WO2022014309A1

WO2022014309A1 - Refrigeration cycle device

Info

Publication number: WO2022014309A1
Application number: PCT/JP2021/024291
Authority: WO
Inventors: 康介白鳥; 誠司伊藤; 聡鈴木; 隆山中
Original assignee: 株式会社デンソー
Priority date: 2020-07-16
Filing date: 2021-06-28
Publication date: 2022-01-20

Abstract

The present invention is provided with: a compressor (11) that compresses and discharges a refrigerant; heat dissipation parts (12, 16) that dissipate heat of the refrigerant discharged from the compressor; an air-conditioning evaporation part (18) that evaporates the refrigerant by exchanging heat between the refrigerant and air and that cools the air; a cooling part (19) that is disposed parallel with the air-conditioning evaporation part in a flow of the refrigerant and that cools an object to be cooled (80) by evaporating the refrigerant with heat of the object to be cooled; and adjustment parts (14c, 14d, 14e, 60) for adjusting a heat absorption area which is an area of the cooling part where a portion for causing the refrigerant to absorb heat of the object to be cooled through flow of the refrigerant.

Description

Refrigeration cycle device

Cross-reference of related applications

This application is based on Japanese Patent Application No. 2020-121924 filed on July 16, 2020, and Japanese Patent Application No. 2021-89520 filed on May 27, 2021, which are described herein. To be used.

The present disclosure relates to a refrigeration cycle device having a function of cooling an object to be cooled.

Conventionally, in the refrigerating cycle device described in Patent Document 1, a cooler through which a low-temperature refrigerant flows is brought into contact with a plurality of batteries to absorb heat from the batteries to the refrigerant. In this prior art, a plurality of refrigerant channels are formed in the cooler in order to suppress the dryout of the refrigerant. Dryout means that the refrigerant completely evaporates in the cooler, and a region where only the vapor phase refrigerant exists is generated.

Japanese Unexamined Patent Publication No. 2018-127087

In a refrigerating cycle device in which the cooler is connected in parallel with the evaporator, if the heat exchange load of the evaporator is high, it is necessary to throttle the refrigerant flow rate on the cooler side in order to secure the required refrigerant flow rate on the evaporator side. There is.

When the refrigerant flow rate on the cooler side is throttled, the refrigerant may dry out in the cooler and the battery temperature may fluctuate depending on the temperature difference between the battery and the refrigerant. This is because the amount of heat transferred from the battery to the refrigerant is proportional to the temperature difference between the battery and the refrigerant.

As a countermeasure, if the thermal resistance of the cooler is increased, it is possible to suppress the occurrence of dryout when the flow rate of the refrigerant on the cooler side is throttled, but the maximum cooling capacity of the cooler is reduced. Therefore, if the heat exchange load of the evaporator is not high and the heat exchange load of the cooler is high, the battery cannot be sufficiently cooled.

In view of the above points, the present disclosure aims to suppress the dryout of the refrigerant in the cooler while ensuring the cooling capacity of the cooling unit that cools the object to be cooled.

The refrigerating cycle device according to one aspect of the present disclosure includes a compressor, a heat radiating unit, an air conditioning evaporation unit, a cooling unit, and an adjusting unit. The compressor compresses and discharges the refrigerant. The heat radiating unit dissipates the refrigerant discharged from the compressor. The air-conditioning evaporation unit exchanges heat between the refrigerant and air to evaporate the refrigerant and cool the air. The cooling unit is arranged in parallel with the air-conditioning evaporation unit in the flow of the refrigerant, and cools the object to be cooled by evaporating the refrigerant with the heat of the object to be cooled. The adjusting unit adjusts the endothermic area, which is the area of the cooling unit where the refrigerant flows and the heat of the object to be cooled is absorbed by the refrigerant.

According to this, since the endothermic area of the cooling unit is adjusted, the amount of heat transfer between the refrigerant and the object to be cooled in the cooling unit can be adjusted. Therefore, it is possible to suppress the dryout of the refrigerant in the cooling unit while ensuring the cooling capacity of the cooling unit.

The above objectives and other objectives, features and advantages of the present disclosure will be further clarified by the detailed description below with reference to the accompanying drawings.
It is an overall block diagram of the vehicle air conditioner of 1st Embodiment. It is a schematic diagram which shows the cooling heat exchange part of the air-conditioning apparatus for a vehicle of 1st Embodiment, and shows the refrigerant flow state when the number of refrigerant flow paths is three. It is a schematic diagram which shows the cooling heat exchange part of the air-conditioning apparatus for a vehicle of 1st Embodiment, and shows the refrigerant flow state when the number of refrigerant flow paths is one. It is a block diagram which shows the electric control part of the air-conditioning apparatus for a vehicle of 1st Embodiment. It is a flowchart which shows a part of the control process of the control program of 1st Embodiment. It is a flowchart which shows another part of the control process of the control program of 1st Embodiment. It is a flowchart which shows another part of the control process of the control program of 1st Embodiment. It is a control characteristic diagram for switching the refrigerant flow path of the cooling heat exchange part of 1st Embodiment. It is another control characteristic diagram for switching the refrigerant flow path of the cooling heat exchange part of 1st Embodiment. It is another control characteristic diagram for switching the refrigerant flow path of the cooling heat exchange part of 1st Embodiment. It is a figure used for switching a refrigerant flow path of the cooling heat exchange part of 2nd Embodiment. It is another chart used for switching the refrigerant flow path of the cooling heat exchange part of 2nd Embodiment.

Hereinafter, a plurality of forms 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 explanations may be omitted. When only a part of the configuration is described in each embodiment, other embodiments described above can be applied to the other parts of the configuration. Not only the combinations of the parts that clearly indicate that they can be combined in each embodiment, but also the parts of the embodiments that are not explicitly combined can be partially combined if there is no particular problem in the combination. It is possible.

(First Embodiment)
The first embodiment of the present disclosure will be described with reference to FIGS. 1 to 8. In the present embodiment, the refrigeration cycle device 10 according to the present disclosure is applied to a vehicle air conditioner 1 mounted on an electric vehicle that obtains a driving force for traveling from an electric motor. The vehicle air conditioner 1 is an air conditioner with a battery temperature adjusting function. The vehicle air conditioner 1 air-conditions the interior of the vehicle, which is the space to be air-conditioned, and adjusts the temperature of the battery 80.

The battery 80 is a secondary battery that stores electric power supplied to an in-vehicle device such as an electric motor. The battery 80 of this embodiment is a lithium ion battery. The battery 80 is a so-called assembled battery formed by stacking a plurality of battery cells 81 and electrically connecting the battery cells 81 in series or in parallel.

The output of this type of battery tends to decrease at low temperatures, and deterioration tends to progress at high temperatures. Therefore, the temperature of the battery needs to be 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. ..

Therefore, in the vehicle air conditioner 1, the battery 80 can be cooled by the cold heat generated by the refrigeration cycle device 10. The objects to be cooled in the refrigeration cycle device 10 of the present embodiment are air and a battery 80.

As shown in the overall configuration diagram of FIG. 1, the vehicle air conditioner 1 includes a refrigerating cycle device 10, an indoor air conditioner unit 30, a high temperature side heat medium circuit 40, and the like.

The refrigerating cycle device 10 cools the air blown into the vehicle interior and heats the high temperature side heat medium circulating in the high temperature side heat medium circuit 40 in order to air-condition the vehicle interior.

The refrigerating cycle device 10 can switch the refrigerant circuit for various operation modes in order to perform air conditioning in the vehicle interior. For example, the refrigerant circuit in the cooling mode, the refrigerant circuit in the dehumidifying / heating mode, the refrigerant circuit in the heating mode, and the like can be switched. The refrigerating cycle device 10 can switch between an operation mode in which the battery 80 is cooled and an operation mode in which the battery 80 is not cooled in each operation mode for air conditioning.

The refrigeration cycle apparatus 10 employs an HFO-based refrigerant (specifically, R1234yf) as the refrigerant, and the pressure of the discharged refrigerant discharged from the compressor 11 does not exceed the critical pressure of the refrigerant, which is a steam compression type subcritical. It constitutes a refrigeration cycle. Refrigerant 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.

Among the constituent devices of the refrigerating cycle device 10, the compressor 11 sucks the refrigerant in the refrigerating cycle device 10, compresses it, and discharges it. The compressor 11 is arranged in front of the vehicle interior and is arranged in the drive unit chamber in which the electric motor and the like are housed. The compressor 11 is an electric compressor that rotationally drives a fixed-capacity compression mechanism having 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 the control signal output from the cycle control device 60 shown in FIG.

As shown in FIG. 1, the inlet side of the refrigerant passage of the water refrigerant heat exchanger 12 is connected to the discharge port of the compressor 11. The water-refrigerant heat exchanger 12 has a refrigerant passage for circulating the high-pressure refrigerant discharged from the compressor 11 and a water passage for circulating the high-temperature side heat medium circulating in the high-temperature side heat medium circuit 40. The water refrigerant heat exchanger 12 is a heat exchanger for heating that heats the high temperature side heat medium by exchanging heat between the high pressure refrigerant flowing through the refrigerant passage and the high temperature side heat medium flowing through the water passage.

The inlet side of the first three-way joint 13a having three inflow outlets communicating with each other is connected to the outlet of the refrigerant passage of the water refrigerant heat exchanger 12. 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 second to sixth three-way joints 13b to 13f. The basic configuration of the second to sixth three-way joints 13b to 13f is the same as that of the first three-way joint 13a.

The inlet side of the heating expansion valve 14a is connected to one of the outlets of the first three-way joint 13a. One inflow port side of the second three-way joint 13b is connected to the other outflow port of the first three-way joint 13a via a bypass passage 22a. A dehumidifying on-off valve 15a is arranged in the bypass passage 22a.

The dehumidifying on-off valve 15a is a solenoid valve that opens and closes a refrigerant passage connecting the other outlet side of the first three-way joint 13a and one inlet side of the second three-way joint 13b. The refrigeration cycle device 10 includes a heating on-off valve 15b. The basic configuration of the heating on-off valve 15b is the same as that of the dehumidifying on-off valve 15a.

The dehumidifying on-off valve 15a and the heating on-off valve 15b can switch the refrigerant circuit of each operation mode by opening and closing the refrigerant passage. The dehumidifying on-off valve 15a and the heating on-off valve 15b are refrigerant circuit switching units that switch the refrigerant circuit of the cycle. The dehumidifying on-off valve 15a and the heating on-off valve 15b are controlled by a control voltage output from the cycle control device 60.

The heating expansion valve 14a reduces the pressure of the high-pressure refrigerant flowing out from the refrigerant passage of the water refrigerant heat exchanger 12 at least in the operation mode of heating the vehicle interior, and reduces the flow rate (mass flow rate) of the refrigerant flowing out to the downstream side. It is a decompression unit for heating to be adjusted. The heating expansion valve 14a is an electric variable throttle mechanism including a valve body configured to change the throttle opening degree and an electric actuator for changing the throttle opening degree.

The refrigeration cycle device 10 includes a cooling expansion valve 14b and first to third cooling expansion valves 14c to 14e. The basic configuration of the cooling expansion valve 14b and the cooling expansion valve 14c is the same as that of the heating expansion valve 14a.

The heating expansion valve 14a, the cooling expansion valve 14b, and the first to third cooling expansion valves 14c to 14e are simple refrigerants with almost no flow rate adjusting action and refrigerant depressurizing action by fully opening the valve opening. It has a fully open function that functions as a passage and a fully closed function that closes the refrigerant passage by fully closing the valve opening.

With the fully open function and the fully closed function, the heating expansion valve 14a, the cooling expansion valve 14b, and the first to third cooling expansion valves 14c to 14e can switch the refrigerant circuit in each operation mode. The heating expansion valve 14a, the cooling expansion valve 14b, and the first to third cooling expansion valves 14c to 14e function as a refrigerant circuit switching unit. The heating expansion valve 14a, the cooling expansion valve 14b, and the first to third cooling expansion valves 14c to 14e are controlled by a control signal (control pulse) output from the cycle control device 60.

The refrigerant inlet side of the outdoor heat exchanger 16 is connected to the outlet of the heating expansion valve 14a. The outdoor heat exchanger 16 is a heat exchanger that exchanges heat between the refrigerant flowing out from the heating expansion valve 14a and the outside air blown by a cooling fan (not shown). The outdoor heat exchanger 16 is arranged on the front side in the drive unit room. Therefore, when the vehicle is running, the running wind can be applied to the outdoor heat exchanger 16.

The inlet side of the third three-way joint 13c is connected to the refrigerant outlet of the outdoor heat exchanger 16. One inflow port side of the fourth three-way joint 13d is connected to one outflow port of the third three-way joint 13c via a heating passage 22b. A heating on-off valve 15b for opening and closing the refrigerant passage is arranged in the heating passage 22b.

The other inlet side of the second three-way joint 13b is connected to the other outlet of the third three-way joint 13c. A check valve 17 is arranged in the refrigerant passage connecting the other outlet side of the third three-way joint 13c and the other inlet side of the second three-way joint 13b. The check valve 17 allows the refrigerant to flow from the third three-way joint 13c side to the second three-way joint 13b side, and prohibits the refrigerant from flowing from the second three-way joint 13b side to the third three-way joint 13c side.

The inflow port side of the fifth three-way joint 13e is connected to the outflow port of the second three-way joint 13b. The inlet side of the cooling expansion valve 14b is connected to one of the outlets of the fifth three-way joint 13e.

The cooling expansion valve 14b is an air-conditioning decompression unit that depressurizes the refrigerant flowing out from the outdoor heat exchanger 16 and adjusts the flow rate of the refrigerant flowing out to the downstream side at least in the operation mode for cooling the vehicle interior.

The refrigerant inlet side of the indoor evaporator 18 is connected to the outlet of the cooling expansion valve 14b. The indoor evaporator 18 is arranged in the air conditioning case 31 of the indoor air conditioning unit 30. The indoor evaporator 18 exchanges heat between the low-pressure refrigerant decompressed by the cooling expansion valve 14b and the air blown from the blower 32 to evaporate the low-pressure refrigerant, and causes the low-pressure refrigerant to exert a heat absorbing action to absorb air. It is an air-conditioning evaporative unit that cools. One inflow port side of the sixth three-way joint 13f is connected to the refrigerant outlet of the indoor evaporator 18.

The other outlet of the fifth three-way joint 13e is connected to the inlet side of the first four-way joint 13g having four inflow outlets communicating with each other. As such a four-sided 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 inlet side of the first cooling expansion valve 14c is connected to the first outlet of the first four-way joint 13g. The inlet side of the second cooling expansion valve 14d is connected to the second outlet of the first four-way joint 13g. The inlet side of the third cooling expansion valve 14e is connected to the third outlet of the first four-way joint 13g.

The first to third cooling expansion valves 14c to 14e reduce the pressure of the refrigerant flowing out from the outdoor heat exchanger 16 and adjust the flow rate of the refrigerant flowing out to the downstream side at least in the operation mode for cooling the battery 80. It is a decompression unit for batteries.

As shown in FIGS. 2 to 3, the inlet side of the first refrigerant passage 19a of the battery cooler 19 is connected to the outlet of the first cooling expansion valve 14c. The inlet side of the second refrigerant passage 19b of the battery cooler 19 is connected to the outlet of the second cooling expansion valve 14d. The inlet side of the third refrigerant passage 19c of the battery cooler 19 is connected to the outlet of the third cooling expansion valve 14e.

The battery cooler 19 is a so-called direct cooling type cooler that cools the battery 80 by evaporating the refrigerant flowing through the refrigerant passage to exert an endothermic action. The battery cooler 19 is a cooling unit that cools the battery 80. In the present embodiment, the battery cooler 19 cools the battery 80 from the bottom surface side.

The battery cooler 19 has a first refrigerant flow path 19a, a second refrigerant flow path 19b, and a third refrigerant flow path 19c connected in parallel with each other so that the entire area of the battery 80 can be cooled evenly. ..

2 and 3 are schematic views of the battery cooler 19 as viewed from above and below. In FIG. 2, a thick solid line shows a state in which all of the first to third cooling expansion valves 14c to 14e are opened and the refrigerant is flowing through all of the first to third refrigerant flow paths 19a to 19c. There is.

The first inflow port side of the second four-way joint 13h is connected to the outlet of the first refrigerant flow path 19a of the battery cooler 19. The basic configuration of the second four-way joint 13h is the same as that of the first four-way joint 13g.

In FIG. 3, the first cooling expansion valve 14a is open, but the second to third cooling expansion valves 14d to 14e are closed, the refrigerant flows into the first refrigerant flow path 19a, and the second to third The state in which the refrigerant does not flow in all of the refrigerant flow paths 19b to 19c is shown by a thick solid line and a thick broken line.

The second inflow port side of the second four-sided joint 13h is connected to the outlet of the second refrigerant flow path 19b of the battery cooler 19. The third inflow port side of the second four-sided joint 13h is connected to the outlet of the third refrigerant flow path 19c of the battery cooler 19. As shown in FIG. 1, the other inlet side of the sixth three-way joint 13f is connected to the outlet of the second four-way joint 13h.

The inlet side of the evaporation pressure adjusting valve 20 is connected to the outlet of the 6th three-way joint 13f. The evaporation pressure adjusting valve 20 maintains the refrigerant evaporation pressure in the indoor evaporator 18 at a predetermined reference pressure or higher in order to suppress frost formation in the indoor evaporator 18. The evaporation pressure adjusting valve 20 is 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 18 increases.

As a result, the evaporation pressure adjusting valve 20 maintains the refrigerant evaporation temperature in the indoor evaporator 18 at a frost formation suppression temperature (1 ° C. in the present embodiment) that can suppress frost formation in the indoor evaporator 18. .. The evaporation pressure adjusting valve 20 is arranged on the downstream side of the refrigerant flow with respect to the sixth three-way joint 13f, which is a confluence portion. Therefore, the evaporation pressure adjusting valve 20 maintains the refrigerant evaporation temperature in the battery cooler 19 at a temperature equal to or higher than the frost formation suppression temperature.

The other inflow port side of the fourth three-way joint 13d is connected to the outlet of the evaporation pressure adjusting valve 20. The inlet side of the accumulator 21 is connected to the outlet of the fourth three-way joint 13d. The accumulator 21 is a gas-liquid separation unit that separates the gas-liquid of the refrigerant that has flowed into the inside and stores the excess liquid-phase refrigerant in the cycle. The suction port side of the compressor 11 is connected to the gas phase refrigerant outlet of the accumulator 21.

The accumulator 21 is formed with an oil return hole for returning the refrigerating machine oil mixed in the separated liquid phase refrigerant to the compressor 11. The refrigerating machine oil in the accumulator 21 is returned to the compressor 11 together with a small amount of liquid phase refrigerant.

The fifth three-way joint 13e of the present embodiment is a branch portion for branching the flow of the refrigerant flowing out from the outdoor heat exchanger 16. The sixth three-way joint 13f is a confluence portion that merges the flow of the refrigerant flowing out of the indoor evaporator 18 and the flow of the refrigerant flowing out of the battery cooler 19 and causes them to flow out to the suction side of the compressor 11.

The indoor evaporator 18 and the battery cooler 19 are connected in parallel to each other with respect to the refrigerant flow. The bypass passage 22a guides the refrigerant flowing out of the refrigerant passage of the water refrigerant heat exchanger 12 to the upstream side of the branch portion. The heating passage 22b guides the refrigerant flowing out of the outdoor heat exchanger 16 to the suction port side of the compressor 11.

The high temperature side heat medium circuit 40 is a heat medium circulation circuit that circulates the high temperature side heat medium. As the high temperature side heat medium, a solution containing ethylene glycol, dimethylpolysiloxane, a nanofluid, or the like, an antifreeze solution, or the like can be adopted. In the high temperature side heat medium circuit 40, a water passage of the water refrigerant heat exchanger 12, a high temperature side heat medium pump 41, a heater core 42, and the like are arranged.

The high temperature side heat medium pump 41 is a water pump that pumps the high temperature side heat medium to the inlet side of the water passage of the water refrigerant heat exchanger 12. The high temperature side heat medium pump 41 is an electric pump whose rotation speed (that is, pumping capacity) is controlled by a control voltage output from the cycle control device 60.

The heat medium inlet side of the heater core 42 is connected to the outlet of the water passage of the water refrigerant heat exchanger 12. The heater core 42 is a heat exchanger that heats the air by exchanging heat between the high temperature side heat medium heated by the water refrigerant heat exchanger 12 and the air that has passed through the indoor evaporator 18. The heater core 42 is arranged in the air conditioning case 31 of the indoor air conditioning unit 30. The suction port side of the high temperature side heat medium pump 41 is connected to the heat medium outlet of the heater core 42.

Therefore, in the high temperature side heat medium circuit 40, the high temperature side heat medium pump 41 adjusts the flow rate of the high temperature side heat medium flowing into the heater core 42 to dissipate heat of the high temperature side heat medium in the heater core 42 to the air (that is, that is). , The amount of heat of air in the heater core 42) can be adjusted.

Each component of the water-refrigerant heat exchanger 12 and the high-temperature side heat medium circuit 40 is a heating unit that heats air using the refrigerant discharged from the compressor 11 as a heat source.

The indoor air conditioning unit 30 is for blowing air whose temperature has been adjusted by the refrigeration cycle device 10 into the vehicle interior. The indoor air conditioning unit 30 is arranged inside the instrument panel (instrument panel) at the front of the vehicle interior.

The indoor air conditioning unit 30 accommodates a blower 32, an indoor evaporator 18, a heater core 42, etc. in an air passage formed in an air conditioning case 31 forming an outer shell.

The air conditioning case 31 forms an air passage for air blown into the vehicle interior. The air conditioning case 31 is made of a resin (for example, polypropylene) having a certain degree of elasticity and excellent strength.

An inside / outside air switching device 33 is arranged on the most upstream side of the air flow of the air conditioning case 31. The inside / outside air switching device 33 switches and introduces the inside air (that is, the vehicle interior air) and the outside air (that is, the vehicle interior outside air) into the air conditioning case 31.

The inside / outside air switching device 33 continuously adjusts the opening areas of the inside air introduction port for introducing the inside air into the air conditioning case 31 and the outside air introduction port for introducing the outside air by the inside / outside air switching door, and the introduction air volume of the inside air and the outside air. Change the introduction ratio with the introduction air volume. The inside / outside air switching door is driven by an electric actuator for the inside / outside air switching door. The electric actuator for the inside / outside air switching door is controlled by a control signal output from the cycle control device 60.

A blower 32 is arranged on the downstream side of the air flow of the inside / outside air switching device 33. The blower 32 blows the air sucked through the inside / outside air switching device 33 toward the vehicle interior. The blower 32 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 blower 32 is controlled by the control voltage output from the cycle control device 60.

On the downstream side of the air flow of the blower 32, the indoor evaporator 18 and the heater core 42 are arranged in this order with respect to the air flow. The indoor evaporator 18 is arranged on the upstream side of the air flow with respect to the heater core 42.

The air conditioning case 31 is provided with a cold air bypass passage 35 that allows air after passing through the indoor evaporator 18 to bypass the heater core 42. An air mix door 34 is arranged on the downstream side of the air flow of the indoor evaporator 18 in the air conditioning case 31 and on the upstream side of the air flow of the heater core 42.

The air mix door 34 is an air volume ratio adjusting unit that adjusts the air volume ratio between the air volume of the air passing through the heater core 42 side and the air volume of the air passing through the cold air bypass passage 35 among the air after passing through the indoor evaporator 18. .. The air mix door 34 is driven by an electric actuator for the air mix door. The electric actuator is controlled by a control signal output from the cycle control device 60.

A mixing space is arranged on the downstream side of the air flow of the heater core 42 and the cold air bypass passage 35 in the air conditioning case 31. The mixing space is a space in which the air heated by the heater core 42 and the unheated air passing through the cold air bypass passage 35 are mixed.

In the downstream portion of the air flow of the air conditioning case 31, an opening hole for blowing out the air mixed in the mixing space (that is, the air conditioning air) into the vehicle interior, which is the air conditioning target space, is arranged.

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 side surface of the front window glass of the vehicle.

These face opening holes, foot opening holes, and defroster opening holes are the face outlets, foot outlets, and defroster outlets (none of which are shown) provided in the vehicle interior via ducts forming air passages, respectively. )It is connected to the.

The temperature of the conditioned air mixed in the mixing space is adjusted by adjusting the air volume ratio between the air volume passing through the heater core 42 and the air volume passing through the cold air bypass passage 35 by the air mix door 34. As a result, the temperature of the air (air-conditioned air) blown from each outlet into the vehicle interior is adjusted.

Face doors, foot doors, and defroster doors (none of which are shown) are arranged on the upstream side of the air flow of the face opening hole, the foot opening hole, and the defroster opening hole, respectively. The face door adjusts the opening area of the face opening hole. The foot door adjusts the opening area of the foot opening hole. The defroster door adjusts the opening area of the defroster opening hole.

These face doors, foot doors, and defroster doors constitute an outlet mode switching device that switches the outlet mode. These doors are connected to an electric actuator for driving the outlet mode door via a link mechanism or the like, and are rotated in conjunction with each other. The operation of the electric actuator is controlled by a control signal output from the cycle control device 60.

Specific examples of the outlet mode that can be switched by the outlet mode switching device include face mode, bi-level mode, and foot mode.

The face mode is an outlet mode in which the face outlet is fully opened and air is blown out from the face outlet toward the upper body of the passenger in the passenger compartment. The bi-level mode is an outlet mode in which both the face outlet and the foot outlet are opened to blow air toward the upper body and feet of the passengers in the passenger compartment. The foot mode is an outlet mode in which the foot outlet is fully opened and the defroster outlet is opened by a small opening, and air is mainly blown out from the foot outlet.

The occupant can also switch to the defroster mode by manually operating the blowout mode changeover switch provided on the operation panel 70. The defroster mode is an outlet mode in which the defroster outlet is fully opened and air is blown from the defroster outlet to the inner surface of the front window glass.

Next, the outline of the electric control unit of this embodiment will be described. The cycle control device 60 includes a well-known microcomputer including a CPU, ROM, RAM, and the like, and peripheral circuits. Then, various operations and processes are performed based on the control program stored in the ROM, and the operation of various controlled

devices

11, 14a to 14e, 15a, 15b, 32, 41, 53, etc. connected to the output side is controlled. do.

On the input side of the cycle control device 60, as shown in the block diagram of FIG. 4, the inside temperature sensor 61, the outside temperature sensor 62, the solar radiation sensor 63, the first to fifth refrigerant temperature sensors 64a to 64e, and the evaporator temperature sensor 64f, cooling inlet temperature sensor 64g, first and second

refrigerant pressure sensors

65a and 65b, high temperature side heat medium temperature sensor 66, air conditioning air temperature sensor 68, battery control device 69 and the like are connected. Then, the detection signals of these sensor groups are input to the cycle control device 60.

The internal air temperature sensor 61 is an internal air temperature detection unit that detects the internal air temperature Tr (that is, the vehicle interior temperature). The outside air temperature sensor 62 is an outside air temperature detection unit that detects the outside air temperature Tam (that is, the outside air temperature of the vehicle interior). The solar radiation sensor 63 is a solar radiation amount detection unit that detects the solar radiation amount Ts applied to the vehicle interior.

The first refrigerant temperature sensor 64a is a discharge refrigerant temperature detection unit that detects the temperature T1 of the refrigerant discharged from the compressor 11. The second refrigerant temperature sensor 64b is a second refrigerant temperature detecting unit that detects the temperature T2 of the refrigerant flowing out from the refrigerant passage of the water refrigerant heat exchanger 12. The third refrigerant temperature sensor 64c is a third refrigerant temperature detection unit that detects the temperature T3 of the refrigerant flowing out of the outdoor heat exchanger 16.

The fourth refrigerant temperature sensor 64d is a fourth refrigerant temperature detection unit that detects the temperature T4 of the refrigerant flowing out from the indoor evaporator 18. The fifth refrigerant temperature sensor 64e is a fifth refrigerant temperature detection unit that detects the temperature T5 of the refrigerant flowing out from the refrigerant passage of the battery cooler 19.

The evaporator temperature sensor 64f is an evaporator temperature detection unit that detects the evaporator temperature Tefien, which is the refrigerant evaporation temperature in the indoor evaporator 18. The evaporator temperature sensor 64f of the present embodiment detects the heat exchange fin temperature of the indoor evaporator 18.

The cooling inlet temperature sensor 64g is a cooling heat exchange unit inlet temperature detecting unit that detects the temperature of the refrigerant flowing into the refrigerant passage of the battery cooler 19.

The first refrigerant pressure sensor 65a is a first refrigerant pressure detecting unit that detects the pressure P1 of the refrigerant flowing out from the refrigerant passage of the water refrigerant heat exchanger 12. The second refrigerant pressure sensor 65b is a second refrigerant pressure detecting unit that detects the pressure P2 of the refrigerant flowing out from the refrigerant passage of the battery cooler 19.

The high temperature side heat medium temperature sensor 66 is a high temperature side heat medium temperature detection unit that detects the high temperature side heat medium temperature TWH, which is the temperature of the high temperature side heat medium flowing out from the water passage of the water refrigerant heat exchanger 12.

The air-conditioned air temperature sensor 68 is an air-conditioned air temperature detection unit that detects the air temperature TAV blown from the mixed space to the vehicle interior.

The battery control device 69 is a battery control unit that controls the input / output of the battery 80. A detection signal from the battery temperature sensor 69a is input to the battery control device 69.

The battery temperature sensor 69a is a battery temperature detection unit that detects the battery temperature TB (that is, the temperature of the battery 80). The battery temperature sensor 69a of the present embodiment has a plurality of temperature sensors and detects the temperature of a plurality of points of the battery 80. Therefore, the cycle control device 60 can also detect the temperature difference of each part of the battery 80. As the battery temperature TB, the average value of the detection values of a plurality of temperature sensors is adopted.

Information about the battery 80 such as the battery temperature TB is input from the battery control device 69 to the cycle control device 60.

An operation panel 70 arranged near the instrument panel at the front of the vehicle interior is connected to the input side of the cycle control device 60, and operation signals from various operation switches provided on the operation panel 70 are input.

Various operation switches provided on the operation panel 70 include an auto switch, an air conditioner switch, an air volume setting switch, a temperature setting switch, and a blowout mode changeover switch.

The auto switch is an operation switch for setting or canceling the automatic control operation of the vehicle air conditioner. The air conditioner switch is an operation switch for requesting that the indoor evaporator 18 cools the air. The air volume setting switch is an operation switch for manually setting the air volume of the blower 32. The temperature setting switch is an operation switch for setting the target temperature Tset in the vehicle interior. The blowout mode changeover switch is an operation switch for manually setting the blowout mode.

The cycle control device 60 of the present embodiment is integrally configured with a control unit that controls various controlled devices connected to the output side. The configuration (hardware and software) that controls the operation of each of the control target devices in the cycle control device 60 is a control unit that controls the operation of each control target device.

For example, in the cycle control device 60, the configuration for controlling the refrigerant discharge capacity of the compressor 11 (specifically, the rotation speed of the compressor 11) is the compressor control unit 60a. Further, the configuration for controlling the operation of the heating expansion valve 14a, the cooling expansion valve 14b, and the first to third cooling expansion valves 14c to 14e is the expansion valve control unit 60b. The configuration that controls the operation of the dehumidifying on-off valve 15a and the heating on-off valve 15b is the refrigerant circuit switching control unit 60c.

Further, the configuration for controlling the pumping capacity of the high temperature side heat medium of the high temperature side heat medium pump 41 is the high temperature side heat medium pump control unit 60d.

Next, the operation of the present embodiment in the above configuration will be described. The vehicle air conditioner 1 of the present embodiment air-conditions the interior of the vehicle and adjusts the temperature of the battery 80. In the refrigerating cycle device 10, the refrigerant circuit can be switched to operate in the following 11 types of operation modes.

(1) Cooling mode: The cooling mode is an operation mode in which the inside of the vehicle is cooled by cooling the air and blowing it into the vehicle interior without cooling the battery 80.

(2) Series dehumidification / heating mode: The series dehumidification / heating mode is an operation mode in which the inside of the vehicle is dehumidified and heated by reheating the cooled and dehumidified air and blowing it into the vehicle interior without cooling the battery 80. Is.

(3) Parallel dehumidifying / heating mode: In the parallel dehumidifying / heating mode, the cooled and dehumidified air is reheated with a higher heating capacity than the series dehumidifying / heating mode and blown out into the vehicle interior without cooling the battery 80. This is an operation mode in which dehumidifying and heating the interior of the vehicle is performed.

(4) Heating mode: The heating mode is an operation mode in which the interior of the vehicle is heated by heating the air and blowing it into the vehicle interior without cooling the battery 80.

(5) Cooling cooling mode: The cooling cooling mode is an operation mode in which the battery 80 is cooled and the air is cooled and blown into the vehicle interior to cool the vehicle interior.

(6) In-series dehumidifying / heating / cooling mode: In the in-series dehumidifying / heating / cooling mode, the battery 80 is cooled, and the cooled and dehumidified air is reheated and blown out into the vehicle interior to perform dehumidifying / heating in the vehicle interior. The mode.

(7) Parallel dehumidifying / heating / cooling mode: In the parallel dehumidifying / heating / cooling mode, the battery 80 is cooled and the cooled and dehumidified air is reheated with a higher heating capacity than the series dehumidifying / heating / cooling mode to enter the vehicle interior. This is an operation mode in which dehumidifying and heating the interior of the vehicle is performed by blowing out.

(8) Heating / cooling mode: The heating / cooling mode is an operation mode in which the battery 80 is cooled and the interior of the vehicle is heated by heating the air and blowing it into the vehicle interior.

(9) Heating series cooling mode: The heating series cooling mode is an operation mode in which the battery 80 is cooled and the interior of the vehicle is heated by heating the air with a heating capacity higher than that of the heating / cooling mode and blowing it into the vehicle interior. Is.

(10) Heating parallel cooling mode: In the heating parallel cooling mode, the battery 80 is cooled, and the air is heated with a higher heating capacity than the heating series cooling mode and blown out into the vehicle interior to heat the vehicle interior. The mode.

(11) Cooling mode: An operation mode in which the battery 80 is cooled without air-conditioning the interior of the vehicle.

Switching between these operation modes is performed by executing the control program. The control program is executed when the auto switch of the operation panel 70 is turned on (ON) by the operation of the occupant and the automatic control in the vehicle interior is set. The control program will be described with reference to FIGS. 5 to 7. Each control step shown in the flowcharts of FIGS. 5 to 7 is a function realization unit included in the cycle control device 60.

First, in step S10 of FIG. 5, the detection signal of the sensor group described above and the operation signal of the operation panel 70 are read. In the following step S20, the target blowout temperature TAO, which is the target temperature of the air blown into the vehicle interior, is determined based on the detection signal and the operation signal read in step S10. Therefore, step S20 is a target blowout temperature determination unit.

Specifically, the target blowout temperature TAO is calculated by the following mathematical formula F1.
TAO = Kset x Tset-Kr x Tr-Kam x Tam-Ks x Ts + C ... (F1)
In the formula F1, Tset is the vehicle interior set temperature set by the temperature setting switch. Tr is the vehicle interior temperature detected by the inside air sensor 61. Tam is the outside temperature of the vehicle interior detected by the outside air sensor 62. Ts is the amount of solar radiation detected by the solar radiation sensor 63. Kset, Kr, Kam, and Ks are control gains, and C is a correction constant.

Next, in step S30, it is determined whether or not the air conditioner switch is turned on. The fact that the air conditioner switch is turned on means that the occupant is requesting cooling or dehumidification of the passenger compartment. In other words, turning on the air conditioner switch means that it is required to cool the air with the indoor evaporator 18.

If it is determined in step S30 that the air conditioner switch is turned on, the process proceeds to step S40. If it is determined in step S30 that the air conditioner switch is not turned on, the process proceeds to step S160.

In step S40, it is determined whether or not the outside air temperature Tam is equal to or higher than the predetermined standard non-standard air temperature KA (0 ° C. in this embodiment). The non-standard air temperature KA is set so that cooling the air with the indoor evaporator 18 is effective for cooling or dehumidifying the air-conditioned space.

More specifically, in the present embodiment, in order to suppress the frost formation of the indoor evaporator 18, the evaporation pressure adjusting valve 20 sets the refrigerant evaporation temperature in the indoor evaporator 18 to the frost formation suppression temperature (1 ° C. in the present embodiment). ) More than that. Therefore, the indoor evaporator 18 cannot cool the air to a temperature lower than the frost formation suppression temperature.

That is, when the temperature of the air flowing into the indoor evaporator 18 is lower than the temperature of the frost formation suppression temperature, it is not effective to cool the air with the indoor evaporator 18. Therefore, the non-standard air temperature KA is set to a value lower than the frost formation suppression temperature, and when the outside air temperature Tam is lower than the standard non-standard air temperature KA, the air is not cooled by the indoor evaporator 18.

If it is determined in step S40 that the outside air temperature Tam is equal to or higher than the standard non-standard air temperature KA, the process proceeds to step S50. If it is determined in step S40 that the outside air temperature Tam is not equal to or higher than the standard non-standard air temperature KA, the process proceeds to step S160.

In step S50, it is determined whether or not the target blowing temperature TAO is equal to or lower than the cooling reference temperature α1. The cooling reference temperature α1 is determined by the cycle control device 60.

If it is determined in step S50 that the target blowing temperature TAO is equal to or lower than the cooling reference temperature α1, the process proceeds to step S60. If it is determined in step S50 that the target blowing temperature TAO is not equal to or lower than the cooling reference temperature α1, the process proceeds to step S90.

In step S60, it is determined whether or not the battery 80 needs to be cooled. Specifically, in the present embodiment, the battery 80 is cooled when the battery temperature TB detected by the battery temperature sensor 69a is equal to or higher than the predetermined reference cooling temperature KTB (35 ° C. in the present embodiment). Is determined to be necessary. Further, when the battery temperature TB is lower than the reference cooling temperature KTB, it is determined that the battery 80 does not need to be cooled.

If it is determined in step S60 that the battery 80 needs to be cooled, the process proceeds to step S70, and (5) cooling cooling mode is selected as the operation mode. If it is determined in step S60 that the battery 80 does not need to be cooled, the process proceeds to step S80, and (1) cooling mode is selected as the operation mode.

In step S90, it is determined whether or not the target blowout temperature TAO is equal to or lower than the dehumidification reference temperature β1. The dehumidifying reference temperature β1 is determined by the cycle control device 60. The dehumidifying reference temperature β1 is determined to be higher than the cooling reference temperature α1.

If it is determined in step S90 that the target blowout temperature TAO is equal to or lower than the dehumidification reference temperature β1, the process proceeds to step S100. If it is determined in step S90 that the target blowing temperature TAO is not equal to or lower than the dehumidifying reference temperature β1, the process proceeds to step S130.

In step S100, it is determined whether or not the battery 80 needs to be cooled, as in step S60.

If it is determined in step S100 that the battery 80 needs to be cooled, the process proceeds to step S110, and (6) series dehumidifying / heating / cooling mode is selected as the operation mode of the refrigerating cycle device 10. If it is determined in step S100 that the battery 80 does not need to be cooled, the process proceeds to step S120, and (2) series dehumidification / heating mode is selected as the operation mode.

In step S130, it is determined whether or not the battery 80 needs to be cooled, as in step S60.

If it is determined in step S130 that the battery 80 needs to be cooled, the process proceeds to step S140, and (7) parallel dehumidification / heating / cooling mode is selected as the operation mode of the refrigeration cycle device 10. If it is determined in step S100 that the battery 80 does not need to be cooled, the process proceeds to step S150, and (3) parallel dehumidification / heating mode is selected as the operation mode.

Subsequently, a case where the process proceeds from step S30 or step S40 to step S160 will be described. When the process proceeds from step S30 or step S40 to step S160, it is a case where it is determined that it is not effective to cool the air with the indoor evaporator 18. In step S160, as shown in FIG. 6, it is determined whether or not the target blowing temperature TAO is equal to or higher than the heating reference temperature γ.

The heating reference temperature γ is determined by the cycle control device 60. The heating reference temperature γ is set so that heating the air with the heater core 42 is effective for heating the air-conditioned space.

If it is determined in step S160 that the target outlet temperature TAO is equal to or higher than the heating reference temperature γ, it means that it is necessary to heat the air with the heater core 42, and the process proceeds to step S170. If it is determined in step S160 that the target outlet temperature TAO is not equal to or higher than the heating reference temperature γ, it is not necessary to heat the air with the heater core 42, and the process proceeds to step S240.

In step S170, it is determined whether or not the battery 80 needs to be cooled, as in step S60.

If it is determined in step S170 that the battery 80 needs to be cooled, the process proceeds to step S180. If it is determined in step S170 that cooling of the battery 80 is not necessary, the process proceeds to step S230, and (4) heating mode is selected as the operation mode.

Here, if it is determined in step S170 that the battery 80 needs to be cooled and the process proceeds to step S180, it is necessary to both heat the vehicle interior and cool the battery 80. Therefore, in the refrigeration cycle device 10, the amount of heat dissipated by the refrigerant to the heat medium on the high temperature side in the water-refrigerant heat exchanger 12 and the amount of heat absorbed by the refrigerant from the battery 80 in the battery cooler 19 are appropriately adjusted. There is a need to.

Therefore, in the refrigerating cycle device 10 of the present embodiment, when it is necessary to both heat the interior of the vehicle and cool the battery 80, as shown in steps S180 to S220 of FIG. 6, (8) heating and cooling The three operation modes of mode, (9) heating series cooling mode, and (10) heating parallel cooling mode are switched.

First, in step S180, it is determined whether or not the target blowing temperature TAO is equal to or lower than the low temperature side cooling reference temperature α2. The low temperature side cooling reference temperature α2 is determined by the cycle control device 60. The cooling reference temperature α2 on the low temperature side is determined to be higher than the cooling reference temperature α1 and lower than the dehumidifying reference temperature β1.

If it is determined in step S180 that the target outlet temperature TAO is the low temperature side cooling reference temperature α2 or less, the process proceeds to step S190, and (8) heating / cooling mode is selected as the operation mode. If it is determined in step S180 that the target blowing temperature TAO is not equal to or lower than the low temperature side cooling reference temperature α2, the process proceeds to step S200.

In step S200, it is determined whether or not the target blowout temperature TAO is equal to or lower than the high temperature side cooling reference temperature β2. The high temperature side cooling reference temperature β2 is determined by the cycle control device 60. The high temperature side cooling reference temperature β2 is determined to be higher than the dehumidifying reference temperature β1.

If it is determined in step S200 that the target outlet temperature TAO is equal to or lower than the high temperature side cooling reference temperature β2, the process proceeds to step S210, and (9) heating series cooling mode is selected as the operation mode. If it is determined in step S200 that the target outlet temperature TAO is not equal to or lower than the high temperature side cooling reference temperature β2, the process proceeds to step S220, and (10) heating parallel cooling mode is selected as the operation mode.

Next, a case where the process proceeds from step S160 to step S240 will be described. When the process proceeds from step S160 to step S240, it is not necessary to heat the air with the heater core 42. Therefore, in step S240, it is determined whether or not the battery 80 needs to be cooled, as in step S60.

If it is determined in step S240 that the battery 80 needs to be cooled, the process proceeds to step S250, and (11) cooling mode is selected as the operation mode. If it is determined in step S200 that the battery 80 does not need to be cooled, the process proceeds to step S260, the ventilation mode is selected as the operation mode, and the process returns to step S10.

The blower mode is an operation mode in which the compressor 11 is stopped and the blower 32 is operated according to the setting signal set by the air volume setting switch. If it is determined in step S240 that the battery 80 does not need to be cooled, it is not necessary to operate the refrigerating cycle device 10 for air conditioning in the vehicle interior and cooling of the battery.

In the control program of this embodiment, the operation mode of the refrigerating cycle device 10 is switched as described above. Further, the control program controls not only the operation of each component of the refrigeration cycle device 10, but also the operation of the high temperature side heat medium pump 41 of the high temperature side heat medium circuit 40 constituting the heating unit.

Specifically, the cycle control device 60 operates the high temperature side heat medium pump 41 so as to exhibit the reference pumping capacity for each predetermined operation mode regardless of the operation mode of the refrigeration cycle device 10 described above. Control.

Therefore, in the high temperature side heat medium circuit 40, when the high temperature side heat medium is heated in the water passage of the water refrigerant heat exchanger 12, the heated high temperature side heat medium is pressure-fed to the heater core 42. The high temperature side heat medium flowing into the heater core 42 exchanges heat with air. This heats the air. The high temperature side heat medium flowing out of the heater core 42 is sucked into the high temperature side heat medium pump 41 and pumped to the water refrigerant heat exchanger 12.

The detailed operation of the vehicle air conditioner 1 in each operation mode will be described below. In each operation mode, the cycle control device 60 executes the control flow of each operation mode.

(1) Cooling mode In the control flow of the cooling mode, the target evaporator temperature TEO is determined in the first step. The target evaporator temperature TEO is determined based on the target blowout temperature TAO with reference to the control map stored in the cycle control device 60. In the control map of the present embodiment, it is determined that the target evaporator temperature TEO increases as the target blowout temperature TAO increases.

In the next step, the amount of increase / decrease ΔIVO in the rotation speed of the compressor 11 is determined. The increase / decrease amount ΔIVO is set so that the evaporator temperature Tefin approaches the target evaporator temperature TEO by the feedback control method based on the deviation between the target evaporator temperature TEO and the evaporator temperature Tefin detected by the evaporator temperature sensor 64f. It is determined.

In the next step, the target supercooling degree SCO1 of the refrigerant flowing out from the outdoor heat exchanger 16 is determined. The target supercooling degree SCO1 is determined with reference to the control map, for example, based on the outside air temperature Tam. In the control map of the present embodiment, the target supercooling degree SCO1 is determined so that the coefficient of performance (COP) of the cycle approaches the maximum value.

In the next step, the amount of increase / decrease ΔEVC in the throttle opening of the cooling expansion valve 14b is determined. The increase / decrease amount ΔEVC is the supercooling degree of the outlet side refrigerant of the outdoor heat exchanger 16 by the feedback control method based on the deviation between the target supercooling degree SCO1 and the supercooling degree SC1 of the outlet side refrigerant of the outdoor heat exchanger 16. SC1 is determined to approach the target supercooling degree SCO1.

The degree of supercooling SC1 of the outlet side refrigerant of the outdoor heat exchanger 16 is calculated based on the temperature T3 detected by the third refrigerant temperature sensor 64c and the pressure P1 detected by the first refrigerant pressure sensor 65a.

In the next step, the opening SW of the air mix door 34 is calculated using the following formula F2.
SW = {TAO + (Tefin + C2)} / {TWH + (Tefin + C2)} ... (F2)
In the formula F2, TWH is the high temperature side heat medium temperature detected by the high temperature side heat medium temperature sensor 66. C2 is a constant for control.

In the next step, in order to switch the refrigerating cycle device 10 to the cooling mode refrigerant circuit, the heating expansion valve 14a is set to the fully open state, the cooling expansion valve 14b is set to the throttle state that exerts the refrigerant depressurizing action, and the cooling expansion valve is set. The 14c is fully closed, the dehumidifying on-off valve 15a is closed, and the heating on-off valve 15b is closed. Further, the control signal or the control voltage is output to each controlled device so that the control state determined in the above step can be obtained, and the process returns to step S10.

Therefore, in the refrigerating cycle device 10 in the cooling mode, the compressor 11, the water refrigerant heat exchanger 12, the heating expansion valve 14a, the outdoor heat exchanger 16, the check valve 17, the cooling expansion valve 14b, the indoor evaporator 18, A steam compression type refrigeration cycle in which the refrigerant circulates in the order of the evaporative pressure regulating valve 20, the accumulator 21, and the compressor 11 is configured.

That is, in the refrigerating cycle device 10 in the cooling mode, the water refrigerant heat exchanger 12 and the outdoor heat exchanger 16 function as a radiator (in other words, a radiator) for dissipating the refrigerant discharged from the compressor 11 for cooling. A steam compression type refrigeration cycle is configured in which the expansion valve 14b functions as a pressure reducing unit for reducing the pressure of the refrigerant, and the indoor evaporator 18 functions as an evaporator.

According to this, the air can be cooled by the indoor evaporator 18, and the high temperature side heat medium can be heated by the water refrigerant heat exchanger 12.

Therefore, in the vehicle air conditioner 1 in the cooling mode, a part of the air cooled by the indoor evaporator 18 is reheated by the heater core 42 by adjusting the opening degree of the air mix door 34, and approaches the target blowout temperature TAO. By blowing out the air whose temperature has been adjusted so as to be blown into the vehicle interior, the vehicle interior can be cooled.

(2) Series dehumidification / heating mode In the control flow of the series dehumidification / heating mode, the target evaporator temperature TEO is determined in the first step as in the cooling mode. In the next step, as in the cooling mode, the amount of increase / decrease ΔIVO in the rotation speed of the compressor 11 is determined.

In the next step, the target high temperature side heat medium temperature TWHO is determined so that the air can be heated by the heater core 42. The target high temperature side heat medium temperature TWHO is determined with reference to the control map based on the target blowout temperature TAO and the efficiency of the heater core 42. In the control map of the present embodiment, it is determined that the target high temperature side heat medium temperature TWHO increases as the target blowout temperature TAO increases.

In the next step, the amount of change ΔKPN1 of the opening pattern KPN1 is determined. The opening pattern KPN1 is a parameter for determining a combination of the throttle opening of the heating expansion valve 14a and the throttle opening of the cooling expansion valve 14b.

Specifically, in the series dehumidification / heating mode, the opening pattern KPN1 increases as the target outlet temperature TAO rises. Then, as the opening degree pattern KPN1 becomes larger, the throttle opening degree of the heating expansion valve 14a becomes smaller, and the throttle opening degree of the cooling expansion valve 14b becomes larger.

In the next step, the opening SW of the air mix door 34 is calculated in the same manner as in the cooling mode. Here, in the series dehumidifying / heating mode, the target blowing temperature TAO is higher than in the cooling mode, so that the opening SW of the air mix door 34 approaches 100%. Therefore, in the series dehumidifying / heating mode, the opening degree of the air mix door 34 is determined so that almost the entire flow rate of the air after passing through the indoor evaporator 18 passes through the heater core 42.

In the next step, in order to switch the refrigerating cycle device 10 to the refrigerant circuit in the series dehumidifying and heating mode, the heating expansion valve 14a is in the throttled state, the cooling expansion valve 14b is in the throttled state, and the cooling expansion valve 14c is fully closed. In this state, the dehumidifying on-off valve 15a is closed, and the heating on-off valve 15b is closed. Further, the control signal or the control voltage is output to each controlled device so that the control state determined in the above step can be obtained, and the process returns to step S10.

Therefore, in the refrigerating cycle device 10 in the series dehumidifying / heating mode, the compressor 11, the water refrigerant heat exchanger 12, the heating expansion valve 14a, the outdoor heat exchanger 16, the check valve 17, the cooling expansion valve 14b, and the indoor evaporator. A steam compression type refrigeration cycle in which the refrigerant circulates in the order of 18, the evaporation pressure regulating valve 20, the accumulator 21, and the compressor 11 is configured.

That is, in the refrigeration cycle device 10 in the series dehumidifying / heating mode, the water-refrigerant heat exchanger 12 functions as a radiator (in other words, a radiator) for dissipating the refrigerant discharged from the compressor 11, and the heating expansion valve 14a and A steam compression type refrigeration cycle is configured in which the expansion valve 14b for cooling functions as a pressure reducing unit and the indoor evaporator 18 functions as an evaporator.

Further, when the saturation temperature of the refrigerant in the outdoor heat exchanger 16 is higher than the outside air temperature Tam, a cycle is configured in which the outdoor heat exchanger 16 functions as a radiator (in other words, a radiator). .. When the saturation temperature of the refrigerant in the outdoor heat exchanger 16 is lower than the outside air temperature Tam, a cycle in which the outdoor heat exchanger 16 functions as an evaporator is configured.

According to this, the air can be cooled by the indoor evaporator 18, and the high temperature side heat medium can be heated by the water refrigerant heat exchanger 12. Therefore, in the vehicle air conditioner 1 in the series dehumidifying / heating mode, the air cooled by the indoor evaporator 18 and dehumidified is reheated by the heater core 42 and blown out into the vehicle interior to dehumidify and heat the vehicle interior. It can be carried out.

(3) Parallel dehumidifying and heating mode In the first step of the control flow of the parallel dehumidifying and heating mode, the target high temperature side heat medium temperature of the high temperature side heat medium is the same as in the series dehumidifying and heating mode so that the air can be heated by the heater core 42. TWHO is determined.

In the next step, the amount of increase / decrease ΔIVO in the rotation speed of the compressor 11 is determined. In the parallel dehumidifying / heating mode, the increase / decrease amount ΔIVO is based on the deviation between the target high temperature side heat medium temperature TWHO and the high temperature side heat medium temperature TWH, and the high temperature side heat medium temperature TWH is the target high temperature side heat medium temperature by the feedback control method. Determined to approach TWHO.

In the next step, the target superheat degree SHEO of the refrigerant on the outlet side of the indoor evaporator 18 is determined. As the target superheat degree SHEO, a predetermined constant (5 ° C. in this embodiment) can be adopted.

In the next step, the amount of change ΔKPN1 of the opening pattern KPN1 is determined. In the parallel dehumidification / heating mode, the superheat degree SH is determined to approach the target superheat degree SHEO by the feedback control method based on the deviation between the target superheat degree SHEO and the superheat degree SHE of the outlet side refrigerant of the indoor evaporator 18. ..

The superheat degree SHE of the outlet side refrigerant of the indoor evaporator 18 is calculated based on the temperature T4 and the evaporator temperature Tefin detected by the fourth refrigerant temperature sensor 64d.

Further, in the parallel dehumidifying / heating mode, as the opening pattern KPN1 increases, the throttle opening of the heating expansion valve 14a decreases, and the throttle opening of the cooling expansion valve 14b increases. Therefore, when the opening pattern KPN1 becomes large, the flow rate of the refrigerant flowing into the indoor evaporator 18 increases, and the superheat degree SH of the refrigerant on the outlet side of the indoor evaporator 18 decreases.

In the next step, the opening SW of the air mix door 34 is calculated in the same manner as in the cooling mode. Here, in the parallel dehumidifying / heating mode, the target outlet temperature TAO is higher than in the cooling mode, so that the opening SW of the air mix door 34 approaches 100% as in the series dehumidifying / heating mode. Therefore, in the parallel dehumidifying / heating mode, the opening degree of the air mix door 34 is determined so that almost the entire flow rate of the air after passing through the indoor evaporator 18 passes through the heater core 42.

In the next step, in order to switch the refrigerating cycle device 10 to the refrigerant circuit in the parallel dehumidifying / heating mode, the heating expansion valve 14a is in the throttled state, the cooling expansion valve 14b is in the throttled state, and the cooling expansion valve 14c is fully closed. In this state, the dehumidifying on-off valve 15a is opened, and the heating on-off valve 15b is opened. Further, the control signal or the control voltage is output to each controlled device so that the control state determined in the above step can be obtained, and the process returns to step S10.

Therefore, in the refrigerating cycle device 10 in the parallel dehumidifying / heating mode, the compressor 11, the water refrigerant heat exchanger 12, the heating expansion valve 14a, the outdoor heat exchanger 16, the heating passage 22b, the accumulator 21, and the compressor 11 are in that order. Circulates, and the refrigerant circulates in the order of the compressor 11, the water refrigerant heat exchanger 12, the bypass passage 22a, the cooling expansion valve 14b, the indoor evaporator 18, the evaporation pressure adjusting valve 20, the accumulator 21, and the compressor 11. A compression refrigeration cycle is constructed.

That is, in the refrigeration cycle device 10 in the parallel dehumidifying / heating mode, the water-refrigerant heat exchanger 12 functions as a radiator (in other words, a radiator) that dissipates heat from the refrigerant discharged from the compressor 11, and the heating expansion valve 14a is used. The outdoor heat exchanger 16 functions as a decompression unit, and the heating expansion valve 14a and the cooling expansion valve 14b connected in parallel to the outdoor heat exchanger 16 function as a decompression unit. , A refrigeration cycle is configured in which the indoor evaporator 18 functions as an evaporator.

According to this, the air can be cooled by the indoor evaporator 18, and the high temperature side heat medium can be heated by the water refrigerant heat exchanger 12. Therefore, in the vehicle air conditioner 1 in the parallel dehumidifying / heating mode, the air cooled by the indoor evaporator 18 and dehumidified is reheated by the heater core 42 and blown out into the vehicle interior to dehumidify and heat the vehicle interior. It can be carried out.

(4) Heating mode In the first step of the control flow of the heating mode, the target high temperature side heat medium temperature TWHO of the high temperature side heat medium is determined as in the parallel dehumidification heating mode. In the next step, the increase / decrease amount ΔIVO of the rotation speed of the compressor 11 is determined as in the parallel dehumidification / heating mode.

In the next step, the target supercooling degree SCO2 of the refrigerant flowing out from the refrigerant passage of the water refrigerant heat exchanger 12 is determined. The target supercooling degree SCO2 is determined with reference to the control map based on the suction temperature of the air flowing into the indoor evaporator 18 or the outside air temperature Tam. In the control map of the present embodiment, the target supercooling degree SCO2 is determined so that the coefficient of performance (COP) of the cycle approaches the maximum value.

In the next step, the amount of increase / decrease ΔEVH in the throttle opening of the heating expansion valve 14a is determined. The increase / decrease amount ΔEVH is the refrigerant passage of the water refrigerant heat exchanger 12 by the feedback control method based on the deviation between the target supercooling degree SCO2 and the overcooling degree SC2 of the refrigerant flowing out from the refrigerant passage of the water refrigerant heat exchanger 12. The degree of supercooling SC2 of the refrigerant flowing out from is determined to approach the target degree of supercooling SCO2.

The degree of supercooling SC2 of the refrigerant flowing out from the refrigerant passage of the water refrigerant heat exchanger 12 is calculated based on the temperature T2 detected by the second refrigerant temperature sensor 64b and the pressure P1 detected by the first refrigerant pressure sensor 65a. To.

In the next step, the opening SW of the air mix door 34 is calculated in the same manner as in the cooling mode. Here, in the heating mode, the target outlet temperature TAO is higher than in the cooling mode, so that the opening SW of the air mix door 34 approaches 100%. Therefore, in the heating mode, the opening degree of the air mix door 34 is determined so that substantially the entire flow rate of the air after passing through the indoor evaporator 18 passes through the heater core 42.

In the next step, in order to switch the refrigerating cycle device 10 to the refrigerant circuit in the heating mode, the heating expansion valve 14a is set to the throttled state, the cooling expansion valve 14b is set to the fully closed state, and the cooling expansion valve 14c is fully closed. Then, the dehumidifying on-off valve 15a is closed and the heating on-off valve 15b is opened. Further, the control signal or the control voltage is output to each controlled device so that the control state determined in the above step can be obtained, and the process returns to step S10.

Therefore, in the refrigerating cycle device 10 in the heating mode, the refrigerant circulates in the order of the compressor 11, the water refrigerant heat exchanger 12, the heating expansion valve 14a, the outdoor heat exchanger 16, the heating passage 22b, the accumulator 21, and the compressor 11. A steam compression type refrigeration cycle is configured.

That is, in the refrigerating cycle device 10 in the heating mode, the water-refrigerant heat exchanger 12 functions as a radiator (in other words, a radiator) that dissipates heat from the refrigerant discharged from the compressor 11, and the heating expansion valve 14a is a decompression unit. A refrigeration cycle is configured in which the outdoor heat exchanger 16 functions as an evaporator.

According to this, the high temperature side heat medium can be heated by the water refrigerant heat exchanger 12. Therefore, in the vehicle air conditioner 1 in the heating mode, the interior of the vehicle can be heated by blowing out the air heated by the heater core 42 into the interior of the vehicle.

(5) Cooling cooling mode In the first step of the control flow of the cooling cooling mode, the target evaporator temperature TEO, the increase / decrease amount of the number of revolutions of the compressor 11 ΔIVO, the target supercooling degree SCO1, and the expansion for cooling are the same as in the cooling mode. The amount of increase / decrease in the throttle opening of the valve 14b ΔEVC and the opening SW of the air mix door 34 are determined.

In the next step, the amount of increase / decrease ΔEVB in the throttle opening of the cooling expansion valve 14c is determined. In the cooling cooling mode, the increase / decrease amount ΔEVB is based on the deviation between the target superheat degree SHEO and the superheat degree SH of the outlet side refrigerant of the indoor evaporator 18, and the superheat degree of the outlet side refrigerant of the indoor evaporator 18 is determined by a feedback control method. The SHE is determined to approach the target superheat degree SHEO.

When the target superheat degree SHO is larger than the superheat degree SHE of the outlet side refrigerant of the indoor evaporator 18, the increase / decrease amount ΔEVB of the throttle opening of the cooling expansion valve 14c is set to a positive value. As a result, the throttle opening of the cooling expansion valve 14c becomes large, so that the flow rate of the refrigerant flowing into the battery cooler 19 increases and the flow rate of the refrigerant flowing into the indoor evaporator 18 decreases. As a result, the superheat degree SH of the refrigerant on the outlet side of the indoor evaporator 18 becomes large and approaches the target superheat degree SHEO.

On the other hand, when the target superheat degree SHEO is smaller than the superheat degree SHE of the outlet side refrigerant of the indoor evaporator 18, the increase / decrease amount ΔEVB of the throttle opening of the cooling expansion valve 14c is set to a negative value. As a result, the throttle opening of the cooling expansion valve 14c becomes smaller, so that the flow rate of the refrigerant flowing into the battery cooler 19 decreases and the flow rate of the refrigerant flowing into the indoor evaporator 18 increases. As a result, the superheat degree SH of the refrigerant on the outlet side of the indoor evaporator 18 becomes small and approaches the target superheat degree SHEO.

In the next step, in order to switch the refrigerating cycle device 10 to the refrigerant circuit in the cooling / cooling mode, the heating expansion valve 14a is set to the fully open state, the cooling expansion valve 14b is set to the throttle state, and the cooling expansion valve 14c is set to the throttle state. , The dehumidifying on-off valve 15a is closed, and the heating on-off valve 15b is closed. Further, the control signal or the control voltage is output to each controlled device so that the control state determined in the above step can be obtained, and the process returns to step S10.

Therefore, in the refrigerating cycle device 10 in the cooling cooling mode, the compressor 11, the water refrigerant heat exchanger 12, the heating expansion valve 14a, the outdoor heat exchanger 16, the check valve 17, the cooling expansion valve 14b, and the indoor evaporator 18 Refrigerant circulates in the order of the evaporation pressure adjusting valve 20, the accumulator 21, the compressor 11, and the compressor 11, the water refrigerant heat exchanger 12, the heating expansion valve 14a, the outdoor heat exchanger 16, the check valve 17, and the cooling. A steam compression type refrigeration cycle in which the refrigerant circulates in the order of the expansion valve 14c, the battery cooler 19, the evaporation pressure regulating valve 20, the accumulator 21, and the compressor 11 is configured.

That is, in the refrigerating cycle device 10 in the cooling cooling mode, the water refrigerant heat exchanger 12 and the outdoor heat exchanger 16 function as radiators to dissipate the refrigerant discharged from the compressor 11, and the cooling expansion valve 14b is the decompression unit. The indoor evaporator 18 functions as an evaporator, and the cooling expansion valve 14b and the cooling expansion valve 14c connected in parallel to the indoor evaporator 18 function as a pressure reducing unit, and the battery cooler. A refrigeration cycle is configured in which 19 functions as an evaporator.

According to this, the blown air can be cooled by the indoor evaporator 18, and the high temperature side heat medium can be heated by the water refrigerant heat exchanger 12.

Therefore, in the vehicle air conditioner 1 in the cooling / cooling mode, a part of the blown air cooled by the indoor evaporator 18 is reheated by the heater core 42 by adjusting the opening degree of the air mix door 34, and the target blowing temperature TAO. The interior of the vehicle can be cooled by blowing out the blown air whose temperature has been adjusted so as to approach the interior of the vehicle. Further, the battery 80 can be cooled by the battery cooler 19.

(6) In-series dehumidifying / heating / cooling mode In the first step of the control flow of the in-series dehumidifying / heating / cooling mode, the target evaporator temperature TEO, the amount of increase / decrease in the number of revolutions of the compressor 11 ΔIVO, and the target high-pressure side are the same as in the series dehumidifying / heating mode. The heat medium temperature TWHO, the amount of change ΔKPN1 of the opening pattern KPN1, and the opening SW of the air mix door 34 are determined.

In the next step, as in the cooling / cooling mode, the target superheat degree SHEO and the increase / decrease amount ΔEVB of the throttle opening of the cooling expansion valve 14c are determined.

In the next step, in order to switch the refrigerating cycle device 10 to the refrigerant circuit in the series dehumidifying / heating / cooling mode, the heating expansion valve 14a is in the throttled state, the cooling expansion valve 14b is in the throttled state, and the cooling expansion valve 14c is throttled. In this state, the dehumidifying on-off valve 15a is closed, and the heating on-off valve 15b is closed.

Further, a control signal or a control voltage is output to each controlled device so that the control state determined in the above step can be obtained, and the process returns to step S10.

Therefore, in the series dehumidifying / heating / cooling mode, the compressor 11, the water refrigerant heat exchanger 12, the heating expansion valve 14a, the outdoor heat exchanger 16, the check valve 17, the cooling expansion valve 14b, the indoor evaporator 18, and the evaporation pressure. The refrigerant circulates in the order of the regulating valve 20, the accumulator 21, the compressor 11, and the compressor 11, the water refrigerant heat exchanger 12, the heating expansion valve 14a, the outdoor heat exchanger 16, the check valve 17, and the cooling expansion valve. A steam compression type refrigeration cycle in which the refrigerant circulates in the order of 14c, the battery cooler 19, the evaporation pressure regulating valve 20, the accumulator 21, and the compressor 11 is configured.

That is, in the refrigerating cycle device 10 in the series dehumidifying / heating / cooling mode, the water-refrigerant heat exchanger 12 functions as a radiator (in other words, a radiator), and the indoor evaporator 18 and the battery cooler 19 function as an evaporator. A compression refrigeration cycle is constructed.

That is, in the refrigerating cycle device 10 in the series dehumidifying / heating mode, the water-refrigerant heat exchanger 12 functions as a radiator (in other words, a radiator) that dissipates the refrigerant discharged from the compressor 11, and the heating expansion valve 14a is used. It functions as a decompression unit, and further, the cooling expansion valve 14b functions as a decompression unit, the indoor evaporator 18 functions as an evaporator, and is connected in parallel to the cooling expansion valve 14b and the indoor evaporator 18. A refrigerating cycle is configured in which the cooling expansion valve 14c functions as a pressure reducing unit and the battery cooler 19 functions as an evaporator.

According to this, the air can be cooled by the indoor evaporator 18, and the high temperature side heat medium can be heated by the water refrigerant heat exchanger 12. Further, the low-voltage side heat medium can be cooled by the battery cooler 19.

Therefore, in the refrigerating cycle device 10 in the series dehumidifying / heating / cooling mode, the air cooled by the indoor evaporator 18 and dehumidified is reheated by the heater core 42 and blown out into the vehicle interior to dehumidify and heat the vehicle interior. It can be carried out. At this time, by increasing the opening degree pattern KPN1, the heating capacity of the air in the heater core 42 can be improved as in the series dehumidifying and heating mode. Further, the battery 80 can be cooled by the battery cooler 19.

(7) Parallel dehumidifying / heating / cooling mode In the first step of the control flow of the parallel dehumidifying / heating / cooling mode, as in the parallel dehumidifying / heating mode, the target high-temperature side heat medium temperature TWHO, the amount of increase / decrease in the number of revolutions of the compressor 11 ΔIVO, and the target. The degree of superheat SHEO, the amount of change ΔKPN1 of the opening pattern KPN1, and the opening SW of the air mix door 34 are determined.

In the next step, in order to switch the refrigerating cycle device 10 to the refrigerant circuit in the parallel dehumidifying / heating / cooling mode, the heating expansion valve 14a is in the throttled state, the cooling expansion valve 14b is in the throttled state, and the cooling expansion valve 14c is throttled. In this state, the dehumidifying on-off valve 15a is opened, and the heating on-off valve 15b is opened.

Therefore, in the refrigeration cycle device 10 in the parallel dehumidifying / heating / cooling mode, the compressor 11, the water refrigerant heat exchanger 12, the heating expansion valve 14a, the outdoor heat exchanger 16, the heating passage 22b, the accumulator 21, and the compressor 11 are in this order. As the refrigerant circulates, the refrigerant circulates in the order of the compressor 11, the water refrigerant heat exchanger 12, the bypass passage 22a, the cooling expansion valve 14b, the indoor evaporator 18, the evaporation pressure adjusting valve 20, the accumulator 21, and the compressor 11. Further, a steam compression type in which the refrigerant circulates in the order of the compressor 11, the water refrigerant heat exchanger 12, the bypass passage 22a, the cooling expansion valve 14c, the battery cooler 19, the evaporation pressure adjusting valve 20, the accumulator 21, and the compressor 11. Refrigeration cycle is configured.

That is, in the refrigerating cycle device 10 in the parallel dehumidifying / heating / cooling mode, the water-refrigerator heat exchanger 12 functions as a radiator (in other words, a radiator) that dissipates heat from the refrigerant discharged from the compressor 11, and the heating expansion valve 14a Functions as a decompression unit, the outdoor heat exchanger 16 functions as an evaporator, and the cooling expansion valve 14a connected in parallel to the heating expansion valve 14a and the outdoor heat exchanger 16 functions as a decompression unit. The indoor evaporator 18 functions as an evaporator, and the cooling expansion valve 14c connected in parallel to the heating expansion valve 14a and the outdoor heat exchanger 16 functions as a pressure reducing unit, and the battery cooler. A refrigeration cycle is configured in which 19 functions as an evaporator.

Therefore, in the vehicle air conditioner 1 in the parallel dehumidifying / heating / cooling mode, the air cooled by the indoor evaporator 18 and dehumidified is reheated by the heater core 42 and blown out into the vehicle interior to dehumidify and heat the vehicle interior. It can be performed. At this time, by lowering the refrigerant evaporation temperature in the outdoor heat exchanger 16 to be lower than the refrigerant evaporation temperature in the indoor evaporator 18, the air can be reheated with a heating capacity higher than that in the series dehumidifying / heating / cooling mode. Further, the battery 80 can be cooled by the battery cooler 19.

(8) Heating / cooling mode In the first step of the control flow of the heating / cooling mode, the increase / decrease amount ΔIVO of the rotation speed of the compressor 11 is determined. In the heating / cooling mode, the increase / decrease amount ΔIVO is determined so that the battery temperature TB approaches the target battery temperature by the feedback control method based on the deviation between the target battery temperature and the battery temperature TB.

In the next step, the target supercooling degree SCO1 of the refrigerant flowing out from the outdoor heat exchanger 16 is determined. The target supercooling degree SCO1 of the heating / cooling mode is determined with reference to the control map based on the outside air temperature Tam. In the control map of the present embodiment, the target supercooling degree SCO1 is determined so that the coefficient of performance (COP) of the cycle approaches the maximum value.

In the next step, the amount of increase / decrease ΔEVB in the throttle opening of the cooling expansion valve 14c is determined. The increase / decrease amount ΔEVB is the supercooling degree of the outlet side refrigerant of the outdoor heat exchanger 16 by the feedback control method based on the deviation between the target supercooling degree SCO1 and the supercooling degree SC1 of the outlet side refrigerant of the outdoor heat exchanger 16. SC1 is determined to approach the target supercooling degree SCO1. The supercooling degree SC1 is calculated in the same manner as in the cooling mode.

In the next step, the opening SW of the air mix door 34 is calculated in the same manner as in the cooling mode.

In the next step, in order to switch the refrigerating cycle device 10 to the refrigerant circuit in the heating / cooling mode, the heating expansion valve 14a is fully opened, the cooling expansion valve 14b is fully closed, and the cooling expansion valve 14c is throttled. Then, the dehumidifying on-off valve 15a is closed, and the heating on-off valve 15b is closed. Further, the control signal or the control voltage is output to each controlled device so that the control state determined in the above step can be obtained, and the process returns to step S10.

Therefore, in the refrigerating cycle device 10 in the heating / cooling mode, the compressor 11, the water refrigerant heat exchanger 12, the heating expansion valve 14a, the outdoor heat exchanger 16, the check valve 17, the cooling expansion valve 14c, and the battery cooler 19 , The evaporative pressure regulating valve 20, the accumulator 21, and the compressor 11 form a steam compression type refrigeration cycle in which the refrigerant circulates in this order.

That is, in the refrigerating cycle device 10 in the heating / cooling mode, the water refrigerant heat exchanger 12 and the outdoor heat exchanger 16 function as a radiator (in other words, a radiator) to dissipate the refrigerant discharged from the compressor 11 for cooling. A steam compression type refrigeration cycle is configured in which the expansion valve 14c functions as a pressure reducing unit for reducing the pressure of the refrigerant, and the battery cooler 19 functions as an evaporator.

According to this, the water refrigerant heat exchanger 12 can heat the high temperature side heat medium, and the battery cooler 19 can cool the battery 80.

Therefore, in the vehicle air conditioner 1 in the heating / cooling mode, the interior of the vehicle can be heated by blowing out the air heated by the heater core 42 into the interior of the vehicle. Further, the battery 80 can be cooled by the battery cooler 19.

(9) Heating series cooling mode In the first step of the control flow of the heating series cooling mode, the increase / decrease amount ΔIVO of the rotation speed of the compressor 11 is determined as in the heating / cooling mode. In the next step, the target high temperature side heat medium temperature TWHO of the high temperature side heat medium is determined as in the series dehumidification heating mode.

In the next step, the throttle opening of the heating expansion valve 14a and the throttle opening of the cooling expansion valve 14c are determined. Specifically, in the heating series cooling mode, as the target outlet temperature TAO rises, the throttle opening of the heating expansion valve 14a is reduced and the throttle opening of the cooling expansion valve 14c is increased.

In the next step, in order to switch the refrigerating cycle device 10 to the refrigerant circuit in the heating series cooling mode, the heating expansion valve 14a is set to the throttled state, the cooling expansion valve 14b is set to the fully closed state, and the cooling expansion valve 14c is throttled. In this state, the dehumidifying on-off valve 15a is closed, and the heating on-off valve 15b is closed. Further, the control signal or the control voltage is output to each controlled device so that the control state determined in the above step can be obtained, and the process returns to step S10.

Therefore, in the refrigerating cycle device 10 in the heating series cooling mode, the compressor 11, the water refrigerant heat exchanger 12, the heating expansion valve 14a, the outdoor heat exchanger 16, the check valve 17, the cooling expansion valve 14c, and the battery cooler. A steam compression type refrigeration cycle in which the refrigerant circulates in the order of 19, the evaporation pressure regulating valve 20, the accumulator 21, and the compressor 11 is configured.

That is, in the refrigerating cycle device 10 in the heating series cooling mode, the water refrigerant heat exchanger 12 functions as a radiator (in other words, a radiator) that dissipates the refrigerant discharged from the compressor 11, and the heating expansion valve 14a and A steam compression type refrigeration cycle is configured in which the cooling expansion valve 14c functions as a pressure reducing unit and the battery cooler 19 functions as an evaporator.

Therefore, in the vehicle air conditioner 1 in the heating series cooling mode, the interior of the vehicle can be heated by blowing out the air heated by the heater core 42 into the interior of the vehicle. Further, the battery 80 can be cooled by the battery cooler 19.

(10) Heating parallel cooling mode In the first step of the control flow of the heating parallel cooling mode, the target high temperature side heat medium temperature of the high temperature side heat medium is the same as in the series dehumidifying heating mode so that the air can be heated by the heater core 42. TWHO is decided.

In the next step, the amount of increase / decrease ΔIVO in the rotation speed of the compressor 11 is determined. In the heating parallel cooling mode, the increase / decrease amount ΔIVO is the high temperature side heat medium temperature by the feedback control method based on the deviation between the target high temperature side heat medium temperature TWHO and the high temperature side heat medium temperature TWH, as in the series dehumidification heating mode. The TWH is determined to approach the target high temperature side heat medium temperature TWHO.

In the next step, the target superheat degree SHCO of the refrigerant on the outlet side of the refrigerant passage of the battery cooler 19 is determined. As the target superheat degree SHCO, a predetermined constant (5 ° C. in this embodiment) can be adopted.

In the next step, the amount of change ΔKPN2 of the opening pattern KPN2 is determined. In the heating parallel cooling mode, the superheat degree SHCO is adjusted to approach the target superheat degree SHCO by the feedback control method based on the deviation between the target superheat degree SHCO and the superheat degree SHCO of the refrigerant on the outlet side of the refrigerant passage of the battery cooler 19. It is determined.

Further, in the heating parallel cooling mode, as the opening pattern KPN2 increases, the throttle opening of the heating expansion valve 14a decreases, and the throttle opening of the cooling expansion valve 14c increases. Therefore, when the opening pattern KPN2 increases, the flow rate of the refrigerant flowing into the refrigerant passage of the battery cooler 19 increases, and the degree of superheat SHC of the refrigerant on the outlet side of the refrigerant passage of the battery cooler 19 decreases.

In the next step, the opening SW of the air mix door 34 is calculated in the same manner as in the cooling mode. In the next step, in order to switch the refrigerating cycle device 10 to the refrigerant circuit in the heating parallel cooling mode, the heating expansion valve 14a is set to the throttled state, the cooling expansion valve 14b is set to the fully closed state, and the cooling expansion valve 14c is throttled. In this state, the dehumidifying on-off valve 15a is opened, and the heating on-off valve 15b is opened.

Therefore, in the refrigerating cycle device 10 in the heating parallel cooling mode, the refrigerant is in the order of the compressor 11, the water refrigerant heat exchanger 12, the heating expansion valve 14a, the outdoor heat exchanger 16, the heating passage 22b, the accumulator 21, and the compressor 11. Circulates, and the refrigerant circulates in the order of the compressor 11, the water refrigerant heat exchanger 12, the bypass passage 22a, the cooling expansion valve 14c, the battery cooler 19, the evaporation pressure adjusting valve 20, the accumulator 21, and the compressor 11. A compression refrigeration cycle is constructed.

That is, in the refrigerating cycle device 10 in the heating parallel cooling mode, the water refrigerant heat exchanger 12 functions as a radiator (in other words, a radiator) that dissipates heat from the refrigerant discharged from the compressor 11, and the heating expansion valve 14a is used. The outdoor heat exchanger 16 functions as a decompression unit, and the heating expansion valve 14a and the cooling expansion valve 14c connected in parallel to the outdoor heat exchanger 16 function as a decompression unit. , A refrigeration cycle is configured in which the battery cooler 19 functions as an evaporator.

Therefore, in the vehicle air conditioner 1 in the heating parallel cooling mode, the interior of the vehicle can be heated by blowing out the air heated by the heater core 42 into the interior of the vehicle. Further, the battery 80 can be cooled by the battery cooler 19.

(11) Cooling mode In the first step of the control flow of the cooling mode, as in the heating cooling mode, the increase / decrease amount ΔIVO of the rotation speed of the compressor 11, the target supercooling degree SCO1, and the throttle opening of the cooling expansion valve 14c The amount of increase / decrease ΔEVB and the opening SW of the air mix door 34 are determined.

Here, in the cooling mode, the target outlet temperature TAO is lower than the heating reference temperature γ, so that the opening SW of the air mix door 34 approaches 0%. Therefore, in the cooling mode, the opening degree of the air mix door 34 is determined so that almost the entire flow rate of the air after passing through the indoor evaporator 18 passes through the cold air bypass passage 35.

In the next step, in order to switch the refrigerating cycle device 10 to the cooling mode refrigerant circuit, the heating expansion valve 14a is fully opened, the cooling expansion valve 14b is fully closed, and the cooling expansion valve 14c is throttled. , The dehumidifying on-off valve 15a is closed, and the heating on-off valve 15b is closed. Further, the control signal or the control voltage is output to each controlled device so that the control state determined in the above step can be obtained, and the process returns to step S10.

Therefore, in the refrigerating cycle device 10 in the cooling mode, the compressor 11, the water refrigerant heat exchanger 12, the heating expansion valve 14a, the outdoor heat exchanger 16, the check valve 17, the cooling expansion valve 14c, the battery cooler 19, A steam compression type refrigeration cycle in which the refrigerant circulates in the order of the evaporative pressure regulating valve 20, the accumulator 21, and the compressor 11 is configured.

That is, in the refrigerating cycle device 10 in the cooling mode, the outdoor heat exchanger 16 functions as a radiator (in other words, a radiator) that dissipates the refrigerant discharged from the compressor 11, and the cooling expansion valve 14c serves as a decompression unit. A steam-compressed refrigeration cycle is configured that functions and the battery cooler 19 functions as an evaporator.

Therefore, in the vehicle air conditioner 1 in the cooling mode, the battery 80 can be cooled by the battery cooler 19.

Further, in the refrigerating cycle device 10 of the present embodiment, in the operation mode for cooling the battery 80, the cycle control device 60 has the number of refrigerant flow paths through which the refrigerant flows with respect to the three refrigerant flow paths of the battery cooler 19. Nr (hereinafter referred to as the number of refrigerant flow paths Nr) is controlled.

By controlling the number of refrigerant channels Nr, the cooling amount Qc of the battery 80 by the battery cooler 19 is adjusted. That is, the cooling amount (in other words, the heat transfer amount) of the battery 80 by the battery cooler 19 is expressed by the following mathematical formula F3.
Qc = Kt ・ Fc ・ ΔT ... (F3)
In the formula F3, Qc is the cooling amount of the battery 80. Kt is thermal resistance. Fc is the contact area with the flowing refrigerant. ΔT is the temperature difference between the refrigerant and the battery 80.

The contact area Fc of the fluidized refrigerant in the battery cooler 19 increases as the number of refrigerant channels Nr increases. The larger the contact area Fc, the larger the cooling amount Qc of the battery 80. Therefore, by controlling the number of refrigerant channels Nr, the cooling amount Qc of the battery 80 by the battery cooler 19 is adjusted.

Specifically, (5) cooling cooling mode, (6) series dehumidifying heating cooling mode, (7) parallel dehumidifying heating cooling mode, (8) heating cooling mode, (9) heating series cooling mode, (10) heating parallel In the cooling mode and (11) cooling mode, the control flow shown in FIG. 7 is executed.

First, in step S300, it is determined whether or not the operating mode being executed is the operating mode in which the air is cooled by the indoor evaporator 18. Specifically, when the air conditioner switch is turned on, it is determined that the operation mode is for cooling the air with the indoor evaporator 18. If it is determined that the operation mode being executed in step S300 is the operation mode in which the air is cooled by the indoor evaporator 18, the process proceeds to step S310. If it is determined that the operation mode being executed in step S300 is not the operation mode in which the air is cooled by the indoor evaporator 18, the process proceeds to step S320.

In step S310, the air conditioning effect determination is performed. Specifically, based on the deviation ΔTE between the target evaporator temperature TEO and the evaporator temperature Tefin detected by the evaporator temperature sensor 64f, the number of first temporary refrigerant channels Nr1 is determined by using the control map of FIG. It is determined. The first temporary refrigerant flow path number Nr1 is the first candidate value of the refrigerant flow path number Nr. As the deviation ΔTE is larger, the cooling capacity required for air conditioning is larger and the cooling capacity on the battery 80 side needs to be suppressed, so that the number of first temporary refrigerant channels Nr1 is reduced. On the other hand, as the deviation ΔTE is smaller, the cooling capacity required for air conditioning is smaller and the cooling capacity on the battery 80 side can be increased, so that the number of first temporary refrigerant channels Nr1 is increased.

In step S320, the battery calorific value is determined. Specifically, based on the calorific value Qb of the battery 80, the number of second temporary refrigerant flow paths Nr2 of the battery cooler 19 is determined by using the control map of FIG. The second temporary refrigerant flow path number Nr2 is a second candidate value of the refrigerant flow path number Nr. As the calorific value Qb of the battery 80 is larger, the cooling capacity required for the battery 80 is larger and it is necessary to suppress the cooling capacity on the air conditioning side, so that the number of second temporary refrigerant channels Nr2 is reduced. On the other hand, as the calorific value Qb of the battery 80 is smaller, the cooling capacity required for the battery 80 is smaller and the cooling capacity on the air conditioning side can be increased. Therefore, the number of second temporary refrigerant channels Nr2 is larger. Will be done.

In step S330, the battery temperature is determined. Specifically, based on the battery temperature TB, the number of third temporary refrigerant flow paths Nr3 of the battery cooler 19 is determined using the control map of FIG. The higher the battery temperature TB, the larger the cooling capacity required for the battery 80, and it is necessary to suppress the cooling capacity on the air conditioning side. Therefore, the number of third temporary refrigerant channels Nr3 is reduced. On the other hand, as the battery temperature TB is lower, the cooling capacity required for the battery 80 is smaller and the cooling capacity on the air conditioning side can be increased, so that the number of third temporary refrigerant channels Nr3 is increased.

In step S340, the number of refrigerant flow paths Nr is determined based on the number of first temporary refrigerant flow paths Nr1, the number of second temporary refrigerant flow paths Nr2, and the number of third temporary refrigerant flow paths Nr3. For example, the maximum value of the first temporary refrigerant flow path number Nr1, the second temporary refrigerant flow path number Nr2, and the third temporary refrigerant flow path number Nr3 is determined as the refrigerant flow path number Nr. For example, the average value of the first temporary refrigerant flow path number Nr1, the second temporary refrigerant flow path number Nr2, and the third temporary refrigerant flow path number Nr3 may be determined as the number of refrigerant flow paths Nr.

In step S350, a control signal or a control voltage is output to the first to third cooling expansion valves 14c to 14e so that the number of refrigerant flow paths Nr determined in step S340 can be obtained, and the process returns to step S10. ..

As described above, in the refrigerating cycle device 10 of the present embodiment, various operation modes can be switched. As a result, the vehicle air conditioner 1 can realize comfortable air conditioning in the vehicle interior while appropriately adjusting the temperature of the battery 80.

Further, in the refrigerating cycle device 10 of the present embodiment, the number of refrigerant flow paths Nr can be controlled according to the influence of air conditioning, the amount of heat generated, and the battery temperature. As a result, the vehicle air conditioner 1 can uniformly and appropriately cool the battery 80 without causing dryout. The dryout is a phenomenon in which only the battery 80 on the upstream side of the refrigerant is cooled and the battery 80 on the downstream side of the refrigerant is not cooled.

Specifically, in the refrigerating cycle device 10 of the present embodiment, the number of refrigerant channels Nr is reduced in a scene where the air conditioning load is high such as cooldown and in a scene where the vehicle interior is preferentially cooled, so that the indoor evaporator Even if the amount of cooling heat is preferentially supplied to 18 and the amount of cooling heat supplied to the battery cooler 19 is reduced, the battery 80 can be uniformly cooled without causing dryout. On the other hand, in a scene where the air conditioning load is reduced and the number of revolutions of the compressor 11 is increased, or when the battery 80 requires a large amount of cooling, the number of refrigerant channels Nr is increased, so that the amount of cooling of the battery 80 is increased. It becomes possible.

In the present embodiment, the cycle control device 60 and the first to third cooling expansion valves 14c to 14e are adjusting units for adjusting the endothermic area of the battery cooler 19. According to this, since the endothermic area of the battery cooler 19 is adjusted, the amount of heat transfer between the refrigerant and the battery 80 in the battery cooler 19 can be adjusted. Therefore, it is possible to suppress the dryout of the refrigerant in the battery cooler 19 while ensuring the cooling capacity of the battery cooler 19.

In the present embodiment, the cycle control device 60 switches whether or not to block the flow of the refrigerant with respect to the second to third refrigerant channels 19b to 19c among the first to third refrigerant channels 19a to 19c. The second to third cooling expansion valves 14d to 14e are controlled. As a result, the endothermic area of the battery cooler 19 can be adjusted with a simple configuration.

In the present embodiment, the cycle control device 60 has the first to third cooling expansion valves 14c to reduce the number of refrigerant flow paths Nr of the battery cooler 19 as the heat exchange load ΔTE of the indoor evaporator 18 increases. Control 14e. As a result, when the cooling capacity required for air conditioning is large and it is necessary to suppress the cooling capacity on the battery 80 side, the heat absorption area of the battery cooler 19 is reduced to reduce the heat absorption area of the battery cooler 19 from the battery 80 to the refrigerant. Since the amount of heat transfer can be kept small, dryout in the battery cooler 19 can be suppressed.

In the present embodiment, the cycle control device 60 controls the first to third cooling expansion valves 14c to 14e so as to increase the number of refrigerant flow paths Nr of the battery cooler 19 as the calorific value Qb of the battery 80 increases. do. As a result, the larger the calorific value Qb of the battery 80, the larger the heat absorption area of the battery cooler 19, and the larger the amount of heat transfer from the battery 80 to the refrigerant in the battery cooler 19, so that the battery cooler 19 can be increased. Cooling capacity can be secured.

In the present embodiment, the cycle control device 60 controls the first to third cooling expansion valves 14c to 14e so as to increase the number of refrigerant flow paths Nr of the battery cooler 19 as the temperature TB of the battery 80 increases. .. As a result, the higher the temperature TB of the battery 80, the larger the heat absorbing area of the battery cooler 19, and the larger the amount of heat transferred from the battery 80 to the refrigerant in the battery cooler 19, so that the battery cooler 19 can be cooled. You can secure the ability.

In the present embodiment, the first to third cooling expansion valves 14c to 14e are arranged on the upstream sides of the first to third refrigerant flow paths 19a to 19c, respectively. As a result, the refrigerant can be appropriately evaporated in each of the first to third refrigerant flow paths 19a to 19c.

In the present embodiment, the first cooling expansion valve 14c does not block the flow of the refrigerant with respect to the first refrigerant flow path 19a. The first cooling expansion valve 14c is an electric expansion valve. As a result, the refrigerant can be appropriately evaporated in the first refrigerant flow path 19a in which the refrigerant always flows, so that the battery cooler 19 can evaporate the refrigerant as appropriately as possible.

(Second Embodiment)
In step S340 of the above embodiment, the number of refrigerant flow paths Nr is determined based on the number of first temporary refrigerant flow paths Nr1, the number of second temporary refrigerant flow paths Nr2, and the number of third temporary refrigerant flow paths Nr3. For example, the maximum value of the first temporary refrigerant flow path number Nr1, the second temporary refrigerant flow path number Nr2, and the third temporary refrigerant flow path number Nr3 may be determined as the refrigerant flow path number Nr, or the first temporary refrigerant flow path number Nr1. , The average value of the second temporary refrigerant flow path number Nr2 and the third temporary refrigerant flow path number Nr3 is converted into an integer and determined as the refrigerant flow path number Nr.

In step S340 of the present embodiment, the refrigerant is used using the control maps shown in FIGS. 11 to 12 based on the number of first temporary refrigerant flow paths Nr1, the number of second temporary refrigerant flow paths Nr2, and the number of third temporary refrigerant flow paths Nr3. The number of flow paths Nr is determined. 11 to 12 are examples of control maps, and the numerical values set in FIGS. 11 to 12 can be changed as appropriate.

The specific procedure for determining the number of refrigerant channels Nr will be explained. First, as shown in FIG. 11, the number of fourth temporary refrigerant flow paths Nr4 is determined by the combination of the number of first temporary refrigerant flow paths Nr1 and the number of second temporary refrigerant flow paths Nr2. In this example, the numerical values in FIG. 11 are set so that the number Nr1 of the first temporary refrigerant channels is mainly prioritized over the number Nr2 of the second temporary refrigerant channels. That is, the numerical values in FIG. 11 are set so that the result of the air conditioning influence determination is mainly prioritized over the result of the battery calorific value determination.

Then, as shown in FIG. 12, the number of refrigerant flow paths Nr is determined by the combination of the number of fourth temporary refrigerant flow paths Nr4 and the number of third temporary refrigerant flow paths Nr3. In this example, the numerical value in FIG. 11 is set so that the larger value of the fourth temporary refrigerant flow path number Nr4 and the third temporary refrigerant flow path number Nr3 is determined as the refrigerant flow path number Nr.

This makes it possible to determine the number of refrigerant flow paths Nr so that the result of the air conditioning effect determination is given the highest priority.

Also in this embodiment, as in the first embodiment, the number of refrigerant flow paths Nr can be controlled according to the influence of air conditioning, the amount of heat generated, and the battery temperature, so that the battery 80 can be uniformly distributed without causing dryout. Can be cooled properly.

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, all of the first to third cooling expansion valves 14c to 14e have a fully closed function, but the first cooling expansion valve 14c does not have a fully closed function. 1 The refrigerant may be constantly flowing in the refrigerant flow path 19a. In this case, it is preferable that the first cooling expansion valve 14c is an electric expansion valve so that the flow rate of the refrigerant flowing in the first refrigerant flow path 19a can be arbitrarily adjusted.

In the above-described embodiment, the refrigerating cycle device 10 is a so-called accumulator cycle including an accumulator 21, but the refrigerating cycle device 10 may be a receiver cycle. That is, the refrigeration cycle device 10 may include a receiver for storing the liquid phase refrigerant flowing out of the water refrigerant heat exchanger 12.

In the above-described embodiment, the battery cooler 19 cools the battery 80 from the bottom surface side, but the battery 80 may be cooled from the side surface side or the top surface side.

In the above-described embodiment, the refrigeration cycle device 10 capable of switching to a plurality of operation modes has been described, but the switching of the operation mode of the refrigeration cycle device 10 is not limited to this.

Further, in the above embodiment, an example in which the high temperature side cooling reference temperature β2 is determined to be higher than the dehumidifying reference temperature β1 has been described, but the high temperature side cooling reference temperature β2 and the dehumidifying reference temperature β1 are equivalent. May be. Further, although an example in which the low temperature side cooling reference temperature α2 is determined to be higher than the cooling reference temperature α1 has been described, the low temperature side cooling reference temperature α2 and the cooling reference temperature α1 may be equivalent.

Further, the detailed control of each operation mode is not limited to that disclosed in the above-described embodiment. For example, the blower mode described in step S260 may be a stop mode for stopping not only the compressor 11 but also the blower 32.

The components of the refrigeration cycle device are not limited to those disclosed in the above-described embodiment. A plurality of cycle components may be integrated so that the above-mentioned effects can be exhibited. For example, a four-way joint structure in which the second three-way joint 13b and the fifth three-way joint 13e are integrated may be adopted. Further, as the cooling expansion valve 14b and the cooling expansion valve 14c, those in which the electric expansion valve having no fully closed function and the on-off valve are directly connected may be adopted.

Further, 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, etc. may be adopted. Alternatively, a mixed refrigerant or the like in which a plurality of types of these refrigerants are mixed may be adopted. Further, carbon dioxide may be adopted as the refrigerant to form a supercritical refrigeration cycle in which the pressure of the refrigerant on the high pressure side is equal to or higher than the critical pressure of the refrigerant.

The configuration of the heating unit is not limited to that disclosed in the above-described embodiment. For example, a three-way valve and a high-temperature side radiator may be added to the high-temperature side heat medium circuit 40 described in the first embodiment to dissipate excess heat to the outside air. Further, in a vehicle equipped with an internal combustion engine (engine) such as a hybrid vehicle, engine cooling water may be circulated in the high temperature side heat medium circuit 40.

In the above-described embodiment, the example in which the cooling target to be cooled by the battery cooling unit is the battery 80 has been described, but the cooling target is not limited to this. An inverter that converts direct current and alternating current, a charger that charges the battery 80, and a motor generator that outputs driving force for driving by supplying electric power and generates regenerative electric power during deceleration. It may be an electric device that generates heat during operation as in the case of.

In each of the above-described embodiments, the refrigeration cycle device 10 according to the present disclosure is applied to the vehicle air conditioner 1, but the application of the refrigeration cycle device 10 is not limited to this. For example, it may be applied to an air conditioner having a battery cooling function that air-conditions a room while appropriately adjusting the temperature of a stationary battery.

In the above-described embodiment, the cycle control device 60 opens and closes the first to third cooling expansion valves 14c to 14e to increase or decrease the number of refrigerant flow paths Nr of the battery cooler 19, thereby increasing or decreasing the heat absorption area of the battery cooler 19. However, the heat absorption area of the battery cooler 19 is increased or decreased by increasing or decreasing the opening degree of the expansion valves 14c to 14e for the first to third cooling to increase or decrease the flow rate of the refrigerant with respect to the refrigerant flow path of the battery cooler 19. May be adjusted.

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

Claims

A compressor (11) that compresses and discharges the refrigerant,
A heat radiating unit (12, 16) that dissipates heat from the refrigerant discharged from the compressor, and
An air-conditioning evaporation unit (18) that exchanges heat between the refrigerant and air to evaporate the refrigerant and cool the air.
A cooling unit (19) arranged in parallel with the air-conditioning evaporation unit in the flow of the refrigerant and cooling the cooling object by evaporating the refrigerant with the heat of the cooling object (80).
A refrigerating cycle apparatus including an adjusting unit (14c, 14d, 14e, 60) for adjusting an endothermic area, which is an area of a portion of the cooling unit where the refrigerant flows and absorbs heat of the object to be cooled by the refrigerant.
The cooling unit has a plurality of refrigerant flow paths (19a, 19b, 19c) through which the refrigerants flow in parallel with each other.
The endothermic area is such that the adjusting unit reduces the flow rate of the refrigerant with respect to at least a part of the plurality of refrigerant channels or switches whether to block the flow of the refrigerant. The refrigeration cycle apparatus according to claim 1.
The refrigerating cycle device according to claim 2, wherein the adjusting unit increases the number of refrigerant flow paths that block the flow of the refrigerant as the heat exchange load (ΔTE) of the air-conditioning evaporation unit increases.
The refrigerating cycle device according to claim 2 or 3, wherein the adjusting unit reduces the number of the refrigerant flow paths that block the flow of the refrigerant as the calorific value (Qb) of the object to be cooled increases.
The refrigerating cycle apparatus according to any one of claims 2 to 4, wherein the adjusting unit reduces the number of the refrigerant flow paths that block the flow of the refrigerant as the temperature (TB) of the object to be cooled is higher. ..
The refrigeration cycle according to any one of claims 2 to 5, which is arranged on the upstream side of each of the plurality of refrigerant flow paths and includes a plurality of expansion valves (14c, 14d, 14e) for reducing the pressure of the refrigerant. Device.
The adjusting unit switches whether or not to block the flow of the refrigerant with respect to some of the refrigerant channels (19b, 19c) among the plurality of refrigerant channels, and among the plurality of refrigerant channels. The flow of the refrigerant is not blocked from the remaining refrigerant flow path (19a).
The refrigeration cycle device according to claim 6, wherein the expansion valve (14c) corresponding to the residual refrigerant flow path among the plurality of expansion valves has an electric variable throttle mechanism.