can be improved by increasing the amount of heat absorbed by the refrigerant in the heat exchange unit (outdoor heat exchanger 18 in the heating mode) that evaporates the refrigerant.

This effect can also be obtained in other operation modes. For example, in the cooling mode, the outdoor heat exchanger 18 serves as a heat exchange unit for condensing the refrigerant. The indoor evaporator 19 serves as a heat exchange unit for evaporating the refrigerant.

Since the refrigeration cycle device 10 of the present embodiment includes the second fixed throttle 23b, the pressure of the refrigerant in the receiver 15 is lower than the pressure of the high-pressure refrigerant in the outdoor heat exchanger 18 in the cooling mode. Therefore, in the cooling mode, the refrigerant on the outlet side of the outdoor heat exchanger 18 becomes the supercooled liquid phase refrigerant.

Therefore, in the cooling mode, the enthalpy of the refrigerant flowing into the indoor evaporator 19 can be lowered as compared with the refrigeration cycle device 10 of the comparative example. As a result, the amount of heat absorbed by the refrigerant in the indoor evaporator 19 can be increased, and the coefficient of performance can be improved.

As described above, since the refrigerating cycle device 10 of the present embodiment includes the second fixed throttle 23b, the refrigerant on the outlet side of the outdoor heat exchanger 18 becomes the supercooled liquid phase refrigerant in the cooling mode. The refrigerant on the outlet side of the outdoor heat exchanger 18 is branched to the rear seat side evaporator 24 side at the ninth joint 13i. Therefore, in the cooling mode, when the fourth on-off valve 14d is opened to cool the air in the rear seat side evaporator 24, the refrigerant flowing into the first mechanical expansion valve 16d becomes a liquid phase refrigerant. Therefore, it is possible to prevent the gas-liquid two-phase refrigerant from flowing into the first mechanical expansion valve 16d.

A mechanical expansion valve such as the first mechanical expansion valve 16d includes a structure that drives the valve body by sensing the temperature of the refrigerant at the outlet of the evaporator and changing the gas pressure sealed in the diaphragm. ing. Therefore, it is structurally difficult for the mechanical expansion valve to increase the maximum opening diameter as compared with the electric expansion valve, and the depth of the opening is deepened in order to secure the required decompression amount while keeping the opening diameter large. It is difficult to take a long time. Therefore, the characteristic that the depressurization of the refrigerant suddenly occurs is strong, and when the gas-liquid two-phase refrigerant flows into the mechanical expansion valve, vibration and noise are likely to occur. The first mechanical expansion valve 16d is arranged together with the rear seat side evaporator 24 in the center of the vehicle interior or on the rear side of the rear seat. Therefore, the sound generated from the first mechanical expansion valve 16d tends to reverberate in the vehicle interior.

In that respect, in the present embodiment, since it is possible to suppress the inflow of the gas-liquid two-phase refrigerant into the first mechanical expansion valve 16d, it is possible to suppress the generation of vibration and sound in the first mechanical expansion valve 16d.

In the present embodiment, in the control device 50, when the fourth on-off valve 14d is opened to cool the air in the rear seat side evaporator 24, the rotation speed of the compressor 11 becomes equal to or less than the predetermined rotation speed. In this case, it is determined that the degree of supercooling of the refrigerant flowing into the first mechanical expansion valve 16d is equal to or less than a predetermined value, and the fourth on-off valve 14d is closed.

As a result, when the degree of supercooling of the refrigerant flowing into the first mechanical expansion valve 16d becomes equal to or less than a predetermined value and the refrigerant flowing into the first mechanical expansion valve 16d may become a gas-liquid two-phase refrigerant, the first Since the inflow of the refrigerant into the 1 mechanical expansion valve 16d is blocked, it is possible to suppress the inflow of the gas-liquid two-phase refrigerant into the first mechanical expansion valve 16d. Even if the inflow of the refrigerant into the first mechanical expansion valve 16d is cut off, the refrigerant remaining between the fourth on-off valve 14d and the merging portion 13h is sucked out from the merging portion 13h, so that the air conditioner is cooled for a while. Performance can be maintained.

In the present embodiment, the liquid phase refrigerant flows or accumulates in the branch passage 21e in any of the cooling mode, the heating mode, and the dehumidifying heating mode. Therefore, since the difference in the required refrigerant amount for each operation mode can be suppressed to a small size, the operation in each operation mode can be stabilized, and the volume of the receiver 15 for absorbing the difference in the required refrigerant amount for each operation mode can be increased. It can be kept small.

In the present embodiment, the flow of the refrigerant flowing out of the outdoor heat exchanger 18 is branched to the first fixed throttle 23a side and the first mechanical expansion valve 16d side by the ninth joint 13i, and the first mechanical expansion valve 16d The refrigerant decompressed in the above is evaporated by the rear seat side evaporator 24.

According to this, as described with reference to FIG. 4, the refrigerant in the ninth joint 13i can be used as the supercooled liquid phase refrigerant by the depressurizing action of the first fixed throttle 23a and the first mechanical expansion valve 16d. Therefore, since the refrigerant flowing into the first mechanical expansion valve 16d can be used as the supercooling liquid phase refrigerant, it is possible to suppress the inflow of the gas-liquid two-phase refrigerant into the first mechanical expansion valve 16d.

In the present embodiment, the flow of the refrigerant branched by the ninth joint 13i and flowing through the first mechanical expansion valve 16d and the rear seat side evaporator 24 can be blocked by the fourth on-off valve 14d. This makes it possible to switch between a state in which the rear seat side evaporator 24 is used and a state in which the rear seat side evaporator 24 is not used.

The fourth on-off valve 14d may be integrated with the first mechanical expansion valve 16d. As a result, the configuration can be simplified.

The control device 50 controls the fourth on-off valve 14d so as to shut off the flow of the refrigerant when the degree of supercooling of the refrigerant flowing into the first mechanical expansion valve 16d becomes a predetermined value or less.

As a result, when it becomes difficult to use the refrigerant in the ninth joint 13i as the supercooled liquid phase refrigerant even by utilizing the depressurizing action of the first fixed throttle 23a and the first mechanical expansion valve 16d, the first machine It is possible to suppress the inflow of the gas-liquid two-phase refrigerant into the expansion valve 16d.

When the refrigerant discharge capacity of the compressor 11 is equal to or less than a predetermined capacity (in other words, when the rotation speed of the compressor 11 is equal to or less than a predetermined rotation speed), the control device 50 sets the degree of supercooling to a predetermined value or less. Judge that it has become. Thereby, it can be easily determined whether or not the degree of supercooling of the refrigerant flowing into the first mechanical expansion valve 16d is equal to or less than a predetermined value.

The first mechanical expansion valve 16d is an expansion valve having a temperature-sensitive portion that deforms according to the temperature and pressure of the refrigerant and a mechanical mechanism that displaces according to the deformation of the temperature-sensitive portion to change the throttle opening. is there.

As described above, in the present embodiment, since the liquid phase refrigerant flows into the first mechanical expansion valve 16d, it is possible to suppress the generation of vibration and sound when the refrigerant expands in the first mechanical expansion valve 16d. That is, even if an electric expansion valve is not used as a pressure reducing unit for reducing the pressure of the refrigerant flowing into the rear seat side evaporator 24, it is possible to suppress the generation of vibration and sound when the refrigerant expands. Therefore, as compared with the case where an electric expansion valve is used as a pressure reducing unit for reducing the pressure of the refrigerant flowing into the rear seat side evaporator 24, a sensor for detecting the degree of overheating, electric harnesses for supplying electric power to the electric expansion valve, and the like. In addition, the input / output port for the sensor in the control device 50, software, and the like are not required. As a result, the configuration of the entire refrigeration cycle apparatus 10 can be simplified.

In the present embodiment, the first electric expansion valve 16b and the second electric expansion valve 16c are expansion valves whose throttle opening degree can be changed regardless of the temperature and pressure of the refrigerant.

According to this, since the first electric expansion valve 16b and the second electric expansion valve 16c can have a larger throttle diameter than the mechanical expansion valve, the first electric expansion valve 16b and Even if the gas-liquid two-phase refrigerant flows into the second electric expansion valve 16c, it is possible to suppress the generation of vibration and sound in the first electric expansion valve 16b and the second electric expansion valve 16c.

In the present embodiment, in the refrigeration cycle device that evaporates the refrigerant decompressed by the first mechanical expansion valve 16d by the rear seat side evaporator 24, it is possible to suppress the generation of vibration and sound in the first mechanical expansion valve 16d. ..

(Second Embodiment)
In this embodiment, as shown in FIG. 5, the arrangement of the battery chiller 20 and the rear seat side evaporator 24 is reversed. That is, in the branch passage 21e, the battery chiller 20 is arranged on the outlet side of the first mechanical expansion valve 16d, and the rear seat side evaporator 24 is arranged on the outlet side of the second electric expansion valve 16c.

In the operation mode in which the battery cooling water is cooled by the battery chiller 20 (specifically, the cooling mode), the control device 50 opens the fourth on-off valve 14d, and in the operation mode in which the battery cooling water is not cooled by the battery chiller 20. , The control device 50 closes the fourth on-off valve 14d.

When the rear seat cooling switch is not turned on (ON) in the cooling mode, the control device 50 closes the second electric expansion valve 16c, and when the rear seat cooling switch is turned on (ON), the control device 50 is the first. 2 The electric expansion valve 16c is in the throttled state. Thereby, the same operation as that of the first embodiment can be realized.

Then, as in the first embodiment, the liquid phase refrigerant can flow into the first mechanical expansion valve 16d as much as possible. That is, it is possible to suppress the inflow of the gas-liquid two-phase refrigerant into the first mechanical expansion valve 16d as much as possible.

The cooling mode can be executed in parallel with the cooling mode and the dehumidifying / heating mode among the operation modes for air conditioning. If it is necessary to execute the cooling mode in the heating mode, the operation mode for air conditioning may be forcibly switched to the dehumidifying heating mode.

In the present embodiment, in the refrigeration cycle device that evaporates the refrigerant decompressed by the first mechanical expansion valve 16d with the battery chiller 20, it is possible to suppress the generation of vibration and sound at the first mechanical expansion valve 16d.

(Third Embodiment)
In the first embodiment, the refrigerant flowing out of the receiver 15 flows into the battery chiller 20, but in the present embodiment, as shown in FIG. 6, the refrigerant flowing by bypassing the receiver 15 is the battery chiller. Inflow to 20.

The inlet side of the 10th joint 13j is connected to the other outlet of the 9th joint 13i. The basic configuration of the tenth joint 13j is the same as that of the first joint 13a.

The refrigerant inlet side of the rear seat side evaporator 24 is connected to one outlet of the 10th joint 13j via a fourth on-off valve 14d and a first mechanical expansion valve 16d. The other inflow port of the eighth joint 13h is connected to the refrigerant outlet of the rear seat side evaporator 24.

The refrigerant inlet side of the battery chiller 20 is connected to the other outlet of the 10th joint 13j via a fifth on-off valve 14e and a second mechanical expansion valve 16e. A third inflow port of the fourth joint 13d is connected to the refrigerant outlet of the battery chiller 20.

The basic configuration of the fifth on-off valve 14e is the same as that of the first on-off valve 14a. The fifth on-off valve 14e is a solenoid valve that opens and closes a branch passage 21f from the other outlet of the tenth joint 13j to the third inflow port of the fourth joint 13d. The basic configuration of the second mechanical expansion valve 16e is the same as that of the first mechanical expansion valve 16d. The temperature-sensitive portion of the second mechanical expansion valve 16e has a deforming member (specifically, a diaphragm) that deforms according to the temperature and pressure of the outlet-side refrigerant of the battery chiller 20. The second mechanical expansion valve 16e is a third pressure reducing unit.

In the operation mode in which the battery cooling water is cooled by the battery chiller 20 (specifically, the cooling mode), the control device 50 opens the fifth on-off valve 14e, and in the operation mode in which the battery cooling water is not cooled by the battery chiller 20. , The control device 50 closes the fifth on-off valve 14e. Thereby, the same operation as that of the first embodiment can be realized.

Then, the liquid phase refrigerant can flow into the second mechanical expansion valve 16e as much as possible. That is, since it is possible to suppress the inflow of the gas-liquid two-phase refrigerant into the second mechanical expansion valve 16e as much as possible, it is possible to suppress the generation of vibration and sound in the second mechanical expansion valve 16e.

(Fourth Embodiment)
In the second embodiment, the refrigeration cycle device 10 includes a battery chiller 20, but in the present embodiment, as shown in FIG. 7, the refrigeration cycle device 10 is for waste heat recovery in addition to the battery chiller 20. It is equipped with a chiller 25.

The inflow port side of the 11th joint 13k is connected to one of the outflow ports of the first joint 13a via the first on-off valve 14a. The basic configuration of the eleventh joint 13k is the same as that of the first joint 13a.

The first fixed throttle 23a is connected to one of the outlets of the 11th joint 13k. The refrigerant inlet side of the waste heat recovery chiller 25 is connected to the other outlet of the 11th joint 13k via the sixth on-off valve 14f and the third mechanical expansion valve 16f. One inflow port of the 12th joint 13l is connected to the refrigerant outlet of the waste heat recovery chiller 25. The other inflow port of the 12th joint 13l is connected to the refrigerant outlet side of the battery chiller 20. The outlet of the 12th joint 13l is connected to the other inlet of the 8th joint 13h.

The basic configuration of the sixth on-off valve 14f is the same as that of the first on-off valve 14a. The sixth on-off valve 14f is a solenoid valve that opens and closes a branch passage 21g from the other outlet of the 11th joint 13k to the one inlet of the 12th joint 13l. The basic configuration of the third mechanical expansion valve 16f is the same as that of the first mechanical expansion valve 16d. The temperature-sensitive portion of the third mechanical expansion valve 16f has a deforming member (specifically, a diaphragm) that deforms according to the temperature and pressure of the outlet-side refrigerant of the waste heat recovery chiller 25. The third mechanical expansion valve 16f is a third pressure reducing unit.

The waste heat recovery chiller 25 contains a low-pressure refrigerant decompressed by the third mechanical expansion valve 16f and cooling water of the waste heat recovery cooling water circuit 37 (hereinafter referred to as waste heat recovery cooling water). It is an evaporative part that exchanges heat to evaporate the low-pressure refrigerant. The waste heat recovery cooling water is cooled by the endothermic action of the refrigerant in the waste heat recovery chiller 25. The waste heat recovery chiller 25 is a cooling evaporator that cools the equipment mounted on the vehicle, and at the same time, is also an endothermic evaporator for heat pump type heating that uses the heat recovered by cooling the equipment as a heat absorption source. ..

The waste heat recovery cooling water circuit 37 is a heat medium circuit that circulates the waste heat recovery cooling water. The waste heat recovery cooling water is a heat medium that absorbs and recovers the waste heat of the in-vehicle device 38 such as an inverter. The in-vehicle device 38 is a device that generates heat as it operates.

A waste heat recovery cooling water pump 39 and a waste heat recovery cooling water passage 38a are arranged in the waste heat recovery cooling water circuit 37. The waste heat recovery cooling water pump 39 is an electric pump that sucks and discharges the waste heat recovery cooling water by the electric power supplied from the battery 30.

In the heating mode, the control device 50 opens the sixth on-off valve 14f. As a result, in the refrigerating cycle device 10 in the heating mode, the refrigerant discharged from the compressor 11 is the indoor condenser 12, the first fixed throttle 23a, the receiver 15, the heating expansion valve 16a, the outdoor heat exchanger 18, and the compressor. The refrigerant is switched to the first circuit that circulates in the order of the suction port of 11, and the refrigerant discharged from the compressor 11 is the indoor condenser 12, the third mechanical expansion valve 16f, the waste heat recovery chiller 25, and the compressor 11. A circuit that circulates in the order of the suction port is configured.

As a result, the waste heat of the in-vehicle device 38 can be absorbed by the waste heat recovery chiller 25 and used as a heat source for heating.

Even in the dehumidifying / heating mode, the control device 50 opens the sixth on-off valve 14f. As a result, as in the heating mode, the refrigerant discharged from the compressor 11 circulates in the order of the indoor condenser 12, the third mechanical expansion valve 16f, the waste heat recovery chiller 25, and the suction port of the compressor 11. Is composed of
As a result, the waste heat of the in-vehicle device 38 can be absorbed by the waste heat recovery chiller 25 and used as a heat source for heating.

In the present embodiment, the flow of the refrigerant flowing out of the indoor condenser 12 is branched to the first fixed throttle 23a side and the third mechanical expansion valve 16f side by the eleventh joint 13k, and becomes the third mechanical expansion valve 16f. The reduced pressure refrigerant is evaporated in the waste heat recovery chiller 25.

According to this, for the same reason as described with reference to FIG. 4 in the first embodiment, the refrigerant in the eleventh joint 13k is supercooled by the depressurizing action of the first fixed throttle 23a and the third mechanical expansion valve 16f. It can be a liquid phase refrigerant. Therefore, since the refrigerant flowing into the third mechanical expansion valve 16f can be used as the supercooling liquid phase refrigerant, it is possible to suppress the inflow of the gas-liquid two-phase refrigerant into the third mechanical expansion valve 16f. As a result, it is possible to suppress the generation of vibration and sound in the third mechanical expansion valve 16f.

(Fifth Embodiment)
In the fourth embodiment, the eleventh joint 13k is arranged on one outlet side of the first joint 13a and on the inlet side of the first fixed throttle 23a, but in the present embodiment, as shown in FIG. The eleventh joint 13k is arranged on the refrigerant outlet side of the indoor condenser 12 and on the inflow port side of the first joint 13a. As a result, the same operation as that of the fourth embodiment can be realized.

Then, as in the fourth embodiment, the liquid phase refrigerant can flow into the third mechanical expansion valve 16f as much as possible.

That is, in the present embodiment, the flow of the refrigerant flowing out of the indoor condenser 12 is branched to the first fixed throttle 23a side and the third mechanical expansion valve 16f side by the eleventh joint 13k, and the third mechanical expansion valve The refrigerant decompressed at 16f is evaporated by the waste heat recovery chiller 25.

According to this, as in the fourth embodiment, the refrigerant in the eleventh joint 13k can be used as the supercooled liquid phase refrigerant by the depressurizing action of the first fixed throttle 23a and the third mechanical expansion valve 16f. Therefore, since the refrigerant flowing into the third mechanical expansion valve 16f can be used as the supercooling liquid phase refrigerant, it is possible to suppress the inflow of the gas-liquid two-phase refrigerant into the third mechanical expansion valve 16f. As a result, it is possible to suppress the generation of vibration and sound in the third mechanical expansion valve 16f.

The present disclosure is not limited to the above-described embodiment, and can be variously modified as follows without departing from the spirit of the present disclosure.

In the above-described embodiment, an example in which the refrigeration cycle device 10 is applied to an air conditioner having an in-vehicle device cooling function has been described, but the application of the refrigeration cycle device 10 is not limited to this. The application is not limited to vehicles, and may be applied to stationary air conditioners and the like. For example, it may be applied to an air conditioner having a server temperature control function that cools a computer that functions as a server and air-conditions a room in which the server is housed.

In the above-described embodiment, an example in which the battery 30 is adopted as the in-vehicle device has been described, but the present invention is not limited to this. For example, an in-vehicle device that generates heat during operation, such as a motor generator, a power control unit (so-called PCU), and a control device for an advanced driver assistance system (so-called ADAS), may be adopted.

The refrigeration cycle device 10 may be applied to an air conditioner that does not have a cooling function, such as an in-vehicle device. In this case, the 7th joint 13g, the 2nd electric expansion valve 16c, and the 8th joint 13h may be abolished.

Each component device of the refrigeration cycle device 10 is not limited to the one disclosed in the above-described embodiment.

For example, in the above-described embodiment, an example in which the indoor condenser 12 is used as a heating unit for heating air using a high-pressure refrigerant as a heat source has been described, but the present invention is not limited to this. For example, a high-temperature side water pump, a heat medium refrigerant heat exchanger, a heater core, or the like may be arranged in the high-temperature side heat medium circuit that circulates the high-temperature side heat medium to form a heating portion.

The heat medium refrigerant heat exchanger is a heat radiating unit that dissipates heat by exchanging heat between the high-pressure refrigerant discharged from the compressor 11 and the high-temperature side heat medium. The high-temperature side water pump is an electric pump that pumps the high-temperature side heat medium circulating in the high-temperature side heat medium circuit to the heat medium refrigerant heat exchanger. The rotation speed (that is, the water pressure feeding capacity) of the high temperature side water pump is controlled by a control signal output from the control device 50. The heater core is a heat exchange unit that heats the air by exchanging heat between the heat medium heated by the heat medium refrigerant heat exchanger and the air.

In the above-described embodiment, the example in which the battery 30 is cooled by the battery cooling water cooled by the battery chiller 20 has been described, but the battery 30 may be cooled by the air cooled by the low-pressure refrigerant of the refrigeration cycle device 10. .. A direct cooling type battery cooling unit that exchanges heat between the low-pressure refrigerant of the refrigeration cycle device 10 and the battery 30 may be adopted.

As the cooling water of the battery cooling water circuit 31 and the cooling water of the waste heat recovery cooling water circuit 37, a solution containing ethylene glycol, dimethylpolysiloxane, nanofluid, etc., an antifreeze solution, an aqueous liquid medium containing alcohol, etc. is adopted. can do. Instead of the cooling water of the battery cooling water circuit 31 and the cooling water of the waste heat recovery cooling water circuit 37, a liquid medium containing oil or the like may be used.

A variable diaphragm may be provided instead of the first fixed diaphragm 23a and the second fixed diaphragm 23b. For example, by using an electric expansion valve whose opening degree can be electrically adjusted as a variable throttle, the refrigeration cycle device 10 is used so that the degree of supercooling of the refrigerant in the indoor condenser 12 and the outdoor heat exchanger 18 is optimized. Since the opening degree can be adjusted according to the operating condition of the compressor 11, the compressor 11 can be operated with more power saving.

An evaporation pressure adjusting valve may be added between the refrigerant outlet of the indoor evaporator 19 and one inflow port of the eighth joint 13h to the refrigeration cycle apparatus 10 described in the above-described embodiment. The evaporation pressure regulating valve is a pressure regulating valve that maintains the refrigerant pressure on the upstream side thereof at a predetermined reference pressure or higher. That is, an evaporation pressure adjusting valve for maintaining the refrigerant evaporation pressure in the indoor evaporator 19 at a reference pressure or higher may be added to the refrigeration cycle apparatus 10.

As such an evaporation pressure adjusting valve, a mechanical variable throttle mechanism that increases the valve opening degree as the pressure of the refrigerant on the outlet side of the indoor evaporator 19 increases can be adopted. According to this, the refrigerant evaporation temperature in the indoor evaporator 19 can be maintained at a temperature higher than 0 ° C., and frost formation in the indoor evaporator 19 can be suppressed.

In the above-described embodiment, an example in which R1234yf is adopted as the refrigerant has been described, but the refrigerant is not limited to this. For example, R134a, R600a, R410A, R404A, R32, R407C, R290 and the like may be adopted. Alternatively, a mixed refrigerant or the like in which a plurality of these refrigerants are mixed may be adopted.

In the first embodiment described above, the first mechanical expansion valve 16d may be operated in the same manner as the fourth on-off valve 14d. Specifically, instead of fully closing the fourth on-off valve 14d, the rear seat blower 36 may be stopped to substantially shut off the flow of the refrigerant in the rear seat side evaporator 24. That is, by stopping the rear seat blower 36, the temperature and pressure of the outlet side refrigerant of the rear seat side evaporator 24 may be increased, and the throttle opening degree of the first mechanical expansion valve 16d may be significantly reduced.

In the above embodiment, the air blown into the vehicle interior is directly heated by the indoor condenser 12 with the high-pressure refrigerant discharged from the compressor 11, but the air blown into the vehicle interior is heated from the compressor 11 via the high-temperature cooling water. It may be heated with the discharged high-pressure refrigerant.

That is, instead of the indoor condenser 12, a cooling water heater that heats the high-temperature cooling water while radiating and condensing the high-pressure refrigerant by exchanging heat between the high-pressure refrigerant discharged from the compressor 11 and the high-temperature cooling water, and cooling. A heater core that exchanges heat with the high-temperature cooling water heated by the water heater and the air blown into the vehicle interior may be provided.

Although this disclosure has been described in accordance with the examples, it is understood that the disclosure is not limited to the examples and structures. The present disclosure also includes various modifications and modifications within an equal range. In addition, various combinations and forms, as well as other combinations and forms that include only one element, more, or less, are also within the scope of the present disclosure.

Claims

A compressor (11) that compresses the refrigerant,
Condensing parts (12, 18) that condense the refrigerant discharged from the compressor,
Branching portions (13i, 13j, 13k) that branch the flow of the refrigerant flowing out of the condensing portion, and
The first decompression section (23a, 23b) that decompresses one of the refrigerants branched at the branch section, and
A receiver (15) that separates the gas and liquid of the refrigerant decompressed by the first decompression unit, and
The second decompression section (16b, 16c) for depressurizing the liquid phase refrigerant flowing out of the receiver, and
The first evaporation section (19, 20, 24) that evaporates the refrigerant decompressed by the second decompression section, and
A third decompression unit (16d, 16e, 16f) that depressurizes the other refrigerant branched at the branch portion, and
A refrigeration cycle apparatus including a second evaporation unit (24, 20, 25) for evaporating the refrigerant decompressed by the third decompression unit.
The refrigeration cycle apparatus according to claim 1, further comprising a blocking section (14d, 14e, 14f) capable of blocking the flow of the refrigerant that is branched at the branching section and flows through the third decompression section and the second evaporation section. ..
The refrigeration cycle apparatus according to claim 2, wherein the blocking unit is integrated with the third decompression unit.
The second or third aspect of the present invention, which comprises a control unit (50) that controls the blocking unit so as to block the flow of the refrigerant when the degree of supercooling of the refrigerant flowing into the third decompression unit becomes a predetermined value or less. Refrigerant cycle equipment.
The refrigeration cycle device according to claim 4, wherein the control unit determines that the degree of supercooling is equal to or less than a predetermined value when the refrigerant discharge capacity of the compressor is equal to or less than a predetermined capacity.
The third pressure reducing portion is an expansion valve having a temperature sensitive portion that deforms according to the temperature and pressure of the refrigerant and a mechanical mechanism that displaces according to the deformation of the temperature sensitive portion to change the throttle opening degree. The refrigeration cycle apparatus according to any one of claims 1 to 5.
The refrigeration cycle device according to any one of claims 1 to 5, wherein the second decompression unit is an expansion valve capable of changing the throttle opening degree regardless of the temperature and pressure of the refrigerant.
A refrigeration cycle device applied to vehicle air conditioners.
The first evaporation unit is a front seat side evaporator (19) that exchanges heat between the refrigerant decompressed by the second decompression unit and the air blown to the front seat side in the vehicle interior.
The second evaporation unit is a rear seat side evaporator (24) that exchanges heat between the refrigerant decompressed by the third decompression unit and the air blown to the rear seat side in the vehicle interior, according to claims 1 to 7. The refrigeration cycle apparatus according to any one.
Refrigeration cycle equipment applied to vehicles
The first evaporation unit is a front seat side evaporator (19) that exchanges heat between the refrigerant decompressed by the second decompression unit and the air blown to the front seat side in the vehicle interior.
The refrigeration cycle apparatus according to any one of claims 1 to 7, wherein the second evaporation unit is a cooling evaporator (20, 25) for cooling equipment mounted on a vehicle.
The refrigeration cycle apparatus according to any one of claims 1 to 9, wherein the refrigerant decompressed by the third decompression section flows into the second evaporation section without passing through the receiver.