WO2022014309A1 - Dispositif à cycle de réfrigération - Google Patents

Dispositif à cycle de réfrigération Download PDF

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Publication number
WO2022014309A1
WO2022014309A1 PCT/JP2021/024291 JP2021024291W WO2022014309A1 WO 2022014309 A1 WO2022014309 A1 WO 2022014309A1 JP 2021024291 W JP2021024291 W JP 2021024291W WO 2022014309 A1 WO2022014309 A1 WO 2022014309A1
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WO
WIPO (PCT)
Prior art keywords
refrigerant
cooling
air
heating
battery
Prior art date
Application number
PCT/JP2021/024291
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English (en)
Japanese (ja)
Inventor
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 (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Priority claimed from JP2021089520A external-priority patent/JP2022019560A/ja
Application filed by 株式会社デンソー filed Critical 株式会社デンソー
Publication of WO2022014309A1 publication Critical patent/WO2022014309A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B1/00—Compression machines, plants or systems with non-reversible cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B5/00—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B5/00—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity
    • F25B5/02—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity arranged in parallel

Definitions

  • the present disclosure relates to a refrigeration cycle device having a function of cooling an object to be cooled.
  • 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.
  • 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.
  • the refrigerant 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.
  • 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.
  • 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 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.
  • 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.
  • FIG. 1 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.
  • the refrigeration cycle device 10 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. ..
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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. ..
  • FIG. 2 and 3 are schematic views of the battery cooler 19 as viewed from above and below.
  • 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.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • a solution containing ethylene glycol, dimethylpolysiloxane, a nanofluid, or the like, an antifreeze solution, or the like can be adopted.
  • 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.
  • 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.
  • 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.
  • 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.
  • the opening holes 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the vehicle air conditioner 1 of the present embodiment air-conditions the interior of the vehicle and adjusts the temperature of the battery 80.
  • the refrigerant circuit can be switched to operate in the following 11 types of operation modes.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • Cooling mode An operation mode in which the battery 80 is cooled without air-conditioning the interior of the vehicle.
  • 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.
  • 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.
  • 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.
  • 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 ...
  • 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.
  • 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.
  • step S30 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.
  • 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.
  • 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.
  • 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.
  • step S40 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.
  • step S50 it is determined whether or not the target blowing temperature TAO is equal to or lower than the cooling reference temperature ⁇ 1.
  • the cooling reference temperature ⁇ 1 is determined by the cycle control device 60.
  • step S50 If it is determined in step S50 that the target blowing temperature TAO is equal to or lower than the cooling reference temperature ⁇ 1, 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 ⁇ 1, the process proceeds to step S90.
  • 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.
  • step S60 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.
  • step S90 it is determined whether or not the target blowout temperature TAO is equal to or lower than the dehumidification reference temperature ⁇ 1.
  • the dehumidifying reference temperature ⁇ 1 is determined by the cycle control device 60.
  • the dehumidifying reference temperature ⁇ 1 is determined to be higher than the cooling reference temperature ⁇ 1.
  • step S90 If it is determined in step S90 that the target blowout temperature TAO is equal to or lower than the dehumidification reference temperature ⁇ 1, 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 ⁇ 1, the process proceeds to step S130.
  • step S100 it is determined whether or not the battery 80 needs to be cooled, as in step S60.
  • step S100 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.
  • step S130 it is determined whether or not the battery 80 needs to be cooled, as in step S60.
  • step S130 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.
  • step S160 it is a case where it is determined that it is not effective to cool the air with the indoor evaporator 18.
  • 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 ⁇ .
  • the heating reference temperature ⁇ is determined by the cycle control device 60.
  • the heating reference temperature ⁇ is set so that heating the air with the heater core 42 is effective for heating the air-conditioned space.
  • step S160 If it is determined in step S160 that the target outlet temperature TAO is equal to or higher than the heating reference temperature ⁇ , 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 ⁇ , it is not necessary to heat the air with the heater core 42, and the process proceeds to step S240.
  • step S170 it is determined whether or not the battery 80 needs to be cooled, as in step S60.
  • step S170 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.
  • step S170 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.
  • 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 ⁇ 2.
  • the low temperature side cooling reference temperature ⁇ 2 is determined by the cycle control device 60.
  • the cooling reference temperature ⁇ 2 on the low temperature side is determined to be higher than the cooling reference temperature ⁇ 1 and lower than the dehumidifying reference temperature ⁇ 1.
  • step S180 If it is determined in step S180 that the target outlet temperature TAO is the low temperature side cooling reference temperature ⁇ 2 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 ⁇ 2, the process proceeds to step S200.
  • 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 ⁇ 2.
  • the high temperature side cooling reference temperature ⁇ 2 is determined by the cycle control device 60.
  • the high temperature side cooling reference temperature ⁇ 2 is determined to be higher than the dehumidifying reference temperature ⁇ 1.
  • step S200 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 ⁇ 2, 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 ⁇ 2, the process proceeds to step S220, and (10) heating parallel cooling mode is selected as the operation mode.
  • step S240 it is determined whether or not the battery 80 needs to be cooled, as in step S60.
  • step S240 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.
  • 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.
  • 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.
  • 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 cycle control device 60 executes the control flow of each operation 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.
  • the amount of increase / decrease ⁇ IVO in the rotation speed of the compressor 11 is determined.
  • the increase / decrease amount ⁇ IVO 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.
  • 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.
  • the target supercooling degree SCO1 is determined so that the coefficient of performance (COP) of the cycle approaches the maximum value.
  • the amount of increase / decrease ⁇ EVC in the throttle opening of the cooling expansion valve 14b is determined.
  • the increase / decrease amount ⁇ EVC 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.
  • the opening SW of the air mix door 34 is calculated using the following formula F2.
  • SW ⁇ TAO + (Tefin + C2) ⁇ / ⁇ TWH + (Tefin + C2) ⁇ ...
  • 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.
  • 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
  • the cooling expansion valve is set.
  • the 14c is fully closed
  • the dehumidifying on-off valve 15a is closed
  • the heating on-off valve 15b is closed.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • TAO target blowout temperature
  • 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.
  • 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.
  • 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.
  • the opening SW of the air mix door 34 is calculated in the same manner as in the cooling 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.
  • the heating expansion valve 14a is in the throttled state
  • the cooling expansion valve 14b is in the throttled state
  • the cooling expansion valve 14c is fully closed.
  • the dehumidifying on-off valve 15a is closed
  • the heating on-off valve 15b is closed.
  • 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.
  • 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.
  • 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.
  • a cycle is configured in which the outdoor heat exchanger 16 functions as a radiator (in other words, a radiator). ..
  • a cycle in which the outdoor heat exchanger 16 functions as an evaporator is configured.
  • 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.
  • 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.
  • the amount of increase / decrease ⁇ IVO in the rotation speed of the compressor 11 is determined.
  • the increase / decrease amount ⁇ IVO 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.
  • the target superheat degree SHEO of the refrigerant on the outlet side of the indoor evaporator 18 is determined.
  • a predetermined constant 5 ° C. in this embodiment
  • the amount of change ⁇ KPN1 of the opening pattern KPN1 is determined.
  • 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.
  • 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.
  • the opening SW of the air mix door 34 is calculated in the same manner as in the cooling 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.
  • the heating expansion valve 14a is in the throttled state
  • the cooling expansion valve 14b is in the throttled state
  • the cooling expansion valve 14c is fully closed.
  • the dehumidifying on-off valve 15a is opened
  • the heating on-off valve 15b is opened.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the increase / decrease amount ⁇ IVO of the rotation speed of the compressor 11 is determined as in the parallel dehumidification / heating mode.
  • 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.
  • the target supercooling degree SCO2 is determined so that the coefficient of performance (COP) of the cycle approaches the maximum value.
  • the amount of increase / decrease ⁇ EVH in the throttle opening of the heating expansion valve 14a is determined.
  • the increase / decrease amount ⁇ EVH 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.
  • the opening SW of the air mix door 34 is calculated in the same manner as in the cooling 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.
  • the heating expansion valve 14a is set to the throttled state
  • the cooling expansion valve 14b is set to the fully closed state
  • the cooling expansion valve 14c is fully closed.
  • the dehumidifying on-off valve 15a is closed and the heating on-off valve 15b is opened.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 ⁇ IVO, 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 ⁇ EVC and the opening SW of the air mix door 34 are determined.
  • the target superheat degree SHEO of the refrigerant on the outlet side of the indoor evaporator 18 is determined.
  • a predetermined constant 5 ° C. in this embodiment
  • the amount of increase / decrease ⁇ EVB in the throttle opening of the cooling expansion valve 14c is determined.
  • the increase / decrease amount ⁇ EVB 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.
  • 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.
  • the increase / decrease amount ⁇ EVB of the throttle opening of the cooling expansion valve 14c is set to a positive value.
  • 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.
  • 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.
  • the increase / decrease amount ⁇ EVB of the throttle opening of the cooling expansion valve 14c is set to a negative value.
  • 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.
  • 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.
  • the heating expansion valve 14a is set to the fully open state
  • the cooling expansion valve 14b is set to the throttle state
  • 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.
  • 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.
  • 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.
  • 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
  • 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.
  • 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.
  • 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.
  • the battery 80 can be cooled by the battery cooler 19.
  • 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 ⁇ IVO, 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 ⁇ KPN1 of the opening pattern KPN1, and the opening SW of the air mix door 34 are determined.
  • the target superheat degree SHEO and the increase / decrease amount ⁇ EVB of the throttle opening of the cooling expansion valve 14c are determined.
  • the heating expansion valve 14a is in the throttled state
  • the cooling expansion valve 14b is in the throttled state
  • the cooling expansion valve 14c is throttled.
  • the dehumidifying on-off valve 15a is closed
  • the heating on-off valve 15b is closed.
  • 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.
  • 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.
  • 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.
  • 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.
  • a cycle is configured in which the outdoor heat exchanger 16 functions as a radiator (in other words, a radiator). ..
  • a cycle in which the outdoor heat exchanger 16 functions as an evaporator is configured.
  • 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.
  • 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.
  • the heating capacity of the air in the heater core 42 can be improved as in the series dehumidifying and heating mode.
  • the battery 80 can be cooled by the battery cooler 19.
  • 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 ⁇ IVO, and the target.
  • the degree of superheat SHEO, the amount of change ⁇ KPN1 of the opening pattern KPN1, and the opening SW of the air mix door 34 are determined.
  • the target superheat degree SHEO and the increase / decrease amount ⁇ EVB of the throttle opening of the cooling expansion valve 14c are determined.
  • the heating expansion valve 14a is in the throttled state
  • the cooling expansion valve 14b is in the throttled state
  • the cooling expansion valve 14c is throttled.
  • the dehumidifying on-off valve 15a is opened
  • the heating on-off valve 15b is opened.
  • 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.
  • 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.
  • 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 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.
  • 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
  • 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
  • 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.
  • 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.
  • 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.
  • the air can be reheated with a heating capacity higher than that in the series dehumidifying / heating / cooling mode.
  • the battery 80 can be cooled by the battery cooler 19.
  • Heating / cooling mode In the first step of the control flow of the heating / cooling mode, the increase / decrease amount ⁇ IVO of the rotation speed of the compressor 11 is determined. In the heating / cooling mode, the increase / decrease amount ⁇ IVO 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.
  • 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.
  • the target supercooling degree SCO1 is determined so that the coefficient of performance (COP) of the cycle approaches the maximum value.
  • the amount of increase / decrease ⁇ EVB in the throttle opening of the cooling expansion valve 14c is determined.
  • the increase / decrease amount ⁇ EVB 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.
  • the opening SW of the air mix door 34 is calculated in the same manner as in the 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.
  • the compressor 11 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.
  • 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.
  • the water refrigerant heat exchanger 12 can heat the high temperature side heat medium, and the battery cooler 19 can cool the battery 80.
  • 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.
  • Heating series cooling mode In the first step of the control flow of the heating series cooling mode, the increase / decrease amount ⁇ IVO 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.
  • 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.
  • the opening SW of the air mix door 34 is calculated in the same manner as in the 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
  • the cooling expansion valve 14c is throttled.
  • the dehumidifying on-off valve 15a is closed
  • the heating on-off valve 15b is closed.
  • 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.
  • 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.
  • 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.
  • a cycle is configured in which the outdoor heat exchanger 16 functions as a radiator (in other words, a radiator). ..
  • a cycle in which the outdoor heat exchanger 16 functions as an evaporator is configured.
  • the water refrigerant heat exchanger 12 can heat the high temperature side heat medium, and the battery cooler 19 can cool the battery 80.
  • 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.
  • 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.
  • the amount of increase / decrease ⁇ IVO in the rotation speed of the compressor 11 is determined.
  • the increase / decrease amount ⁇ IVO 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.
  • the target superheat degree SHCO of the refrigerant on the outlet side of the refrigerant passage of the battery cooler 19 is determined.
  • a predetermined constant 5 ° C. in this embodiment
  • the amount of change ⁇ KPN2 of the opening pattern KPN2 is determined.
  • 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.
  • 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.
  • the opening SW of the air mix door 34 is calculated in the same manner as in the 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
  • 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.
  • 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.
  • the refrigerant 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.
  • 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.
  • the water refrigerant heat exchanger 12 can heat the high temperature side heat medium, and the battery cooler 19 can cool the battery 80.
  • 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.
  • Cooling mode In the first step of the control flow of the cooling mode, as in the heating cooling mode, the increase / decrease amount ⁇ IVO 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 ⁇ EVB and the opening SW of the air mix door 34 are determined.
  • the target outlet temperature TAO is lower than the heating reference temperature ⁇ , 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.
  • 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.
  • 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.
  • 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.
  • the battery 80 can be cooled by the battery cooler 19.
  • the cycle control device 60 in the operation mode for cooling the battery 80, 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.
  • 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 ⁇ ⁇ T ... (F3)
  • Qc is the cooling amount of the battery 80.
  • Kt thermal resistance.
  • Fc is the contact area with the flowing refrigerant.
  • ⁇ T 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.
  • cooling cooling mode (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.
  • 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.
  • step S310 the air conditioning effect determination is performed. Specifically, based on the deviation ⁇ TE 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.
  • the deviation ⁇ TE 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.
  • the deviation ⁇ TE 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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. ..
  • the vehicle air conditioner 1 can realize comfortable air conditioning in the vehicle interior while appropriately adjusting the temperature of the battery 80.
  • 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.
  • 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.
  • 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.
  • the number of refrigerant channels Nr is increased, so that the amount of cooling of the battery 80 is increased. It becomes possible.
  • 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.
  • 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.
  • 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 ⁇ TE of the indoor evaporator 18 increases. Control 14e.
  • 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.
  • 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.
  • 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. ..
  • 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.
  • 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.
  • the refrigerant can be appropriately evaporated in each of the first to third refrigerant flow paths 19a to 19c.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the refrigerant may be constantly flowing in the refrigerant flow path 19a.
  • 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.
  • 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.
  • 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.
  • 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.
  • the high temperature side cooling reference temperature ⁇ 2 is determined to be higher than the dehumidifying reference temperature ⁇ 1
  • the high temperature side cooling reference temperature ⁇ 2 and the dehumidifying reference temperature ⁇ 1 are equivalent. May be.
  • the low temperature side cooling reference temperature ⁇ 2 is determined to be higher than the cooling reference temperature ⁇ 1
  • the low temperature side cooling reference temperature ⁇ 2 and the cooling reference temperature ⁇ 1 may be equivalent.
  • 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.
  • 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.
  • 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.
  • R1234yf is adopted as the refrigerant
  • the refrigerant is not limited to this.
  • R134a, R600a, R410A, R404A, R32, R407C, etc. may be adopted.
  • a mixed refrigerant or the like in which a plurality of types of these refrigerants are mixed may be adopted.
  • 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.
  • 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.
  • engine cooling water may be circulated in the high temperature side heat medium circuit 40.
  • the cooling target to be cooled by the battery cooling unit is the battery 80
  • the cooling target is not limited to this.
  • An inverter that converts direct current and alternating current
  • a charger that charges the battery 80
  • 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.
  • the refrigeration cycle device 10 is applied to the vehicle air conditioner 1, but the application of the refrigeration cycle device 10 is not limited to this.
  • 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.
  • 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Mechanical Engineering (AREA)
  • Thermal Sciences (AREA)
  • General Engineering & Computer Science (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

La présente invention comprend : un compresseur (11) qui comprime et décharge un fluide frigorigène ; des parties de dissipation de chaleur (12, 16) qui dissipent la chaleur du fluide frigorigène déchargé par le compresseur ; une partie d'évaporation de climatisation (18) qui évapore le fluide frigorigène en échangeant de la chaleur entre le fluide frigorigène et l'air et qui refroidit l'air ; une partie de refroidissement (19) qui est disposée parallèlement à la partie d'évaporation de climatisation dans un écoulement du fluide frigorigène et qui refroidit un objet à refroidir (80) par évaporation du fluide frigorigène avec de la chaleur de l'objet à refroidir ; et des parties de réglage (14c, 14d, 14e, 60) pour ajuster une zone d'absorption de chaleur qui est une zone de la partie de refroidissement où une partie pour amener le fluide frigorigène à absorber de la chaleur de l'objet à refroidir par l'écoulement du fluide frigorigène.
PCT/JP2021/024291 2020-07-16 2021-06-28 Dispositif à cycle de réfrigération WO2022014309A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2020-121924 2020-07-16
JP2020121924 2020-07-16
JP2021089520A JP2022019560A (ja) 2020-07-16 2021-05-27 冷凍サイクル装置
JP2021-089520 2021-05-27

Publications (1)

Publication Number Publication Date
WO2022014309A1 true WO2022014309A1 (fr) 2022-01-20

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PCT/JP2021/024291 WO2022014309A1 (fr) 2020-07-16 2021-06-28 Dispositif à cycle de réfrigération

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WO (1) WO2022014309A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012054202A (ja) * 2010-09-03 2012-03-15 Hitachi Ltd 二次電池モジュールおよび車両
JP2014235897A (ja) * 2013-06-03 2014-12-15 日産自動車株式会社 バッテリ温調制御装置
CN107878223A (zh) * 2017-10-16 2018-04-06 苏州高迈新能源有限公司 一种电动汽车动力电池冷却系统及冷却方法
JP2018185104A (ja) * 2017-04-26 2018-11-22 株式会社デンソー 冷凍サイクル装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012054202A (ja) * 2010-09-03 2012-03-15 Hitachi Ltd 二次電池モジュールおよび車両
JP2014235897A (ja) * 2013-06-03 2014-12-15 日産自動車株式会社 バッテリ温調制御装置
JP2018185104A (ja) * 2017-04-26 2018-11-22 株式会社デンソー 冷凍サイクル装置
CN107878223A (zh) * 2017-10-16 2018-04-06 苏州高迈新能源有限公司 一种电动汽车动力电池冷却系统及冷却方法

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