WO2022075007A1 - 冷凍サイクル装置 - Google Patents

冷凍サイクル装置 Download PDF

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Publication number
WO2022075007A1
WO2022075007A1 PCT/JP2021/033463 JP2021033463W WO2022075007A1 WO 2022075007 A1 WO2022075007 A1 WO 2022075007A1 JP 2021033463 W JP2021033463 W JP 2021033463W WO 2022075007 A1 WO2022075007 A1 WO 2022075007A1
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WO
WIPO (PCT)
Prior art keywords
air
refrigerant
unit
heat
cooling water
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/JP2021/033463
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English (en)
French (fr)
Japanese (ja)
Inventor
徹 岡村
功嗣 三浦
紘明 河野
直也 牧本
吉毅 加藤
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
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.)
Filing date
Publication date
Application filed by Denso Corp filed Critical Denso Corp
Priority to CN202180065633.9A priority Critical patent/CN116194722A/zh
Publication of WO2022075007A1 publication Critical patent/WO2022075007A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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 devices
    • B60H1/22—Heating, cooling or ventilating devices the heat source being other than the propulsion plant
    • 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
    • F25B41/00—Fluid-circulation arrangements
    • F25B41/20—Disposition of valves, e.g. of on-off valves or flow control valves
    • 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 apparatus having a plurality of evaporators.
  • Patent Document 1 describes a refrigerating cycle device capable of air-conditioning a vehicle interior and cooling a battery.
  • the first expansion valve and the air cooling evaporator, and the second expansion valve and the cooling water cooling evaporator are connected in parallel in the refrigerant flow.
  • the first expansion valve reduces the pressure of the refrigerant flowing into the air cooling evaporator.
  • the air cooling evaporator cools the air blown into the vehicle interior.
  • the second expansion valve reduces the pressure of the refrigerant flowing into the cooling water cooling evaporator.
  • the cooling water cooling evaporator cools the air blown into the vehicle interior.
  • the first expansion valve is closed to block the inflow of the refrigerant into the air cooling evaporator, and the cooling of the air in the air cooling evaporator is stopped.
  • the inflow of the refrigerant to the air cooling evaporator is blocked by closing the first expansion valve in the heating mode, but the inflow of the refrigerant to the air cooling evaporator cannot be completely blocked. In some cases. In that case, the refrigerating machine oil mixed in the refrigerant may accumulate in the air cooling evaporator, resulting in insufficient lubrication of the compressor.
  • the purpose of this disclosure is to effectively recover the refrigerating machine oil accumulated in the evaporator.
  • the refrigeration cycle apparatus includes a compressor, a heat dissipation unit, a first decompression unit, a first evaporation unit, a second decompression unit, a second evaporation unit, and a control unit.
  • the compressor sucks in the refrigerant, compresses it, and discharges it.
  • the heat radiating unit exchanges heat between the refrigerant discharged from the compressor and the air blown to the air-conditioned space to dissipate heat to the air.
  • the first decompression unit can depressurize the refrigerant and close the flow path of the refrigerant.
  • the first evaporating unit evaporates the refrigerant by exchanging heat between the refrigerant decompressed by the first decompression unit and air and absorbing heat from the air.
  • the second decompression section is arranged in parallel with the first decompression section in the flow of the refrigerant to depressurize the refrigerant.
  • the second evaporating unit evaporates the refrigerant by absorbing heat from the refrigerant decompressed by the second decompression unit.
  • control unit determines that the first decompression unit closes the flow path and the refrigerating machine oil mixed in the refrigerant stays in the first evaporation unit, the control unit first decompresses the flow path so as to open the flow path. Executes oil recovery control to control the unit.
  • the refrigerant flows to the first evaporation part by opening the flow path of the refrigerant in the first decompression part, the refrigerating machine oil staying in the first evaporation part can be returned to the compressor.
  • the vehicle air conditioner 1 shown in FIG. 1 is an air conditioner that adjusts a vehicle interior space (in other words, an air conditioning target space) to an appropriate temperature.
  • the vehicle air conditioner 1 has a refrigeration cycle device 10.
  • the refrigerating cycle device 10 is mounted on a hybrid vehicle that obtains driving force for vehicle traveling from an engine (in other words, an internal combustion engine) and an electric motor for traveling.
  • the hybrid vehicle of the present embodiment is configured as a plug-in hybrid vehicle capable of charging the electric power supplied from an external power source (in other words, a commercial power source) to a battery mounted on the vehicle (in other words, an in-vehicle battery) when the vehicle is stopped.
  • an external power source in other words, a commercial power source
  • a battery mounted on the vehicle in other words, an in-vehicle battery
  • the battery for example, a lithium ion battery can be used.
  • the driving force output from the engine is used not only for driving the vehicle but also for operating the generator. Then, the electric power generated by the generator and the electric power supplied from the external power source can be stored in the battery, and the electric power stored in the battery constitutes not only the traveling electric motor but also the refrigeration cycle device 10. It is supplied to various in-vehicle devices such as electric components.
  • the refrigeration cycle device 10 includes a compressor 11, a condenser 12, a receiver 18, a first expansion valve 13, an air evaporator 14, a constant pressure valve 15, a second expansion valve 16, and a cooling evaporator 17. It is a machine.
  • the refrigeration cycle apparatus 10 of the present embodiment uses a fluorocarbon-based refrigerant as the refrigerant, and constitutes a subcritical refrigeration cycle in which the pressure of the high-pressure side refrigerant does not exceed the critical pressure of the refrigerant.
  • Refrigerating machine oil specifically, PAG oil
  • Some of the refrigerating machine oil circulates in the cycle together with the refrigerant.
  • the compressor 11 is an electric compressor driven by electric power supplied from a battery, and sucks in the refrigerant of the refrigerating cycle device 10, compresses it, and discharges it.
  • the compressor 11 may be a variable displacement compressor driven by a belt.
  • the condenser 12 is a high-pressure side refrigerant heat medium heat exchanger that condenses the high-pressure side refrigerant by exchanging heat between the high-pressure side refrigerant discharged from the compressor 11 and the cooling water of the high-temperature cooling water circuit 20.
  • the cooling water of the high temperature cooling water circuit 20 is a fluid as a heat medium.
  • the cooling water of the high temperature cooling water circuit 20 is a high temperature heat medium.
  • a liquid containing at least ethylene glycol, dimethylpolysiloxane or nanofluid, or an antifreeze liquid is used as the cooling water of the high temperature cooling water circuit 20, a liquid containing at least ethylene glycol, dimethylpolysiloxane or nanofluid, or an antifreeze liquid is used.
  • the high-temperature cooling water circuit 20 is a high-temperature heat medium circuit in which a high-temperature heat medium circulates.
  • the receiver 18 is a gas-liquid separation unit that separates the gas-liquid of the refrigerant flowing out from the condenser 12 and causes the liquid-phase refrigerant to flow out to the downstream side, and stores the excess refrigerant in the cycle.
  • the flow of the liquid phase refrigerant flowing out from the receiver 18 is branched at the branch portion 10a.
  • the first expansion valve 13 is a first decompression unit that decompresses and expands the liquid phase refrigerant flowing out of the receiver 18.
  • the first expansion valve 13 is an electric variable throttle mechanism, and has a valve body and an electric actuator.
  • the valve body is configured so that the opening degree of the flow path of the refrigerant (in other words, the throttle opening degree) can be changed.
  • the electric actuator has a stepping motor that changes the throttle opening of the valve body.
  • the first expansion valve 13 is composed of a variable throttle mechanism with a fully closed function that completely closes the flow path of the refrigerant. That is, the first expansion valve 13 can shut off the flow of the refrigerant by fully closing the flow path of the refrigerant.
  • the operation of the first expansion valve 13 is controlled by a control signal output from the control device 60 shown in FIG.
  • the air evaporator 14 is a refrigerant air heat exchanger that cools the air blown into the vehicle interior by exchanging heat between the refrigerant flowing out from the first expansion valve 13 and the air blown into the vehicle interior.
  • the air evaporator 14 is a first evaporation unit that absorbs heat from the air blown into the vehicle interior to the refrigerant to evaporate the refrigerant.
  • the constant pressure valve 15 is a pressure adjusting unit (in other words, a pressure reducing unit for pressure adjustment) that maintains the pressure of the refrigerant at the outlet side of the air evaporator 14 at a predetermined value.
  • the constant pressure valve 15 is composed of a mechanical variable throttle mechanism. Specifically, the constant pressure valve 15 reduces the area of the flow path of the refrigerant (that is, the throttle opening) when the pressure of the refrigerant on the outlet side of the air evaporator 14 falls below a predetermined value, and the air evaporator 14 has a constant pressure valve 15. When the pressure of the refrigerant on the outlet side exceeds a predetermined value, the area of the flow path of the refrigerant (that is, the throttle opening) is increased.
  • a fixed throttle made of an orifice, a capillary tube, or the like may be adopted instead of the constant pressure valve 15.
  • the second expansion valve 16 and the cooling evaporator 17 are arranged in parallel with the first expansion valve 13, the air evaporator 14, and the constant pressure valve 15 in the flow of the refrigerant.
  • the second expansion valve 16 is a second decompression unit that decompresses and expands the liquid phase refrigerant flowing out of the condenser 12.
  • the second expansion valve 16 is an electric variable throttle mechanism, and has a valve body and an electric actuator.
  • the valve body is configured so that the opening degree of the flow path of the refrigerant (in other words, the throttle opening degree) can be changed.
  • the electric actuator has a stepping motor that changes the throttle opening of the valve body.
  • the second expansion valve 16 is composed of a variable throttle mechanism with a fully closed function that completely closes the flow path of the refrigerant. That is, the second expansion valve 16 can shut off the flow of the refrigerant by fully closing the flow path of the refrigerant.
  • the operation of the second expansion valve 16 is controlled by a control signal output from the control device 60.
  • the cooling evaporator 17 is a low-pressure side refrigerant heat medium heat exchanger that cools the cooling water by exchanging heat between the low-pressure refrigerant flowing out of the second expansion valve 16 and the cooling water of the low-temperature cooling water circuit 30.
  • the cooling evaporator 17 is a second evaporation unit that absorbs heat from the cooling water to the refrigerant to evaporate the refrigerant.
  • the vapor phase refrigerant evaporated in the cooling evaporator 17 merges with the refrigerant flowing out from the constant pressure valve 15 at the confluence portion 10b, and then is sucked into the compressor 11 and compressed.
  • the cooling water of the low temperature cooling water circuit 30 is a fluid as a heat medium.
  • the cooling water of the low temperature cooling water circuit 30 is a low temperature heat medium.
  • a liquid containing at least ethylene glycol, dimethylpolysiloxane or nanofluid, or an antifreeze liquid is used as the cooling water of the low temperature cooling water circuit 30, a liquid containing at least ethylene glycol, dimethylpolysiloxane or nanofluid, or an antifreeze liquid is used as the cooling water of the low temperature cooling water circuit 30, a liquid containing at least ethylene glycol, dimethylpolysiloxane or nanofluid, or an antifreeze liquid is used.
  • the low-temperature cooling water circuit 30 is a low-temperature heat medium circuit in which a low-temperature heat medium circulates.
  • a condenser 12 In the high temperature cooling water circuit 20, a condenser 12, a high temperature side pump 21, a heater core 22, a high temperature side radiator 23, an on-off valve 24, and an electric heater 25 are arranged.
  • the high temperature side pump 21 is a heat medium pump that sucks in and discharges cooling water.
  • the high temperature side pump 21 is an electric pump.
  • the high temperature side pump 21 is a high temperature side flow rate adjusting unit that adjusts the flow rate of the cooling water circulating in the high temperature cooling water circuit 20.
  • the low temperature side pump 31 is a low temperature side flow rate adjusting unit that adjusts the flow rate of the cooling water circulating in the low temperature cooling water circuit 30.
  • the heater core 22 is an air heating heat exchanger that heats the air blown into the vehicle interior by exchanging heat between the cooling water of the high temperature cooling water circuit 20 and the air blown into the vehicle interior. In the heater core 22, the cooling water dissipates heat to the air blown into the vehicle interior.
  • the condenser 12, the high-temperature cooling water circuit 20, and the heater core 22 are heat dissipation units that exchange heat between the refrigerant discharged from the compressor 11 and the air blown into the vehicle interior to dissipate heat to the air.
  • the high temperature side radiator 23 is a high temperature heat medium outside air heat exchanger that exchanges heat between the cooling water of the high temperature cooling water circuit 20 and the outside air.
  • the high temperature side radiator 23 and the on-off valve 24 are arranged in parallel with the heater core 22 in the flow of the high temperature side cooling water.
  • the on-off valve 24 is a solenoid valve that opens and closes the cooling water flow path on the high temperature side radiator 23 side. The operation of the on-off valve 24 is controlled by the control device 60.
  • the on-off valve 24 is a high-temperature switching unit that switches the flow of cooling water in the high-temperature cooling water circuit 20.
  • the on-off valve 24 may be a thermostat.
  • the thermostat is a cooling water temperature-responsive valve provided with a mechanical mechanism for opening and closing the cooling water flow path by displacing the valve body with a thermowax whose volume changes with temperature.
  • the electric heater 25 is an auxiliary heating unit that auxiliaryly heats the cooling water of the high-temperature cooling water circuit 20.
  • the electric heater 25 is an auxiliary heat source for heating air in the heater core 22.
  • a PTC heater or the like that generates heat by being supplied with electric power can be adopted.
  • the electric heater 25 is a Joule heat generating unit that generates Joule heat.
  • the calorific value of the electric heater 25 is controlled by the control voltage output from the control device 60.
  • a cooling evaporator 17, a low temperature pump 31, a low temperature radiator 32, a battery 33, and a three-way valve 38 are arranged in the low temperature cooling water circuit 30.
  • the low temperature side pump 31 is a heat medium pump that sucks in and discharges cooling water.
  • the low temperature side pump 31 is an electric pump.
  • the low temperature side radiator 32 is a low temperature heat medium outside air heat exchanger that exchanges heat between the cooling water of the low temperature cooling water circuit 30 and the outside air.
  • the battery 33 is an in-vehicle device mounted on a vehicle and is a heat generating device that generates heat as it operates.
  • the battery 33 dissipates the waste heat generated by the operation to the cooling water of the low temperature cooling water circuit 30. In other words, the battery 33 supplies heat to the cooling water of the low temperature cooling water circuit 30.
  • the low temperature side radiator 32 and the battery 33 are arranged in parallel with each other in the flow of the low temperature side cooling water.
  • the three-way valve 38 switches the flow of the low temperature side cooling water to the low temperature side radiator 32 and the battery 33. The operation of the three-way valve 38 is controlled by the control device 60.
  • the air evaporator 14 and the heater core 22 are housed in a casing 51 (hereinafter referred to as an air conditioning casing) of the indoor air conditioning unit 50 shown in FIG.
  • the indoor air conditioning unit 50 is arranged inside an instrument panel (not shown) in the front part of the vehicle interior.
  • the air conditioning casing 51 is an air passage forming member that forms an air passage.
  • the heater core 22 is arranged on the downstream side of the air flow of the air evaporator 14 in the air passage in the air conditioning casing 51.
  • An inside / outside air switching box 52 and an indoor blower 53 are arranged in the air conditioning casing 51.
  • the inside / outside air switching box 52 has an inside / outside air switching door 52a.
  • the inside / outside air switching door 52a is an inside / outside air switching unit that switches between inside and outside air and introduces the inside air into the air passage in the air conditioning casing 51.
  • the inside / outside air switching door 52a is an inside / outside air adjusting unit that adjusts the ratio of the inside air to the outside air introduced into the air passage in the air conditioning casing 51.
  • the indoor blower 53 sucks in and blows the inside air and the outside air introduced into the air passage in the air conditioning casing 51 through the inside / outside air switching box 52.
  • the inside / outside air switching door 52a and the indoor blower 53 are controlled by the control device 60.
  • An air mix door 54 is arranged between the air evaporator 14 and the heater core 22 in the air passage in the air conditioning casing 51.
  • the air mix door 54 adjusts the air volume ratio between the cold air flowing into the heater core 22 and the cold air flowing through the cold air bypass passage 55 among the cold air passing through the air evaporator 14.
  • the cold air bypass passage 55 is an air passage through which the cold air that has passed through the air evaporator 14 flows by vising the heater core 22.
  • the air mix door 54 is a rotary door having a rotary shaft rotatably supported with respect to the air conditioning casing 51 and a door substrate portion coupled to the rotary shaft. By adjusting the opening position of the air mix door 54, the temperature of the air conditioning air blown from the air conditioning casing 51 into the vehicle interior can be adjusted to a desired temperature.
  • the rotating shaft of the air mix door 54 is driven by a servomotor.
  • the operation of the servomotor is controlled by the control device 60.
  • the air mix door 54 may be a slide door that slides and moves in a direction substantially orthogonal to the air flow.
  • the sliding door may be a plate-shaped door formed of a rigid body. It may be a film door made of a flexible film material.
  • the conditioned air whose temperature is adjusted by the air mix door 54 is blown into the vehicle interior from the air outlet 56 formed in the air conditioned casing 51.
  • the control device 60 shown in FIG. 2 is composed of a well-known microcomputer including a CPU, ROM, RAM, and the like, and peripheral circuits thereof.
  • the control device 60 performs various operations and processes based on the control program stored in the ROM.
  • Various controlled devices are connected to the output side of the control device 60.
  • the control device 60 is a control unit that controls the operation of various controlled devices.
  • the controlled devices controlled by the control device 60 are the compressor 11, the first expansion valve 13, the second expansion valve 16, the high temperature side pump 21, the on-off valve 24, the electric heater 25, the low temperature side pump 31, and the three-way valve 38.
  • the software and hardware for controlling the electric motor of the compressor 11 in the control device 60 is the refrigerant discharge capacity control unit.
  • the software and hardware for controlling the first expansion valve 13 in the control device 60 is the first throttle control unit.
  • the software and hardware for controlling the second expansion valve 16 in the control device 60 is the second throttle control unit.
  • the software and hardware that control the high-temperature side pump 21 of the control device 60 is the high-temperature heat medium flow rate control unit.
  • the software and hardware for controlling the on-off valve 24 of the control device 60 is an on-off valve control unit.
  • the software and hardware that control the electric heater 25 in the control device 60 is an auxiliary heating control unit.
  • the software and hardware for controlling the low temperature side pump 31 in the control device 60 is a low temperature heat medium flow rate control unit.
  • the software and hardware for controlling the three-way valve 38 in the control device 60 is the three-way valve control unit.
  • control device 60 On the input side of the control device 60, the inside air temperature sensor 61, the outside air temperature sensor 62, the solar radiation amount sensor 63, the evaporator temperature sensor 64, the heater core temperature sensor 65, the refrigerant pressure sensor 66, the high temperature cooling water temperature sensor 67, and the low temperature cooling water Various control sensor groups such as a temperature sensor 68 and a window surface humidity sensor 69 are connected.
  • the inside air temperature sensor 61 detects the vehicle interior temperature Tr.
  • the outside air temperature sensor 62 detects the outside air temperature Tam.
  • the solar radiation amount sensor 63 detects the solar radiation amount As in the vehicle interior.
  • the evaporator temperature sensor 64 is a temperature detection unit that detects the temperature TE of the cooling evaporator 17.
  • the evaporator temperature sensor 64 is, for example, a fin thermista that detects the temperature of the heat exchange fins of the cooling evaporator 17, a refrigerant temperature sensor that detects the temperature of the refrigerant flowing through the cooling evaporator 17, and the like.
  • the heater core temperature sensor 65 is a temperature detection unit that detects the temperature TH of the heater core 22.
  • the heater core temperature sensor 65 is, for example, a fin thermista that detects the temperature of the heat exchange fins of the heater core 22, a refrigerant temperature sensor that detects the temperature of the cooling water flowing through the heater core 22, and air that detects the temperature of the air flowing out from the heater core 22.
  • the refrigerant pressure sensor 66 is a refrigerant pressure detecting unit that detects the pressure of the refrigerant discharged from the compressor 11. Instead of the refrigerant pressure sensor 66, a refrigerant temperature sensor may be connected to the input side of the control device 60.
  • the refrigerant temperature sensor is a refrigerant pressure detecting unit that detects the temperature of the refrigerant discharged from the compressor 11.
  • the control device 60 may estimate the pressure of the refrigerant based on the temperature of the refrigerant.
  • the high temperature cooling water temperature sensor 67 is a temperature detection unit that detects the temperature of the cooling water of the high temperature cooling water circuit 20.
  • the high temperature cooling water temperature sensor 67 detects the temperature of the cooling water of the condenser 12.
  • the low temperature cooling water temperature sensor 68 is a temperature detection unit that detects the temperature of the cooling water of the low temperature cooling water circuit 30. For example, the low temperature cooling water temperature sensor 68 detects the temperature of the cooling water of the cooling evaporator 17.
  • the window surface humidity sensor 69 is composed of a window humidity sensor, a window air temperature sensor, and a window surface temperature sensor.
  • the window humidity sensor detects the relative humidity of the vehicle interior air near the windshield in the vehicle interior (hereinafter referred to as the relative humidity near the window).
  • the air temperature sensor near the window detects the temperature of the air inside the vehicle near the windshield.
  • the window surface temperature sensor detects the surface temperature of the windshield.
  • Various operation switches (not shown) are connected to the input side of the control device 60.
  • Various operation switches are provided on the operation panel 70 and are operated by an occupant.
  • the operation panel 70 is arranged near the instrument panel in the front part of the vehicle interior. Operation signals from various operation switches are input to the control device 60.
  • Various operation switches are air conditioner switches, temperature setting switches, etc.
  • the air conditioner switch sets whether or not to cool the air in the indoor air conditioning unit 50.
  • the temperature setting switch sets the set temperature in the vehicle interior.
  • the control device 60 switches the operation mode of the air conditioner based on the target blowout temperature TAO or the like to one of the cooling mode shown in FIG. 3, the heating mode shown in FIG. 4, and the dehumidifying heating mode shown in FIG.
  • the target blowing temperature TAO is the target temperature of the blowing air blown into the vehicle interior.
  • the target outlet temperature TAO is an index indicating the air conditioning load (in other words, the air conditioning heat load) required for the vehicle air conditioner 1.
  • the control device 60 calculates the target blowout temperature TAO based on the following mathematical formula F1.
  • TAO Kset x Tset-Kr x Tr-Kam x Tam-Ks x As + C ... (F1)
  • Tset is the vehicle interior set temperature set by the temperature setting switch of the operation panel 70
  • Tr is the inside air temperature detected by the inside air temperature sensor 61
  • Tam is the outside air temperature detected by the outside air temperature sensor 62
  • As is. It is the amount of solar radiation detected by the solar radiation amount sensor 63.
  • Kset, Kr, Kam, and Ks are control gains
  • C is a correction constant.
  • the control device 60 determines in the heating mode that the window of the vehicle may become cloudy, the control device 60 switches to the dehumidifying heating mode. For example, in the heating mode, the control device 60 calculates the relative humidity RHW (hereinafter referred to as window surface relative humidity) of the vehicle interior side surface based on the detection value of the window surface humidity sensor 69, and calculates the vehicle interior side surface relative humidity. Determine if the vehicle window may be fogged based on the relative humidity RHW.
  • RHW relative humidity relative humidity
  • the window surface relative humidity RHW is an index showing the possibility that the windshield will become cloudy. Specifically, the larger the value of the window surface relative humidity RHW, the higher the possibility that the windshield will become cloudy.
  • the control device 60 sets the first expansion valve 13 in the throttled state and the second expansion valve 16 in the fully closed state.
  • the control device 60 determines the operating state (control signals output to various control devices) of various control devices connected to the control device 60 based on the target blowout temperature TAO, the detection signal of the sensor group, and the like.
  • the feedback control method is used based on the deviation between the target evaporator temperature TEO and the temperature TE of the cooling evaporator 17.
  • the temperature TE of the cooling evaporator 17 is determined to approach the target evaporator temperature TEO.
  • the target evaporator temperature TEO is determined based on the target blowout temperature TAO with reference to the control map stored in the 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 control signal output to the indoor blower 53 (in other words, the air volume of the indoor blower 53) is determined based on the target blowout temperature TAO. For example, the control signal output to the indoor blower 53 is determined so that the air volume of the indoor blower 53 increases in the high temperature range and the low temperature range of the target blowout temperature TAO.
  • the degree of superheat of the refrigerant flowing into the compressor 11 determines the coefficient of performance of the cycle (so-called COP). It is determined to approach a predetermined target degree of superheat so as to approach the maximum value.
  • the air mix door 54 is operated at the position shown in FIG. 3 to block the air passage of the heater core 22, and the blown air that has passed through the air evaporator 14 The total flow rate is determined to flow around the air passage of the heater core 22.
  • the compressor 11 and the high temperature side pump 21 are operated.
  • the on-off valve 24 opens the cooling water flow path on the high temperature side radiator 23 side.
  • the cooling water circulates in the high-temperature side radiator 23, and the radiator 23 dissipates heat from the cooling water to the outside air.
  • the cooling water of the high-temperature cooling water circuit 20 also circulates in the heater core 22, but since the air mix door 54 blocks the air passage of the heater core 22, the heater core 22 almost dissipates heat from the cooling water to the air. I won't get it.
  • the refrigerant flows as shown by the thick solid line in FIG. 3, and the state of the refrigerant circulating in the cycle changes as follows.
  • the high-pressure refrigerant discharged from the compressor 11 flows into the condenser 12.
  • the refrigerant that has flowed into the condenser 12 dissipates heat to the cooling water of the high-temperature cooling water circuit 20. As a result, the refrigerant is cooled and condensed in the condenser 12.
  • the refrigerant flowing out of the condenser 12 flows into the first expansion valve 13 and is decompressed and expanded by the first expansion valve 13 until it becomes a low-pressure refrigerant.
  • the low-pressure refrigerant decompressed by the first expansion valve 13 flows into the air evaporator 14 and absorbs heat from the air blown into the vehicle interior to evaporate. As a result, the air blown into the vehicle interior is cooled.
  • the low-pressure refrigerant can absorb heat from the air in the air evaporator 14 and blow out the cooled air into the vehicle interior. As a result, it is possible to realize cooling in the vehicle interior.
  • the second expansion valve 16 In the cooling mode, when it is necessary to cool the battery 33, the second expansion valve 16 is set to the throttle state and the low temperature side pump 31 is operated.
  • the refrigerant flowing out of the condenser 12 flows into the second expansion valve 16 and is decompressed and expanded by the second expansion valve 16 until it becomes a low-pressure refrigerant.
  • the low-pressure refrigerant decompressed by the second expansion valve 16 flows into the cooling evaporator 17, and absorbs heat from the cooling water of the low-temperature cooling water circuit 30 and evaporates. As a result, the cooling water of the low temperature cooling water circuit 30 is cooled.
  • the three-way valve 38 When it is necessary to cool the battery 33, the three-way valve 38 is in a state where the cooling water of the low temperature cooling water circuit 30 circulates in the battery 33 as shown by the solid line arrow in FIG. As a result, the battery 33 is cooled by the cooling water of the low temperature cooling water circuit 30.
  • Heating mode In the heating mode, the control device 60 puts the first expansion valve 13 in a fully closed state and the second expansion valve 16 in a throttled state.
  • the control device 60 determines the operating state (control signals output to various control devices) of various control devices connected to the control device 60 based on the target blowout temperature TAO, the detection signal of the sensor group, and the like.
  • the temperature of the heater core 22 is determined by the feedback control method based on the deviation between the target heater core temperature THO and the temperature TH of the heater core 22. TH is determined to approach the target heater core temperature THO.
  • the target heater core temperature THO is determined based on the target blowout temperature TAO with reference to the control map stored in the control device 60. In the control map of the present embodiment, it is determined that the target heater core temperature THO increases as the target blowout temperature TAO increases.
  • the control signal output to the compressor 11 is based on the deviation between the target condenser temperature TCO and the temperature TC of the condenser 12, so that the temperature TC of the condenser 12 approaches the target condenser temperature TCO by the feedback control method. May be determined.
  • the control signal output to the indoor blower 53 (in other words, the air volume of the indoor blower 53) is determined based on the target blowout temperature TAO as in the cooling mode. For example, the control signal output to the indoor blower 53 is determined so that the air volume of the indoor blower 53 increases in the high temperature range and the low temperature range of the target blowout temperature TAO.
  • the air volume of the indoor blower 53 determined based on the target blowout temperature TAO is hereinafter referred to as a normal air volume.
  • the air volume of the indoor blower 53 is determined to be a warm-up air volume smaller than the normal air volume. As a result, cold air is blown out to the occupant during warm-up to prevent the occupant from feeling chills.
  • the air volume of the indoor blower 53 is smaller than the normal air volume. Will be decided.
  • the air volume of the indoor blower 53 is determined to be the warm-up air volume.
  • the air volume of the indoor blower 53 may be determined as the warm air volume.
  • the temperature TH of the heater core 22 is equal to or lower than a predetermined temperature, the air volume of the indoor blower 53 may be determined as the warm-up air volume.
  • the degree of superheat of the refrigerant flowing out of the cooling evaporator 17 is determined so as to approach a predetermined target degree of superheat.
  • the target degree of superheat is set so that the coefficient of performance of the cycle (so-called COP) approaches the maximum value.
  • the air mix door 54 is operated at the position shown in FIG. 4, the air passage of the heater core 22 is fully opened, and the blown air that has passed through the air evaporator 14 is used. The total flow rate is determined to pass through the air passage of the heater core 22.
  • the compressor 11, the high temperature side pump 21, and the low temperature side pump 31 are operated.
  • the on-off valve 24 closes the cooling water flow path on the high temperature side radiator 23 side.
  • the cooling water of the high-temperature cooling water circuit 20 circulates in the heater core 22, and the cooling water in the heater core 22 becomes the air blown into the vehicle interior. It is dissipated.
  • the three-way valve 38 opens the cooling water flow path on the low temperature side radiator 32 side.
  • the cooling water of the low-temperature cooling water circuit 30 circulates in the low-temperature side radiator 32.
  • the refrigerant flows as shown by the thick solid line in FIG. 4, and the state of the refrigerant circulating in the cycle changes as follows.
  • the high-pressure refrigerant discharged from the compressor 11 flows into the condenser 12 and exchanges heat with the cooling water of the high-temperature cooling water circuit 20 to dissipate heat. As a result, the cooling water of the high-temperature cooling water circuit 20 is heated.
  • the refrigerant flowing out of the condenser 12 flows into the second expansion valve 16 and is depressurized until it becomes a low-pressure refrigerant. Then, the low-pressure refrigerant decompressed by the second expansion valve 16 flows into the cooling evaporator 17 and absorbs heat from the cooling water of the low-temperature cooling water circuit 30 to evaporate.
  • the heat of the high-pressure refrigerant discharged from the compressor 11 is radiated to the cooling water of the high-temperature cooling water circuit 20 by the condenser 12, and the heat of the cooling water of the high-temperature cooling water circuit 20 is dissipated.
  • the heater core 22 can dissipate heat to the air, and the air heated by the heater core 22 can be blown out into the vehicle interior. As a result, it is possible to realize heating in the vehicle interior.
  • the cooling water of the low-temperature cooling water circuit 30 circulates in the low-temperature side radiator 32, heat is absorbed from the outside air into the cooling water of the low-temperature cooling water circuit 30, and the cooling evaporator 17 absorbs heat from the cooling water of the low-temperature cooling water circuit 30 to a low-pressure refrigerant. Can be made to absorb heat. Therefore, the heat of the outside air can be used for heating the interior of the vehicle.
  • the cooling water of the low-temperature cooling water circuit 30 is also circulated to the battery 33, so that the waste heat of the battery 33 is circulated in the low-temperature cooling water circuit 30.
  • the cooling water can absorb heat, and the cooling evaporator 17 can absorb heat from the cooling water of the low-temperature cooling water circuit 30 to the low-pressure refrigerant.
  • the waste heat of the battery 33 can be used for heating the vehicle interior. Further, the waste heat of the battery 33 can be used for defrosting the radiator 32 on the low temperature side.
  • the waste heat of the battery 33 can be used for heating and defrosting the vehicle interior.
  • the control device 60 sets the first expansion valve 13 in a fully closed state and the second expansion valve 16 in a fully closed state.
  • the control device 60 determines the operating state (control signals output to various control devices) of various control devices connected to the control device 60 based on the target blowout temperature TAO, the detection signal of the sensor group, and the like.
  • control signal output to the compressor 11 (in other words, the rotation speed of the compressor 11) and the control signal output to the indoor blower 53 (in other words, the air volume of the indoor blower 53) are the same as in the heating mode. Will be decided.
  • the degree of superheat of the refrigerant flowing out of the air evaporator 14 is determined so as to approach a predetermined target degree of superheat.
  • the target degree of superheat is set so that the coefficient of performance of the cycle (so-called COP) approaches the maximum value.
  • the air mix door 54 is operated at the position shown in FIG. 5 to fully open the air passage of the heater core 22, and the blown air that has passed through the air evaporator 14
  • the total flow rate of the heater core 22 is determined to pass through the air passage of the heater core 22.
  • the compressor 11, the high temperature side pump 21, and the low temperature side pump 31 are operated.
  • the on-off valve 24 closes the cooling water flow path on the high temperature side radiator 23 side.
  • the cooling water of the high-temperature cooling water circuit 20 circulates in the heater core 22, and the cooling water is blown from the cooling water into the vehicle interior by the heater core 22. It is dissipated to the air.
  • the refrigerant flows as shown by the thick solid line in FIG. 5, and the state of the refrigerant circulating in the cycle changes as follows.
  • the high-pressure refrigerant discharged from the compressor 11 flows into the condenser 12 and exchanges heat with the cooling water of the high-temperature cooling water circuit 20 to dissipate heat. As a result, the cooling water of the high-temperature cooling water circuit 20 is heated.
  • the refrigerant flowing out of the condenser 12 flows into the first expansion valve 13 and is depressurized until it becomes a low-pressure refrigerant. Then, the low-pressure refrigerant decompressed by the first expansion valve 13 flows into the air evaporator 14 and absorbs heat from the air blown into the vehicle interior to evaporate. As a result, the air blown into the vehicle interior is cooled and dehumidified. Then, the refrigerant flowing out of the air evaporator 14 flows to the suction side of the compressor 11 and is compressed again by the compressor 11.
  • the heat of the high-pressure refrigerant discharged from the compressor 11 is radiated to the cooling water of the high-temperature cooling water circuit 20 by the condenser 12, and the heat of the cooling water of the high-temperature cooling water circuit 20 is dissipated. Is dissipated to the air by the heater core 22.
  • the low-pressure refrigerant decompressed by the second expansion valve 16 is made to absorb heat from the air blown into the vehicle interior by the air evaporator 14, and the air cooled and dehumidified by the air evaporator 14 is cooled and dehumidified by the heater core 22. It can be heated and blown into the passenger compartment. This makes it possible to realize dehumidifying and heating in the vehicle interior.
  • the second expansion valve 16 By setting the second expansion valve 16 in the throttled state in the dehumidifying / heating mode, the low-pressure refrigerant decompressed by the second expansion valve 16 flows into the cooling evaporator 17, and is discharged from the cooling water of the low-temperature cooling water circuit 30. It absorbs heat and evaporates.
  • the cooling water of the low-temperature cooling water circuit 30 is circulated through the low-temperature side radiator 32 to absorb heat from the outside air to the cooling water of the low-temperature cooling water circuit 30. Then, the cooling water of the low-temperature cooling water circuit 30 can be absorbed by the low-pressure refrigerant by the cooling evaporator 17. Therefore, the heat of the outside air can be used for heating the interior of the vehicle.
  • the waste heat of the battery 33 is absorbed by the cooling water of the low temperature cooling water circuit 30.
  • the cooling evaporator 17 can absorb heat from the cooling water of the low-temperature cooling water circuit 30 to the low-pressure refrigerant. Therefore, the waste heat of the battery 33 can be used for heating the interior of the vehicle.
  • the refrigerant flow to the air evaporator 14 and the cooling evaporator 17 and the cooling water flow in the high temperature cooling water circuit 20 and the low temperature cooling water circuit 30 are switched. This makes it possible to perform appropriate cooling, heating and dehumidifying heating in the vehicle interior, and thus to realize comfortable air conditioning in the vehicle interior.
  • control device 60 puts the first expansion valve 13 in a fully closed state and the second expansion valve 16 in a throttled state.
  • the control device 60 determines the operating state (control signals output to various control devices) of various control devices connected to the control device 60 based on the target temperature of the battery 33, the detection signal of the sensor group, and the like.
  • the temperature of the battery 33 is determined by the feedback control method based on the deviation between the target temperature of the battery 33 and the temperature of the battery 33. Is determined to approach the target temperature.
  • the degree of superheat of the refrigerant flowing out of the cooling evaporator 17 is determined so as to approach a predetermined target degree of superheat.
  • the target degree of superheat is set so that the coefficient of performance of the cycle (so-called COP) approaches the maximum value.
  • the compressor 11, the high temperature side pump 21, and the low temperature side pump 31 are operated.
  • the on-off valve 24 opens the cooling water flow path on the high temperature side radiator 23 side.
  • the cooling water of the high-temperature cooling water circuit 20 circulates in the high-temperature side radiator 23, and the radiator 23 dissipates heat from the cooling water to the outside air.
  • the three-way valve 38 is in a state where the cooling water of the low temperature cooling water circuit 30 circulates in the battery 33. As a result, the battery 33 is cooled by the cooling water of the low temperature cooling water circuit 30.
  • the refrigerant flows as shown by the thick solid line in FIG. 6, and the state of the refrigerant circulating in the cycle changes as follows.
  • the high-pressure refrigerant discharged from the compressor 11 flows into the condenser 12 and exchanges heat with the cooling water of the high-temperature cooling water circuit 20 to dissipate heat. As a result, the refrigerant is cooled and condensed in the condenser 12.
  • the refrigerant flowing out of the condenser 12 flows into the second expansion valve 16 and is depressurized until it becomes a low-pressure refrigerant. Then, the low-pressure refrigerant decompressed by the second expansion valve 16 flows into the cooling evaporator 17 and absorbs heat from the cooling water of the low-temperature cooling water circuit 30 to evaporate.
  • the cooling water of the low temperature cooling water circuit 30 is cooled by the cooling evaporator 17, and the cooling water of the low temperature cooling water circuit 30 circulates to the battery 33 to cool the battery 33.
  • the control device 60 executes the oil recovery control shown in the flowchart of FIG. 7 in order to prevent the oil from falling into the air evaporator 14.
  • the oil stagnation in the air evaporator 14 is a phenomenon in which the refrigerant mixed in the refrigerant stays in the air evaporator 14.
  • step S100 it is determined whether or not the cooling evaporator 17 is operated independently. That is, it is determined whether or not the heating mode or the battery cooling mode is used. Specifically, when the inflow of the refrigerant into the air evaporator 14 is cut off and the refrigerant flows into the cooling evaporator 17, it is determined that the cooling evaporator 17 is operating independently.
  • step S100 If it is determined in step S100 that the cooling evaporator 17 is operated independently, the process proceeds to step S110, and as the value of the current sleep amount counter nt, a predetermined value dt is added to the value of the previous sleep amount counter tn-1. The added value is determined, and the process proceeds to step S120. If it is not determined in step S100 that the cooling evaporator 17 is operating independently, the process proceeds to step S150, the value of the sleep amount counter tn is reset to 0, and the process returns to step S100.
  • step S120 it is determined whether or not the value of the sleep amount counter tn exceeds the threshold value ⁇ 1. If it is determined in step S120 that the value of the sleep amount counter tn exceeds the threshold value ⁇ 1, it is determined that there is oil sleep, and the process proceeds to step S140. If it is determined in step S120 that the value of the sleep amount counter tn does not exceed the threshold value ⁇ 1, the process proceeds to step S130, and it is determined whether or not the compressor 11 has changed from the stopped state to the started state.
  • step S130 If it is determined in step S130 that the compressor 11 has changed from the stopped state to the activated state, it is determined that there is oil stagnation and the process proceeds to step S140. If it is determined in step S130 that the compressor 11 has not changed from the stopped state to the started state, it is determined that there is no oil stagnation, and the process returns to step S100.
  • step S140 oil recovery control is performed.
  • the oil recovery control in step S140 as shown in FIG. 8, first, the first expansion valve 13 is opened in step S1410. As a result, the refrigerant flows through the air evaporator 14, so that the refrigerating machine oil staying in the air evaporator 14 can be returned to the compressor 11.
  • the refrigerant flow of the air evaporator 14 pulsates, so that the refrigerating machine oil accumulated in the air evaporator 14 can be easily recovered.
  • the refrigerant flow of the air evaporator 14 may be pulsated by periodically increasing or decreasing the rotation speed of the compressor 11.
  • the opening degrees of the first expansion valve 13 and the second expansion valve 16 should be determined so that the flow rate of the refrigerant flowing into the air evaporator 14 is larger than the flow rate of the refrigerant flowing into the cooling evaporator 17.
  • the refrigerating machine oil accumulated in the air evaporator 14 can be effectively recovered.
  • the opening degrees of the first expansion valve 13 and the second expansion valve 16 are determined so that the flow rate of the refrigerant flowing into the cooling evaporator 17 is larger than the flow rate of the refrigerant flowing into the air evaporator 14, cooling is performed.
  • the decrease in the amount of heat absorbed by the evaporator 17 can be suppressed as much as possible.
  • step S1420 the air after passing through the air evaporator 14 can be heated by the heater core 22.
  • the indoor blower 53 and the high temperature side pump 21 are operated, and the air mix door 54 is operated so as to open the air passage of the heater core 22.
  • step S1430 the second expansion valve 16 is fully closed and the electric heater 25 is operated.
  • the flow rate of the refrigerant in the air evaporator 14 increases, so that the refrigerating machine oil staying in the air evaporator 14 can be easily recovered.
  • the electric heater 25 By operating the electric heater 25, it is possible to suppress a decrease in the temperature of the blown air into the vehicle interior. That is, since the refrigerant does not flow to the cooling evaporator 17, the amount of heat absorbed by the cooling evaporator 17 may decrease, and the amount of heating of the cooling water in the condenser 12 may decrease. Therefore, the electric heater 25 is used. By operating it, it is possible to compensate for the decrease in the heating amount of the cooling water in the condenser 12, and it is possible to suppress the decrease in the heating amount of the air in the heater core 22.
  • step S1440 the inside / outside air switching door 52a is controlled so that the inside air ratio of the air introduced into the air conditioning casing 51 increases, and the indoor blower 53 is controlled so that the air volume of the air introduced into the air conditioning casing 51 increases. do.
  • the temperature of the air flowing into the air evaporator 14 rises, so that the heat exchange load of the air evaporator 14 increases.
  • the heat exchange load of the air evaporator 14 increases.
  • the rotation speed of the compressor 11 increases, so that the refrigerant flow rate in the air evaporator 14 increases and the refrigerating machine oil staying in the air evaporator 14 is easily recovered.
  • the temperature of the air flowing into the air evaporator 14 rises, the temperature of the refrigerating machine oil staying in the air evaporator 14 also rises and the viscosity of the refrigerating machine oil decreases, so that the refrigerating machine oil can be easily recovered.
  • step S1450 it is determined whether or not a predetermined time T1 (for example, 10 seconds) has elapsed since the first expansion valve 13 was opened in step S1410. If it is determined in step S1450 that the predetermined time T1 has elapsed, the process proceeds to step S1460 to end the oil recovery control. That is, it returns to the control state before executing the oil recovery control. If it is determined in step S1450 that the predetermined time T1 has not elapsed, step S1450 is repeated.
  • a predetermined time T1 for example, 10 seconds
  • control device 60 executes the oil recovery control when it is determined that the first expansion valve 13 closes the flow path and the refrigerating machine oil is retained in the air evaporator 14.
  • the first expansion valve 13 is controlled so as to open the refrigerant flow path.
  • the refrigerant flows to the air evaporator 14 by opening the refrigerant flow path by the first expansion valve 13, the refrigerating machine oil staying in the air evaporator 14 can be returned to the compressor 11.
  • the control device 60 operates the indoor blower 53 when the oil recovery control is being executed.
  • the air cooled by the air evaporator 14 during oil recovery control can be heated by the condenser 12 and blown out into the vehicle interior space, so that condensed water is generated by the air evaporator 14 during oil recovery control. Even if the condensed water freezes, the relative humidity of the blown air can be lowered to make the odor less noticeable.
  • the rotation speed control (in other words, the discharge capacity control) for increasing or decreasing the rotation speed (in other words, the refrigerant discharge capacity) of the compressor 11 is performed.
  • the opening degree control for increasing or decreasing the opening degree of the first expansion valve 13.
  • the refrigerant flowing through the air evaporator 14 can be pulsated during oil recovery control, and the refrigerating machine oil staying in the air evaporator 14 can be effectively returned to the compressor 11.
  • the flow rate of the refrigerant flowing into the air evaporator 14 is larger than the flow rate of the refrigerant flowing into the cooling evaporator 17.
  • the first expansion valve 13 and the second expansion valve 16 are controlled.
  • the flow rate of the refrigerant flowing through the air evaporator 14 can be increased as much as possible, and the refrigerating machine oil staying in the air evaporator 14 can be effectively returned to the compressor 11.
  • the control device 60 operates the electric heater 25 when the oil recovery control is being executed.
  • the control device 60 operates the electric heater 25 when the oil recovery control is being executed.
  • the flow rate of the refrigerant flowing into the cooling evaporator 17 is larger than the flow rate of the refrigerant flowing into the air evaporator 14.
  • the first expansion valve 13 and the second expansion valve 16 are controlled.
  • control device 60 determines that the refrigerating machine oil is retained in the air evaporator 14 when the first expansion valve 13 is closed for a predetermined time or longer. Thereby, it can be appropriately determined whether or not the refrigerating machine oil is retained in the air evaporator 14.
  • control device 60 executes the oil recovery control when the compressor 11 is changed from the stopped state to the started state and the first expansion valve 13 closes the flow path.
  • the refrigerating machine oil staying in the air evaporator 14 can be quickly returned to the compressor 11 by the refrigerant flowing back into the air evaporator 14 while the compressor 11 is stopped.
  • the control device 60 the higher the heat exchange load of the air evaporator 14, the higher the rotation speed of the compressor 11, and when the oil recovery control is executed, the ratio of the inside air is higher than the ratio of the outside air.
  • the inside / outside air switching door 52a is controlled so as to be large.
  • the heat exchange load of the air evaporator 14 can be increased and the flow rate of the discharged refrigerant of the compressor 11 can be increased during the oil recovery control, the flow rate of the refrigerant flowing into the air evaporator 14 can be increased. , The refrigerating machine oil staying in the air evaporator 14 can be effectively returned to the compressor 11.
  • the viscosity of the refrigerating machine oil staying in the air evaporator 14 can be lowered, so that the refrigerating machine oil staying in the air evaporator 14 can be reduced. It can be effectively returned to the compressor 11.
  • the air volume of the indoor blower 53 is increased more than the normal air volume. According to this, since the heat exchange load of the air evaporator 14 can be increased to increase the flow rate of the discharged refrigerant of the compressor 11 during the oil recovery control, the flow rate of the refrigerant flowing into the air evaporator 14 can be increased. , The refrigerating machine oil staying in the air evaporator 14 can be effectively returned to the compressor 11.
  • the oil recovery control is executed when the air evaporator 14 has oil stagnation, but in the present embodiment, the air evaporator 14 has oil stagnation and the refrigerating cycle device 10 is warming up. Execute oil recovery control in some cases.
  • the control device 60 executes the oil recovery control shown in the flowchart of FIG. 9 in order to prevent the oil from falling asleep in the air evaporator 14.
  • step S135 is added to the flowchart of FIG. 7 of the first embodiment.
  • step S120 If it is determined in step S120 that the sleep amount counter tn exceeds the threshold value ⁇ 1, it is determined that there is oil sleep and the process proceeds to step S135. If it is determined in step S120 that the sleep amount counter tn does not exceed the threshold value ⁇ 1, the process proceeds to step S130, and it is determined whether or not the compressor 11 has changed from the stopped state to the activated state. If it is determined in step S130 that the compressor 11 has changed from the stopped state to the activated state, it is determined that there is oil stagnation, and the process proceeds to step S135. If it is determined in step S130 that the compressor 11 has not changed from the stopped state to the started state, it is determined that there is no oil stagnation, and the process returns to step S100.
  • step S135 it is determined whether or not the air volume of the indoor blower 53 is controlled to be less than or equal to the warm-up air volume. If it is determined in step S135 that the air volume of the indoor blower 53 is controlled by the warm-up air volume, the process proceeds to step S140 and oil recovery control is performed. As a result, the oil recovery control is performed when the air volume of the indoor blower 53 is small, so that condensed water is generated in the air evaporator 14 or the condensed water freezes during oil recovery, which is unpleasant in the passenger compartment. It is possible to suppress the generation of odor. Since the oil is recovered without increasing the amount of air blown to the air evaporator 14, the oil can be recovered without delaying the warm-up of the refrigerating cycle device 10.
  • step S135 If it is determined in step S135 that the air volume of the indoor blower 53 is not controlled by the warm-up air volume, it is determined that if the oil is recovered, an unpleasant odor may be generated in the vehicle interior, and the oil is used. Return to step 100 without collecting.
  • control device 60 executes the oil recovery control when it is determined that the refrigerating machine oil is retained in the air evaporator 14 and the indoor blower 53 is controlled by the warm-up air volume.
  • the backflow prevention valve 19 is a backflow prevention unit that prevents the refrigerant stored in the receiver 18 from flowing back to the air evaporator 14 after the compressor 11 is stopped.
  • the check valve 19 is arranged on the downstream side of the refrigerant flow of the air evaporator 14 and on the upstream side of the refrigerant flow of the confluence portion 10b.
  • the check valve 19 allows the refrigerant to flow from the air evaporator 14 toward the merging portion 10b, and prohibits the refrigerant from flowing from the merging portion 10b toward the air evaporator 14.
  • the check valve 19 is a spring type check valve that closes the valve body by the force of the spring at the time of backflow.
  • the check valve 19 may be a solenoid valve controlled by the control device 60.
  • the air evaporator 14 is caused by the refrigerant flowing back to the air evaporator 14. It is possible to prevent the refrigerating machine oil from staying in the air.
  • the check valve 19 allows the refrigerant to flow from the air evaporator 14 toward the merging portion 10b, and prohibits the refrigerant from flowing from the merging portion 10b toward the air evaporator 14. ..
  • cooling water is used as the heat medium, but various media such as oil may be used as the heat medium.
  • a nanofluid may be used as the heat medium.
  • the nanofluid is a fluid in which nanoparticles having a particle size on the order of nanometers are mixed.
  • a fluorocarbon-based refrigerant is used as the refrigerant, but the type of the refrigerant is not limited to this, and a natural refrigerant such as carbon dioxide, a hydrocarbon-based refrigerant, or the like may be used. good.
  • the refrigeration cycle 10 of the above embodiment constitutes a subcritical refrigeration cycle in which the high pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant, but the supercritical refrigeration cycle in which the high pressure side refrigerant pressure exceeds the critical pressure of the refrigerant. It may be configured.
  • the high temperature side radiator 23 and the low temperature side radiator 32 are separate radiators, but the high temperature side radiator 23 and the low temperature side radiator 32 may be composed of one radiator.
  • the high temperature side radiator 23 and the low temperature side radiator 32 may be configured by one radiator by integrating the tank of the high temperature side radiator 23 and the tank of the low temperature side radiator 32 with each other.
  • the first expansion valve 13 is integrally composed of a pressure reducing portion for reducing the pressure of the refrigerant and an opening degree adjusting portion for adjusting the opening degree of the flow path of the refrigerant.
  • the degree adjustment unit may be separate.

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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)
  • Compression-Type Refrigeration Machines With Reversible Cycles (AREA)
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JPH04344074A (ja) * 1991-05-17 1992-11-30 Sanyo Electric Co Ltd 低温貯蔵ショーケース
JP2015183872A (ja) * 2014-03-20 2015-10-22 株式会社デンソー 蒸気圧縮式冷凍サイクル装置

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CN2767875Y (zh) * 2004-10-22 2006-03-29 海尔集团公司 节能型一拖二空调机
JP5812726B2 (ja) * 2011-07-12 2015-11-17 三菱重工業株式会社 ヒートポンプ給湯機
US10661631B2 (en) * 2015-02-09 2020-05-26 Denso Corporation Heat pump cycle
JP6528733B2 (ja) * 2016-06-21 2019-06-12 株式会社デンソー エジェクタ式冷凍サイクル
JP6711249B2 (ja) * 2016-11-25 2020-06-17 株式会社デンソー 車両用空調装置
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JPH04344074A (ja) * 1991-05-17 1992-11-30 Sanyo Electric Co Ltd 低温貯蔵ショーケース
JP2015183872A (ja) * 2014-03-20 2015-10-22 株式会社デンソー 蒸気圧縮式冷凍サイクル装置

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