WO2023140210A1 - Dispositif de climatisation de véhicule - Google Patents

Dispositif de climatisation de véhicule Download PDF

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Publication number
WO2023140210A1
WO2023140210A1 PCT/JP2023/000937 JP2023000937W WO2023140210A1 WO 2023140210 A1 WO2023140210 A1 WO 2023140210A1 JP 2023000937 W JP2023000937 W JP 2023000937W WO 2023140210 A1 WO2023140210 A1 WO 2023140210A1
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WO
WIPO (PCT)
Prior art keywords
refrigerant
temperature
heat exchanger
heat
compressor
Prior art date
Application number
PCT/JP2023/000937
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English (en)
Japanese (ja)
Inventor
航大 松▲崎▼
洪銘 張
耕平 山下
拓 木下
Original Assignee
サンデン株式会社
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Filing date
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Publication of WO2023140210A1 publication Critical patent/WO2023140210A1/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
    • B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/04—Arrangement of batteries
    • 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
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/655—Solid structures for heat exchange or heat conduction
    • H01M10/6556—Solid parts with flow channel passages or pipes for heat exchange
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6569—Fluids undergoing a liquid-gas phase change or transition, e.g. evaporation or condensation
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • H01M10/663—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine

Definitions

  • the present invention relates to a heat pump type vehicle air conditioner applied to a vehicle, and more particularly to a vehicle air conditioner capable of simultaneously controlling the temperature of a battery mounted on the vehicle and air conditioning the vehicle interior.
  • a vehicle air conditioner mounted on such a vehicle a compressor, an indoor heat exchanger (an evaporator for cooling and a condenser for heating), an outdoor heat exchanger (a condenser for cooling and an evaporator for heating), and a refrigerant circuit to which an expansion valve is connected are known to supply air heat-exchanged with the refrigerant in the indoor heat exchanger to the vehicle interior to air the vehicle interior.
  • a battery can ensure appropriate performance and achieve an expected life cycle by being used in an environment within a predetermined temperature range, and continued use in an environment outside the above temperature range will lead to deterioration, deterioration, and damage to battery performance.
  • a vehicle air conditioner that air-conditions the interior of the vehicle and adjusts the temperature of the battery (for example, Patent Document 1).
  • a refrigerant-heat medium heat exchanger for cooling the battery is provided in order to suppress deterioration caused by the use of the battery in a high-temperature environment.
  • Patent Document 1 does not take into account heating of the battery as well as heating of the vehicle interior and heating of the battery in an extremely low temperature environment. If the heating of the vehicle interior and the heating of the battery are performed together in a cryogenic environment, the compressor may be controlled so that the temperature of the heat medium passing through the refrigerant-heat medium heat exchanger reaches the target temperature with priority given to heating the battery, or the compressor is controlled so that the temperature of the refrigerant flowing through the indoor heat exchanger reaches the target temperature while giving priority to the heating of the vehicle interior.
  • the compressor since there is usually a discrepancy between the battery target temperature and the heating target temperature, for example, if the compressor is controlled with priority given to battery heating, the temperature of the refrigerant flowing through the indoor heat exchanger will exceed the target temperature, causing heat loss when adjusting the temperature of the passenger compartment heating. Conversely, if the compressor is controlled with priority given to heating the vehicle interior, the water temperature of the heat medium does not reach the target temperature, and the battery cannot be heated to the desired temperature. In other words, if the compressor is controlled by giving priority to the target temperature of either the indoor heat exchanger or the heat medium, the target temperature of the other is not reached or heat loss occurs, and appropriate and efficient temperature control cannot be performed.
  • the present invention has been made in view of such circumstances, and aims to simultaneously heat the vehicle interior and the battery, and to appropriately and efficiently control both the temperature in the vehicle interior and the temperature of the battery.
  • the present invention provides a refrigerant circuit including a compressor that compresses refrigerant, an indoor heat exchanger that exchanges heat between the refrigerant compressed by the compressor and air supplied to the vehicle interior, an outdoor heat exchanger that exchanges heat between the refrigerant and the outside air, and a heat exchanger subject to temperature control, a heat medium circuit in which a heat medium that passes through the heat exchanger subject to temperature control and exchanges heat with the refrigerant circulates, and the temperature of a temperature subject mounted on the vehicle is adjusted by the heat medium flowing through the heat exchanger subject to temperature control, and the refrigerant circuit that adjusts the temperature.
  • a control device for controlling a circuit and the heat medium circuit wherein the refrigerant circuit has a hot gas circuit in which the refrigerant discharged from the compressor bypasses the outdoor heat exchanger and flows into the suction side of the compressor through the indoor heat exchanger and the heat exchanger subject to temperature control, and the control device circulates the refrigerant in the hot gas circuit to heat the vehicle interior and heat the temperature control target with the heat of the refrigerant compressed by the compressor.
  • the present invention it is possible to simultaneously heat the vehicle interior and the battery, and appropriately and efficiently control the temperature in the vehicle interior and the temperature of the battery.
  • FIG. 1 is a block diagram showing a schematic configuration of a control device for a vehicle air conditioner according to an embodiment of the present invention
  • FIG. 4 is an explanatory diagram showing the flow of refrigerant in the refrigerant circuit when each air conditioning mode using the hot gas circuit is executed in the vehicle air conditioner according to the embodiment of the present invention
  • FIG. 4 is a Mollier diagram showing changes in the state of the refrigerant during execution of the hot gas heating mode and the hot gas mode in the vehicle air conditioner according to the embodiment of the present invention.
  • FIG. 4 is a Mollier diagram showing changes in the state of the refrigerant during execution of the battery heating mode in the vehicle air conditioner according to the embodiment of the present invention.
  • FIG. 2 is a control block diagram for calculating a target rotational speed TGNC of a compressor in the vehicle air conditioner control device according to the embodiment of the present invention.
  • FIG. 4 is an explanatory diagram showing the flow of refrigerant in the refrigerant circuit when the outside air heat absorption heating mode is executed in the vehicle air conditioner according to the embodiment of the present invention;
  • FIG. 4 is a Mollier diagram showing changes in the state of the refrigerant during execution of the outside air heat absorption heating mode in the vehicle air conditioner according to the embodiment of the present invention.
  • FIG. 4 is an explanatory diagram showing the flow of refrigerant in the refrigerant circuit when the battery cooling mode is executed in the vehicle air conditioner according to the embodiment of the present invention.
  • FIG. 1 shows a schematic configuration of a vehicle air conditioner 1 according to an embodiment of the present invention.
  • the vehicle air conditioner 1 can be applied to a vehicle such as an electric vehicle (EV) that is not equipped with an engine (internal combustion engine) or a so-called hybrid vehicle that shares an engine and an electric motor for running.
  • a vehicle is equipped with a battery 55 (for example, a lithium battery), and is driven by supplying electric power charged in the battery 55 from an external power supply to a motor unit (not shown) including a driving motor (electric motor).
  • the vehicle air conditioner 1 is also powered by the battery 55 and driven.
  • the vehicle air conditioner 1 includes a refrigerant circuit R for performing heat pump operation, and a heat medium circuit 60 for adjusting the temperature of the battery 55 as a temperature control target.
  • the heat medium circuit 60 is connected to the refrigerant circuit R so as to be capable of exchanging heat via a temperature control target heat exchanger 64, which will be described later.
  • the vehicle air conditioner 1 selectively executes various operation modes including air conditioning operation such as heating operation and cooling operation by heat pump operation using the refrigerant circuit R, thereby air conditioning the vehicle interior and adjusting the temperature of the battery 55.
  • the heat medium circuit 60 can also adjust the temperature of, for example, a motor unit and other devices mounted on the vehicle that generate heat.
  • the refrigerant circuit R is provided in the air flow passage 3 of the HVAC unit 10 through which the air in the passenger compartment is ventilated and circulated by the compressor 2 that compresses the refrigerant, the indoor heat exchanger 4 that dissipates heat from the high-temperature and high-pressure refrigerant discharged from the compressor 2 and heats the air supplied to the passenger compartment, the outdoor expansion valve 6 that decompresses and expands the refrigerant during heating, and the refrigerant circuit R that functions as a radiator (condenser) that releases the refrigerant during cooling, and as an evaporator that absorbs heat from the refrigerant during heating.
  • the compressor 2 that compresses the refrigerant
  • the indoor heat exchanger 4 that dissipates heat from the high-temperature and high-pressure refrigerant discharged from the compressor 2 and heats the air supplied to the passenger compartment
  • the outdoor expansion valve 6 that decompresses and expands the refrigerant during heating
  • An outdoor heat exchanger 7 for performing exchange, an indoor expansion valve 8 for decompressing and expanding the refrigerant, a heat absorber 9 for cooling the air supplied to the vehicle interior by allowing the refrigerant to absorb heat from outside and outside the vehicle interior during cooling and dehumidification provided in the air flow passage 3, and an accumulator 12 etc. are connected by refrigerant pipes 13A to 13K.
  • the outdoor expansion valve 6 and the indoor expansion valve 8 are both electronic expansion valves driven by a pulse motor (not shown). It adjusts the amount of heat absorbed by the refrigerant in, that is, the cooling capacity of the passing air.
  • the refrigerant outlet of the outdoor heat exchanger 7 and the refrigerant inlet of the heat absorber 9 are connected by a refrigerant pipe 13A.
  • a check valve 18 and an indoor expansion valve 8 are provided in order from the outdoor heat exchanger 7 side in the refrigerant pipe 13A.
  • the check valve 18 is provided in the refrigerant pipe 13A so that the direction toward the heat absorber 9 is the forward direction.
  • the refrigerant pipe 13A branches off to the refrigerant pipe 13B at a position closer to the outdoor heat exchanger 7 than the check valve 18 and branches to the refrigerant pipe 13I between the check valve 18 and the indoor expansion valve 8 .
  • a refrigerant pipe 13B branched from the refrigerant pipe 13A is connected to the refrigerant inlet of the accumulator 12 .
  • the refrigerant pipe 13B is provided with an electromagnetic valve 21 and a check valve 20 that are opened during heating in order from the outdoor heat exchanger 7 side.
  • the check valve 20 is connected so that the direction toward the accumulator 12 is the forward direction.
  • a refrigerant pipe 13C is branched between the solenoid valve 21 and the check valve 20 of the refrigerant pipe 13B.
  • a refrigerant pipe 13C branched from the refrigerant pipe 13B is connected to a refrigerant outlet of the heat absorber 9 .
  • a refrigerant outlet of the accumulator 12 and the compressor 2 are connected by a refrigerant pipe 13D.
  • the refrigerant outlet of the compressor 2 and the refrigerant inlet of the indoor heat exchanger 4 are connected by a refrigerant pipe 13E.
  • One end of the refrigerant pipe 13F is connected to the refrigerant outlet of the indoor heat exchanger 4, and the other end of the refrigerant pipe 13F is branched into the refrigerant pipe 13G and the refrigerant pipe 13H before the outdoor expansion valve 6 (on the refrigerant upstream side).
  • One branched refrigerant pipe 13G is connected to the refrigerant inlet side of the outdoor heat exchanger 7 via the outdoor expansion valve 6 .
  • the other branched refrigerant pipe 13H is connected between the check valve 18 and the indoor expansion valve 8 of the refrigerant pipe 13A.
  • a solenoid valve 22 is provided on the refrigerant upstream side of the connection point between the refrigerant pipe 13H and the refrigerant pipe 13A.
  • the solenoid valve 22 may be an electronic expansion valve.
  • a refrigerant pipe 13I branched from the refrigerant pipe 13A is connected to the refrigerant flow path 64A of the temperature control target heat exchanger 64, and the refrigerant pipe 13I is provided with a chiller expansion valve 72.
  • the chiller expansion valve 72 is an electronic expansion valve driven by a pulse motor (not shown), and its opening is appropriately controlled between fully closed and fully opened depending on the number of pulses applied to the pulse motor.
  • the chiller expansion valve 72 decompresses and expands the refrigerant flowing into the refrigerant flow path 64A of the heat exchanger 64 for temperature control.
  • One end of the refrigerant pipe 13J is connected to the outlet of the refrigerant flow path 64A of the heat exchanger 64 for temperature control.
  • the other end of the refrigerant pipe 13J is connected to the vicinity of the inlet of the accumulator 12 of the refrigerant pipe 13B.
  • the refrigerant pipe 13H is connected in parallel to the series circuit of the outdoor expansion valve 6, the outdoor heat exchanger 7 and the check valve 18, bypassing the outdoor expansion valve 6, the outdoor heat exchanger 7 and the check valve 18. Then, the refrigerant discharged from the compressor 2 flows to the indoor heat exchanger 4 by the refrigerant pipe 13H and the refrigerant pipe 13I, bypasses the outdoor heat exchanger 7, and passes through the temperature control target heat exchanger 64 to form a hot gas circuit in which the refrigerant flows into the suction side of the compressor 2.
  • Whether or not to allow the refrigerant to flow into the refrigerant pipe 13G that is, whether or not to use the hot gas circuit can be selected according to the opening/closing of the electromagnetic valve 22 provided in the refrigerant pipe 13H.
  • the refrigerant outlet of the compressor 2 and the refrigerant suction side of the accumulator 12 are connected by a refrigerant pipe 13K.
  • An electronic expansion valve 24 is provided in the refrigerant pipe 13K, and by opening the electronic expansion valve 24, a bypass circuit can be formed in which the refrigerant discharged from the compressor 2 is sucked into the compressor 2 again.
  • the air flow passage 3 on the air upstream side of the heat absorber 9 is formed with an outside air intake and an inside air intake (represented by the intake 25 in FIG. 1).
  • a suction switching damper 26 is provided at the suction port 25 .
  • the intake switching damper 26 appropriately switches between the inside air, which is the air inside the vehicle compartment, and the outside air, which is the air outside the vehicle compartment, and introduces the air from the intake port 25 into the air flow passage 3 .
  • An indoor air blower 27 for supplying the introduced inside air and outside air to the air flow passage 3 is provided on the air downstream side of the suction switching damper 26 .
  • An air mix damper 28 is provided in the air flow passage 3 on the air upstream side of the indoor heat exchanger 4 to adjust the ratio of the air (inside air or outside air) in the air flow passage 3 after flowing into the air flow passage 3 and passing through the heat absorber 9 to the indoor heat exchanger 4 and the auxiliary heater 23.
  • auxiliary heating means for example, hot water heated by compressor waste heat may be circulated through a heater core arranged in the air flow passage 3 to heat the blown air.
  • the heat medium circuit 60 includes a pump 61 for circulating the heat medium in the heat medium circuit 60 to flow the heat medium to the battery 55, and a temperature control target heat exchanger 64.
  • the heat medium is passed through the battery 55, which is the temperature control target, to adjust the temperature of the battery 55.
  • the heat medium circuit 60 is provided so as to exchange heat between the refrigerant circulating in the refrigerant circuit R and the heat medium in the temperature control target heat exchanger 64 . That is, in the heat medium circuit 60, the heat medium passes through the heat medium flow path 64B of the heat exchanger 64 for temperature adjustment and exchanges heat with the refrigerant passing through the heat medium flow path 64A of the heat exchanger 64 for temperature adjustment.
  • the heat medium whose temperature is adjusted by exchanging heat with the refrigerant passes through the battery 55 by circulating through the heat medium circuit 60 by the pump 61 , thereby adjusting the temperature of the battery 55 .
  • the temperature control target heat exchanger 64 constitutes part of the refrigerant circuit R and also constitutes part of the heat medium circuit 60 .
  • the heat medium used in the heat medium circuit 60 for example, water, a refrigerant such as HFO-1234yf, a liquid such as a coolant liquid obtained by adding an antifreeze liquid to water, or a gas such as air can be used.
  • a coolant liquid is adopted as a heat medium.
  • the battery 55 is surrounded by, for example, a jacket structure that allows a heat medium to flow in a heat exchange relationship with the battery 55 .
  • FIG. 2 shows a schematic configuration of a control device 100 that controls the vehicle air conditioner 1.
  • the control device 100 is connected to the vehicle controller 35, which controls the entire vehicle including the drive control of the motor unit and the charge/discharge control of the battery 55, via an in-vehicle network such as a CAN (Controller Area Network) or a LIN (Local Interconnect Network) so as to be able to communicate with each other, and transmits and receives information.
  • CAN Controller Area Network
  • LIN Local Interconnect Network
  • a computer equipped with a processor such as a CPU (Central Processing Unit) or MPU (Micro Processing Unit), an electric circuit, and a storage element such as a RAM (Random Access Memory) or a ROM (Read Only Memory) can be applied.
  • a processor such as a CPU (Central Processing Unit) or MPU (Micro Processing Unit)
  • MPU Micro Processing Unit
  • a storage element such as a RAM (Random Access Memory) or a ROM (Read Only Memory) can be applied.
  • the following sensors and detectors are connected to the control device 100, and the outputs of these sensors and detectors are input.
  • illustrations and descriptions of components that are not directly related to the operation of the vehicle air conditioner 1 according to the present embodiment are omitted.
  • the control device 100 includes an outside air temperature sensor 33 that detects the outside air temperature Tam of the vehicle, an HVAC intake temperature sensor 36 that detects the temperature of the air sucked into the air flow passage 3 from the intake port 25, an inside air temperature sensor 37 that detects the temperature of the air in the vehicle interior (inside air temperature Tin), an air outlet temperature sensor 41 that detects the temperature of the air blown into the vehicle interior from the outlet 29, the temperature of the refrigerant discharged from the compressor 2, or the heat exchange in the interior.
  • an outside air temperature sensor 33 that detects the outside air temperature Tam of the vehicle
  • an HVAC intake temperature sensor 36 that detects the temperature of the air sucked into the air flow passage 3 from the intake port 25
  • an inside air temperature sensor 37 that detects the temperature of the air in the vehicle interior (inside air temperature Tin)
  • an air outlet temperature sensor 41 that detects the temperature of the air blown into the vehicle interior from the outlet 29, the temperature of the refrigerant discharged from the compressor 2, or the heat exchange in the interior.
  • An indoor heat exchanger pressure sensor 47 for detecting i) and an air conditioning operation unit 53 for setting a set temperature and switching of air conditioning operation are connected.
  • the controller 100 is connected to a battery temperature sensor 76 that detects the temperature of the battery 55, and a heat medium temperature sensor 79 that detects the temperature Tw of the heat medium that exits the heat medium flow path of the temperature control target heat exchanger 64 and enters the battery 55 (hereinafter referred to as "chiller water temperature").
  • a battery temperature sensor 76 that detects the temperature of the battery 55
  • a heat medium temperature sensor 79 that detects the temperature Tw of the heat medium that exits the heat medium flow path of the temperature control target heat exchanger 64 and enters the battery 55 (hereinafter referred to as "chiller water temperature").
  • the battery temperature sensor 76 or the heat medium temperature sensor 79 can be used as appropriate.
  • the output of the control device 100 is connected to the compressor 2, the indoor fan 27, the suction switching damper 26, the air mix damper 28, the outdoor expansion valve 6, the indoor expansion valve 8, the solenoid valves 21 and 22, the electronic expansion valve 24, the pump 61, and the chiller expansion valve 72.
  • the control device 100 controls these based on the output of each sensor, the setting input by the air conditioning operation section 53 and the information from the vehicle controller 35 .
  • the optimum air conditioning mode can be selected from a plurality of air conditioning modes and executed according to the environment in which the vehicle equipped with the vehicle air conditioner 1 runs and the state of the vehicle. For example, when the vehicle runs in an extremely low temperature environment below a predetermined temperature, the outdoor heat exchanger 7 cannot absorb heat from the outside air, so the hot gas heating mode is executed to heat the vehicle interior using the hot gas circuit.
  • a battery heating mode using a hot gas circuit or a hot gas mode in which heating and battery heating are performed at the same time is executed.
  • various air conditioning modes such as an outside air heat absorption heating mode for heating the vehicle interior when heat can be absorbed from the outside air in the outdoor heat exchanger 7, a battery cooling mode for cooling the battery 55, and a cooling mode for cooling the vehicle interior with the air cooled by the heat absorber 9 can be executed.
  • the operation of the vehicle air conditioner 1 when executing each air conditioning mode using the hot gas circuit (that is, in the present embodiment, the three modes of the heating mode, the battery heating mode, and the hot gas mode) will be described.
  • FIG. 3 shows the flow of refrigerant in the refrigerant circuit R during execution of each air conditioning mode using the hot gas circuit.
  • the thick lines indicate the refrigerant pipes through which the refrigerant flows.
  • the hot gas heating mode using the hot gas circuit, the battery heating mode, and the hot gas mode may differ from each other in terms of the rotation speed of the compressor 2, the amount of refrigerant circulating in the refrigerant circuit R, the amount of heat medium circulating in the heat medium circuit 60, and the air flow rate passing through the HVAC unit 10, but the flow path through which the refrigerant circulates or passes through the refrigerant circuit R is the same.
  • the control device 100 When the heating operation is selected by the control device 100 (auto mode) or by manual operation (manual mode) of the air conditioning operation unit 53 and the vehicle is traveling in an extremely low temperature environment, the control device 100 starts the heating operation using the hot gas circuit.
  • the controller 100 closes the outdoor expansion valve 6 , the indoor expansion valve 8 and the solenoid valve 21 , opens the solenoid valve 22 and chiller expansion valve 72 , and opens the electronic expansion valve 24 .
  • a hot gas circuit and a bypass circuit are configured, and the refrigerant can be circulated.
  • part of the refrigerant discharged from the compressor 2 circulates through the hot gas circuit and the rest circulates through the bypass circuit. That is, part of the refrigerant discharged from the compressor 2 passes through the indoor heat exchanger 4, passes through the solenoid valve 22 and the chiller expansion valve 72, passes through the temperature control target heat exchanger 64, and returns to the compressor 2 through the accumulator 12. On the other hand, the rest of the refrigerant discharged from the compressor 2 returns to the compressor 2 via the electronic expansion valve 24 and the accumulator 12 .
  • the differences between the modes and the state of the refrigerant circulating in the refrigerant circuit R in each mode will be described below.
  • Hot gas heating mode In the hot gas heating mode, the control device 100 operates the indoor fan 27, and the air mix damper 28 adjusts the ratio of the air blown from the indoor fan 27 to the indoor heat exchanger 4. Also, the pump 61 is not operated and the heat medium is not circulated in the heat medium circuit 60 . That is, the refrigerant does not exchange heat with the heat medium when passing through the temperature control target heat exchanger 64 .
  • FIG. 4 shows a Mollier diagram showing changes in the state of the refrigerant in the hot gas heating mode.
  • the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 and flowed into the indoor heat exchanger 4 exchanges heat with the air in the air circulation passage 3, whereby the air in the air circulation passage 3 is heated by the refrigerant, and the heated air is blown out from the outlet 29 into the vehicle interior for heating.
  • the refrigerant heat-exchanged in the indoor heat exchanger 4 loses heat to the air, is cooled, and condenses.
  • the condensed refrigerant After leaving the indoor heat exchanger 4, the condensed refrigerant passes through the refrigerant pipes 13F, 13H, 13A, and 13I, the chiller expansion valve 72, and the temperature control target heat exchanger 64.
  • the refrigerant expands in the chiller expansion valve 72 to a low temperature and low pressure, passes through the temperature control target heat exchanger 64 without exchanging heat with the heat medium, and flows into the accumulator 12 via the refrigerant pipes 13J and 13B.
  • the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 passes through the refrigerant pipe 13K, is expanded by the electronic expansion valve 24, and flows into the accumulator 12 again. That is, the refrigerant liquefied by the indoor heat exchanger 4 and the refrigerant expanded by the electronic expansion valve 24 after being compressed by the compressor 2 flow into the accumulator 12 .
  • the refrigerant that has flowed into the accumulator 12 repeats the circulation of being sucked into the compressor 2 through the refrigerant pipe 13D as gas refrigerant after gas-liquid separation.
  • the control device 100 calculates the first target rotation speed TGNCh of the compressor 2 required for the heating operation using the hot gas circuit based on the target heater temperature TCO, which is the target temperature of the indoor heat exchanger 4, and controls the compressor 2 based on the first target rotation speed TGNCh.
  • the first target rotation speed TGNCh is calculated as follows (see the block diagram shown at the bottom of FIG. 6).
  • the PCO calculation processing unit 85 calculates the F/F (feedforward) operation amount TGNCh_FF of the first target rotation speed based on the outside air temperature Tam, the air volume Ga (blower voltage BLV of the indoor fan 27 may be used), and the target pressure PCO of the indoor heat exchanger 4 obtained from the target heater temperature TCO.
  • the F/B (feedback) manipulated variable TGNCh_FB of the first target rotation speed is calculated by PID (proportional-integral-derivative) calculation or PI (proportional-integral) calculation based on the target pressure PCO and the pressure Pci of the indoor heat exchanger 4. Then, the F/F operation amount TGNCh_FF and the F/B operation amount TGNCh_FB are added, and a limit is added to calculate the first target rotation speed TGNCh.
  • the first target rotation speed TGNCh is decreased.
  • the first target rotation speed TGNCh is maintained.
  • the first target rotation speed TGNCh is increased.
  • the control device 100 does not operate the indoor fan 27 and puts the indoor heat exchanger 4 into a state in which heat exchange between refrigerant and air is not performed. That is, the refrigerant only passes through the indoor heat exchanger 4 . Further, the pump 61 is operated to circulate the heat medium in the heat medium circuit 60 so that the heat exchange between the refrigerant and the heat medium is performed in the temperature control target heat exchanger 64 .
  • FIG. 5 shows a Mollier diagram showing the state change of the refrigerant in the battery heating mode.
  • the high-temperature, high-pressure gas refrigerant discharged from the compressor 2 and flowed into the indoor heat exchanger 4 passes through the air in the air flow passage 3 without exchanging heat with the air in the air flow passage 3.
  • the refrigerant passes through the refrigerant pipes 13F, 13H, 13A, and 13I in the state of high-temperature and high-pressure gas refrigerant, the chiller expansion valve 72, and the temperature control target heat exchanger 64.
  • the refrigerant exchanges heat with the heat medium in the temperature control target heat exchanger 64 , whereby the heat medium circulating in the heat medium circuit 60 is heated by the refrigerant, and the battery 55 is heated by the heated heat medium.
  • the refrigerant heat-exchanged in the temperature control target heat exchanger 64 loses heat to the heat medium, is cooled and condensed, and flows into the accumulator 12 through the refrigerant pipes 13J and 13B.
  • the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 passes through the refrigerant pipe 13K, is expanded by the electronic expansion valve 24, and flows into the accumulator 12 again. That is, the refrigerant liquefied by the temperature control target heat exchanger 64 and the refrigerant expanded by the electronic expansion valve 24 after being compressed by the compressor 2 flow into the accumulator 12 .
  • the refrigerant that has flowed into the accumulator 12 repeats the circulation of being sucked into the compressor 2 through the refrigerant pipe 13D as gas refrigerant after gas-liquid separation.
  • the control device 100 calculates the second target rotation speed TGNChb of the compressor 2 required for battery heating using the hot gas circuit based on the target chiller temperature TWO, which is the target temperature of the temperature of the water that is the heat medium passing through the battery 55 (hereinafter referred to as chiller water temperature Tw), and controls the compressor 2 based on the second target rotation speed TGNChb.
  • the second target rotation speed TGNChb is calculated as follows (see the block diagram shown on the upper side of FIG. 6).
  • the control device 100 calculates the F/F operation amount TGNChb_FF of the second target rotation speed based on the outside air temperature Tam, the flow rate Gw of the heat medium circulating in the heat medium circuit 60 (calculated from the output of the pump 61), the amount of heat generated by the battery 55, the battery temperature, and the target chiller water temperature TWO, which is the target value of the chiller water temperature Tw.
  • the F/B operation amount TGNChb_FB for the second target rotation speed is calculated by PID calculation or PI calculation based on the target chiller water temperature TWO and the chiller water temperature Tw. Then, the F/F manipulated variable TGNChb_FF and the F/B manipulated variable TGNChb_FB are added, and a limit is added to calculate the second target rotation speed TGNChb.
  • the second target rotation speed TGNChb is lowered.
  • the second target rotation speed TGNChb is maintained.
  • the second target rotation speed TGNChb is increased.
  • Hot gas mode mode in which hot gas heating and battery heating are performed simultaneously
  • the control device 100 operates the indoor blower 27 and the air mix damper 28 adjusts the ratio of the air blown from the indoor blower 27 to the indoor heat exchanger 4 .
  • the pump 61 is operated to circulate the heat medium in the heat medium circuit 60 , and heat exchange between the refrigerant and the heat medium is performed in the heat exchanger 64 for temperature control.
  • the Mollier diagram showing the state change of the refrigerant in the hot gas mode is similar to the Mollier diagram showing the state change of the refrigerant in the hot gas heating mode of FIG. 4, so the illustration is omitted.
  • the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 and flowed into the indoor heat exchanger 4 exchanges heat with the air in the air circulation passage 3, whereby the air in the air circulation passage 3 is heated by the refrigerant, and the heated air is blown out from the outlet 29 into the vehicle interior for heating.
  • the refrigerant heat-exchanged in the indoor heat exchanger 4 loses heat to the air, is cooled, and condenses.
  • the condensed refrigerant After leaving the indoor heat exchanger 4, the condensed refrigerant passes through the refrigerant pipes 13F, 13H, 13A, and 13I, the chiller expansion valve 72, and the temperature control target heat exchanger 64.
  • the refrigerant exchanges heat with the heat medium in the temperature control target heat exchanger 64 , whereby the heat medium circulating in the heat medium circuit 60 is heated by the refrigerant, and the battery 55 is heated by the heated heat medium.
  • the refrigerant heat-exchanged in the temperature control target heat exchanger 64 loses heat to the heat medium, is cooled and condensed, and flows into the accumulator 12 through the refrigerant pipes 13J and 13B.
  • the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 passes through the refrigerant pipe 13K, is expanded by the electronic expansion valve 24, and flows into the accumulator 12 again. That is, the refrigerant liquefied by the indoor heat exchanger 4 and the temperature control target heat exchanger 64 and the refrigerant expanded by the electronic expansion valve 24 after being compressed by the compressor 2 flow into the accumulator 12.
  • the refrigerant that has flowed into the accumulator 12 repeats the circulation of being sucked into the compressor 2 through the refrigerant pipe 13D as gas refrigerant after gas-liquid separation.
  • the control device 100 calculates the first target rotary rotation TGNCH based on the target heater temperature TCO, which is the target temperature of the indoor heat exchanger 4, and calculates the second target rotary TGNCHB based on the target temperature TWO, which is the target temperature of the chiller water temperature TW.
  • the compressor 2 is controlled according to this as a target number of rotation TGNC.
  • the target engine speed TGNC is calculated as follows.
  • FIG. 6 is a control block diagram of the control device 100 that calculates the target rotation speed TGNC of the compressor 2. As shown in FIG. First, calculation of the first target rotation speed TGNCh for controlling the temperature of the indoor heat exchanger 4 will be described. 6 is a control block diagram for calculating the first target rotation speed TGNCh of the compressor 2 based on the target heater temperature TCO of the indoor heat exchanger 4.
  • the PCO calculation processing section 85 calculates the target pressure PCO of the indoor heat exchanger 4 from the target heater temperature TCO, and outputs it to the F/F (feedforward) manipulated variable calculation section 86 .
  • the F/F operation amount calculation unit 86 calculates the F/F operation amount TGNCh_FF of the compressor target rotation speed based on the outside air temperature Tam, the air volume Ga flowing through the air flow passage 3, and the target pressure PCO calculated in the PCO calculation processing unit 85.
  • the F/B (feedback) manipulated variable calculation unit 87 calculates the F/B manipulated variable TGNCh_FB for the first target rotation speed by PID (proportional integral derivative) calculation or PI (proportional integral) calculation based on the target pressure PCO and the pressure Pci of the indoor heat exchanger 4.
  • the F/F operation amount TGNCh_FF calculated by the F/F operation amount calculation unit 86 and the F/B operation amount TGNCh_FB calculated by the F/B operation amount calculation unit 87 are added by the adder 88 and input to the limit setting unit 89 .
  • the lower limit rotation speed TGNCh_Lim_Lo and the upper limit rotation speed TGNCh_Lim_Hi for control are set to be TGNCh0, and then through the compressor OFF control unit 91, it is determined as the compressor target rotation speed TGNCh. Since the F/B operation amount TGNCh_FB cannot be obtained at the start of operation of the vehicle air conditioner 1, the F/F operation amount TGNCh_FF is determined as the first target rotation speed TGNCh. The determined first target engine speed TGNCh is input to maximum value selection section 102 .
  • FIG. 6 is a control block diagram of the control device 100 that calculates the second target rotation speed TGNChb of the compressor 2 based on the target chiller water temperature TWO.
  • the controller 100 calculates the F/F operation amount TGNChb_FB of the second target rotation speed based on the outside air temperature Tam, the flow rate Gw of the heat medium circulating in the heat medium circuit 60, the heat generation amount of the battery 55, the battery temperature, and the target chiller water temperature TWO which is the target value of the chiller water temperature Tw.
  • the F/B operation amount calculation unit 93 calculates the F/B operation amount TGNChb_FB for the second target rotation speed by PID calculation or PI calculation based on the target chiller water temperature TWO and the chiller water temperature Tw.
  • the F/F operation amount TGNChb_FF calculated by the F/F operation amount calculation unit 92 and the F/B operation amount TGNChb_FB calculated by the F/B operation amount calculation unit 93 are added by the adder 94 and input to the limit setting unit 96 .
  • the lower limit rotation speed TGNChb_Lim_Lo and the upper limit rotation speed TGNChb_Lim_Hi for control are set to TGNChb0. Since the F/B operation amount TGNChb_FB cannot be obtained when the vehicle air conditioner 1 starts operating, the F/F operation amount TGNChb_FF is determined as the second target rotation speed TGNChb. The determined second target engine speed TGNChb is input to maximum value selection section 102 .
  • the maximum value selection unit 102 selects the maximum value from the input values and outputs it as the target rotation speed TGNC.
  • the control device 100 controls the operation (rotational speed) of the compressor 2 based on the target rotational speed TGNC selected by the maximum value selection unit 102 .
  • the control device 100 adjusts the amount of heat medium circulating in the heat medium circuit 60 by the pump 61 to adjust the temperature of the battery 55. Also, when the chiller water temperature Tw exceeds the target temperature TWO, the control device 100 stops battery heating and switches to the hot gas heating mode. That is, the control device 100 stops the pump 61 to stop the circulation of the heat medium in the heat medium circuit 60 and controls the heat exchange between the refrigerant and the heat medium in the temperature control target heat exchanger 64 .
  • the control device 100 controls the opening and closing of the air mix damper 28 to adjust the temperature of the air blown out from the outlet 29.
  • each air conditioning mode using the hot gas circuit described above, an example in which a bypass circuit is also used has been described, but it is not always necessary to use the bypass circuit, and each air conditioning mode may be executed using only the hot gas circuit.
  • the bypass circuit When the bypass circuit is used, the high-temperature and high-pressure refrigerant that has been compressed by the compressor 2 is returned to the compressor 2 via the bypass circuit, so power in the compressor 2 can be added. Therefore, there is an advantage that the air of the desired temperature can be supplied to the vehicle interior more quickly than when the bypass circuit is not used, and the heat medium in the heat medium circuit 60 can be heated to the desired temperature more quickly.
  • the control device 100 calculates the first target rotation speed TGNCh based on the target heater temperature TCO, which is the target temperature of the indoor heat exchanger 4, and calculates the second target rotation speed TGNChb based on the target chiller temperature TWO, which is the target temperature of the chiller water temperature Tw.
  • the compressor 2 is controlled accordingly.
  • FIG. 7 shows the refrigerant flow (thick line) in the refrigerant circuit R in the outside air heat absorption heating mode.
  • FIG. 8 is a Mollier diagram showing changes in the state of the refrigerant in the outside air heat absorption heating mode.
  • the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the indoor heat exchanger 4 .
  • the indoor heat exchanger 4 heat is exchanged between the air in the air flow passage 3 and the high-temperature, high-pressure refrigerant. That is, the air in the air flow passage 3 is heated by the refrigerant, and the heated air is blown out from the outlet 29 into the passenger compartment, thereby heating the vehicle.
  • the refrigerant passing through the indoor heat exchanger 4 is cooled by being deprived of heat by the air passing through the air circulation passage 3, and condenses and liquefies.
  • the liquefied refrigerant reaches the outdoor expansion valve 6 via the refrigerant pipes 13F and 13G.
  • the refrigerant flows into the outdoor heat exchanger 7 .
  • the refrigerant that has flowed into the outdoor heat exchanger 7 evaporates, and draws up heat from the outside air that flows in as the vehicle runs or the outside air that is blown by an outdoor fan (not shown) (heat absorption). That is, the refrigerant circuit R becomes a heat pump.
  • the low-temperature refrigerant leaving the outdoor heat exchanger 7 flows through the refrigerant pipes 13A and 13B, the electromagnetic valve 21, and the check valve 20 into the accumulator 12, and after gas-liquid separation in the accumulator 12, the gas refrigerant is sucked into the compressor 2 through the refrigerant pipe 13D, thereby repeating the circulation.
  • FIG. 9 shows the refrigerant flow in the refrigerant circuit R in the battery cooling mode.
  • refrigerant pipes through which the refrigerant flows are indicated by thick lines.
  • a Mollier diagram showing the state change of the refrigerant in the battery cooling mode is the same as the Mollier diagram showing the state change of the refrigerant in the outside air heat absorption heating mode shown in FIG.
  • the high-temperature, high-pressure refrigerant discharged from the compressor 2 flows into the indoor heat exchanger 4, it only passes through. After being decompressed by the outdoor expansion valve 6 , the refrigerant flows into the outdoor heat exchanger 7 .
  • the refrigerant that has flowed into the outdoor heat exchanger 7 is air-cooled by outside air that flows in as the vehicle travels or is blown by an outdoor fan (not shown), and is condensed and liquefied.
  • the refrigerant exiting the outdoor heat exchanger 7 flows through the refrigerant pipe 13A, the check valve 18, and the chiller expansion valve 72 into the heat exchanger 64 subject to temperature control, where it evaporates.
  • the heat absorbing action at this time cools the heat medium circulating in the heat medium circuit 60 .
  • the refrigerant evaporated in the temperature control target heat exchanger 64 reaches the accumulator 12 through the refrigerant pipe 13J, and is sucked into the compressor 2 through the refrigerant pipe 13D, repeating circulation.
  • the heat medium cooled by the temperature control target heat exchanger 64 is pumped to the battery 55 by the pump 61 to cool the battery 55 .

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  • Engineering & Computer Science (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • General Engineering & Computer Science (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Secondary Cells (AREA)

Abstract

La présente invention réalise un chauffage de l'intérieur d'une cabine et le chauffage d'une batterie en même temps tout en réalisant également une régulation de température optimale de la température de l'intérieur de la cabine et de la température de la batterie. L'invention concerne un dispositif de climatisation de véhicule comprenant : un circuit de réfrigération R comprenant un compresseur 2 qui comprime un fluide frigorigène, un échangeur de chaleur d'intérieur 4 qui échange de la chaleur entre le fluide frigorigène et l'air à fournir à l'intérieur de la cabine, un échangeur de chaleur d'extérieur 7 qui échange de la chaleur entre le fluide frigorigène et l'air extérieur, et un échangeur de chaleur d'objet de régulation de température 64 ; un circuit de milieu caloporteur 60 à travers lequel circule un milieu caloporteur qui passe à travers l'échangeur de chaleur d'objet de régulation de température pour échanger de la chaleur avec le fluide frigorigène et qui utilise le milieu caloporteur s'écoulant à travers l'échangeur de chaleur d'objet de régulation de température pour ajuster la température d'un objet de régulation de température monté sur le véhicule ; et un dispositif de commande 100 qui commande le circuit de réfrigération et le circuit de milieu caloporteur, le circuit de réfrigération comprenant un circuit de gaz chaud qui amène le fluide frigorigène évacué du compresseur à contourner l'échangeur de chaleur d'extérieur et à s'écouler vers un côté aspiration du compresseur à travers l'échangeur de chaleur d'intérieur et l'échangeur de chaleur d'objet de régulation de température, et le dispositif de commande étant susceptible d'exécuter un mode de gaz chaud dans lequel le fluide frigorigène est communiqué au circuit de gaz chaud pour chauffer l'intérieur de la cabine et pour chauffer l'objet de régulation de température avec la chaleur du fluide frigorigène comprimé par le compresseur.
PCT/JP2023/000937 2022-01-24 2023-01-16 Dispositif de climatisation de véhicule WO2023140210A1 (fr)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0648170A (ja) * 1992-07-31 1994-02-22 Matsushita Electric Ind Co Ltd 自動車用空気調和装置
WO2020031569A1 (fr) * 2018-08-10 2020-02-13 サンデン・オートモーティブクライメイトシステム株式会社 Dispositif de climatisation de véhicule
JP2020069929A (ja) * 2018-10-31 2020-05-07 サンデン・オートモーティブクライメイトシステム株式会社 車両用空気調和装置
JP2020121633A (ja) * 2019-01-30 2020-08-13 サンデン・オートモーティブクライメイトシステム株式会社 車両用空気調和装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0648170A (ja) * 1992-07-31 1994-02-22 Matsushita Electric Ind Co Ltd 自動車用空気調和装置
WO2020031569A1 (fr) * 2018-08-10 2020-02-13 サンデン・オートモーティブクライメイトシステム株式会社 Dispositif de climatisation de véhicule
JP2020069929A (ja) * 2018-10-31 2020-05-07 サンデン・オートモーティブクライメイトシステム株式会社 車両用空気調和装置
JP2020121633A (ja) * 2019-01-30 2020-08-13 サンデン・オートモーティブクライメイトシステム株式会社 車両用空気調和装置

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