WO2024190225A1 - 空調装置 - Google Patents

空調装置 Download PDF

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Publication number
WO2024190225A1
WO2024190225A1 PCT/JP2024/004765 JP2024004765W WO2024190225A1 WO 2024190225 A1 WO2024190225 A1 WO 2024190225A1 JP 2024004765 W JP2024004765 W JP 2024004765W WO 2024190225 A1 WO2024190225 A1 WO 2024190225A1
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WO
WIPO (PCT)
Prior art keywords
air
refrigerant
heat exchange
temperature
set temperature
Prior art date
Application number
PCT/JP2024/004765
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English (en)
French (fr)
Japanese (ja)
Inventor
祐一 加見
貴彬 中井
Original Assignee
株式会社デンソー
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Publication date
Application filed by 株式会社デンソー filed Critical 株式会社デンソー
Priority to JP2025506598A priority Critical patent/JPWO2024190225A1/ja
Publication of WO2024190225A1 publication Critical patent/WO2024190225A1/ja

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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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F24—HEATING; RANGES; VENTILATING
    • F24F—AIR-CONDITIONING; AIR-HUMIDIFICATION; VENTILATION; USE OF AIR CURRENTS FOR SCREENING
    • F24F11/00—Control or safety arrangements
    • F24F11/70—Control systems characterised by their outputs; Constructional details thereof
    • F24F11/80—Control systems characterised by their outputs; Constructional details thereof for controlling the temperature of the supplied air
    • F24F11/86—Control systems characterised by their outputs; Constructional details thereof for controlling the temperature of the supplied air by controlling compressors within refrigeration or heat pump circuits
    • 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
    • F25B6/00—Compression machines, plants or systems, with several condenser circuits
    • F25B6/04—Compression machines, plants or systems, with several condenser circuits arranged in series

Definitions

  • This disclosure relates to an air conditioning device capable of blowing air at different temperatures into multiple spaces to be air-conditioned.
  • Patent Document 1 discloses a vehicle air conditioner capable of blowing air at different temperatures into the driver's seat space and the passenger seat space in the vehicle cabin.
  • the heat exchange core of the heating heat exchanger of Patent Document 1 is partitioned into two heat exchange regions.
  • one heat exchange region is used as a driver's side heat exchange section that heats the driver's side vent air that is blown into the driver's side space.
  • the other heat exchange region is used as a passenger's side heat exchange section that heats the passenger's side vent air that is blown into the passenger's side space.
  • the vehicle air conditioning system of Patent Document 1 is equipped with an air mix door that is arranged upstream of the blown air flow of the driver's seat side heat exchanger and the passenger seat side heat exchanger, and adjusts the volume of blown air flowing into each heat exchanger.
  • the amount of heat exchanged between the refrigerant and the blown air in each heat exchange section is adjusted by adjusting the opening degree of each air mix door.
  • the amount of heat dissipated from the refrigerant to the blown air in each heat exchange section is adjusted by adjusting the opening degree of each air mix door. This adjusts the temperature of the blown air on the driver's side and the temperature of the blown air on the passenger's side to different temperatures.
  • heat pump cycle devices employ so-called subcooling control, which controls the throttle opening of the pressure reduction section so that the degree of subcooling of the refrigerant flowing out of the condensing section and flowing into the pressure reduction section approaches a target degree of subcooling.
  • the target degree of subcooling in the subcooling control is determined based on the pressure of the refrigerant flowing into the pressure reduction section so that the coefficient of performance (i.e., COP) of the cycle approaches a maximum value.
  • the driver's side heat exchange section and the passenger's side heat exchange section are connected in parallel with respect to the refrigerant flow. Therefore, the refrigerant flowing into the pressure reducing section becomes a combined refrigerant that is the combination of the refrigerant flowing out of the driver's side heat exchange section and the refrigerant flowing out of the passenger's side heat exchange section.
  • the throttle opening of the pressure reducing section can be controlled so that the subcooling degree of the merged refrigerant approaches the target subcooling degree.
  • the set temperature for the driver's seat space and the set temperature for the passenger seat space may be set to different values.
  • the amount of heat dissipated by the refrigerant in each heat exchange section also becomes different. Therefore, even if the degree of subcooling of the merged refrigerant is the target degree of subcooling, the degree of subcooling of the refrigerant immediately after it flows out of each heat exchange section will be a different value from the target degree of subcooling.
  • the air-conditioned space with the higher set temperature is defined as the high set temperature space
  • the heat exchanger that heats the air blown into the high set temperature space is defined as the high set temperature heat exchanger.
  • the air-conditioned space with the lower set temperature is defined as the low set temperature space
  • the heat exchanger that heats the air blown into the low set temperature space is defined as the low set temperature heat exchanger.
  • the amount of heat dissipated from the refrigerant in the high temperature setting heat exchange section to the blown air is greater than the amount of heat dissipated from the refrigerant in the low temperature setting heat exchange section to the blown air. Therefore, the degree of subcooling of the refrigerant immediately after it flows out of the high temperature setting heat exchange section is higher than the degree of subcooling of the refrigerant immediately after it flows out of the low temperature setting heat exchange section and the target degree of subcooling.
  • the temperature of the blown air heated in the high temperature setting heat exchange section becomes lower than when the degree of subcooling of the refrigerant immediately after it flows out of the high temperature setting heat exchange section is the target degree of subcooling.
  • the subcooling degree control is applied to the heat pump cycle device of the vehicle air conditioner of Patent Document 1, it may not be possible to raise the temperature of the high temperature setting space to the user's desired set temperature.
  • the present disclosure aims to provide an air conditioning device that can appropriately adjust the temperature of each of the air blown into multiple air-conditioned spaces.
  • An air conditioner includes a compressor, a condenser, and a pressure reducing section.
  • the compressor compresses and discharges the refrigerant.
  • the condensation unit condenses the refrigerant discharged from the compressor by dissipating heat.
  • the condensation unit has a first heat exchange unit and a second heat exchange unit.
  • the first heat exchange unit exchanges heat between the refrigerant and the first blown air blown to the first air-conditioned space.
  • the second heat exchange unit exchanges heat between the refrigerant and the second blown air blown to the second air-conditioned space.
  • the first heat exchange unit and the second heat exchange unit are connected in parallel with respect to the flow of the refrigerant.
  • the pressure reduction unit reduces the pressure of the refrigerant flowing out of the condensation unit, which is a combined refrigerant obtained by combining the refrigerant flowing out of the first heat exchange unit and the refrigerant flowing out of the second heat exchange unit.
  • the air conditioning device includes a first temperature setting unit and a second temperature setting unit.
  • the first temperature setting unit sets a first set temperature for the first air-conditioned space.
  • the second temperature setting unit sets a second set temperature for the second air-conditioned space.
  • the space to be conditioned whichever of the first and second set temperatures is higher, is defined as the high temperature setting space.
  • the one that heats the blown air that is blown into the high temperature setting space is defined as the high temperature setting heat exchange unit.
  • the throttle opening of the pressure reducing section is adjusted to reduce the degree of subcooling of the refrigerant flowing out of the high set temperature heat exchange section compared to when the first and second set temperatures are the same.
  • the temperature of each of the air blown into multiple air-conditioned spaces can be appropriately adjusted.
  • FIG. 1 is a schematic overall configuration diagram of an air conditioner for a vehicle according to an embodiment
  • FIG. 2 is an external perspective view of an indoor condenser according to an embodiment.
  • FIG. 2 is a schematic exploded perspective view of an indoor condenser according to one embodiment.
  • 2 is a block diagram showing an electrical control unit of the vehicle air conditioner according to the embodiment;
  • FIG. 3 is a control characteristic diagram for determining a target degree of subcooling of the vehicle air conditioner according to the embodiment;
  • FIG. FIG. 2 is a Mollier diagram showing a change in the state of a refrigerant in a heating mode of a heat pump cycle according to an embodiment.
  • FIG. 11 is a control characteristic diagram for determining a target degree of subcooling of a vehicle air conditioner according to another embodiment.
  • the air conditioner according to the present disclosure is applied to a vehicle air conditioner 1 mounted on an electric vehicle.
  • the vehicle air conditioner 1 is an air conditioner with independent left and right temperature control that can blow air at different temperatures to the driver's seat space and the passenger seat space in the vehicle cabin.
  • the vehicle air conditioner 1 includes a heat pump cycle 10, an interior air conditioning unit 30, etc.
  • the heat pump cycle 10 is a vapor compression refrigeration cycle that adjusts the temperature of the air blown into the vehicle cabin.
  • the heat pump cycle 10 uses an HFO refrigerant (specifically, R1234yf) as the refrigerant.
  • the heat pump cycle 10 constitutes a subcritical refrigeration cycle in which the pressure of the high-pressure side refrigerant does not exceed the critical pressure of the refrigerant.
  • the refrigerant is mixed with refrigeration oil to lubricate the compressor 11.
  • the refrigeration oil is a PAG oil (i.e., polyalkylene glycol oil) that is compatible with liquid-phase refrigerants. A portion of the refrigeration oil circulates through the heat pump cycle 10 together with the refrigerant.
  • the compressor 11 draws in, compresses, and discharges the refrigerant.
  • the compressor 11 is an electric compressor that uses an electric motor to rotate a fixed-capacity compression mechanism with a fixed discharge capacity.
  • the rotation speed (i.e., refrigerant discharge capacity) of the compressor 11 is controlled by a control signal output from the control device 40, which will be described later.
  • the compressor 11 is disposed in a drive unit room formed at the front of the vehicle cabin.
  • the drive unit room forms a space in which at least some of the equipment used to generate and adjust the driving force for the vehicle (e.g., the electric motor for driving) is disposed.
  • the refrigerant inlet side of the indoor condenser 12 is connected to the discharge port of the compressor 11.
  • the indoor condenser 12 is arranged in an air conditioning case 31 of the indoor air conditioning unit 30 described later.
  • the indoor condenser 12 is a heat exchanger for heating that exchanges heat between the discharged refrigerant discharged from the compressor 11 and the blown air that has passed through the indoor evaporator 16 described later.
  • the indoor condenser 12 is a condenser that dissipates heat contained in the discharged refrigerant to the blown air, heating the blown air and condensing the discharged refrigerant. The detailed configuration of the indoor condenser 12 will be described later.
  • the inlet side of the heating expansion valve 13a is connected to the refrigerant outlet of the indoor condenser 12.
  • the heating expansion valve 13a is a heating pressure reduction section that reduces the pressure of the refrigerant that flows out of the indoor condenser 12 and into the outdoor heat exchanger 14 during the heating mode described below.
  • the heating expansion valve 13a is a heating flow rate adjustment section that adjusts the flow rate (in this embodiment, the mass flow rate) of the refrigerant that flows out of the indoor condenser 12 and into the outdoor heat exchanger 14.
  • the heating expansion valve 13a is an electric variable throttle mechanism that has a valve body that changes the throttle opening and an electric actuator (specifically, a stepping motor) that acts as a drive unit to displace the valve body.
  • the operation of the heating expansion valve 13a is controlled by a control pulse output from the control device 40.
  • the heating expansion valve 13a has a fully open function that functions simply as a refrigerant passage with almost no refrigerant pressure reduction or flow rate adjustment action by fully opening the throttling.
  • the heating expansion valve 13a may also have a fully closed function that closes the refrigerant passage by fully closing the throttling.
  • the exterior heat exchanger 14 is an exterior air heat exchanger that exchanges heat between the refrigerant flowing out of the heating expansion valve 13a and the exterior air blown in by an exterior air fan (not shown).
  • the exterior heat exchanger 14 is located on the front side of the drive unit compartment. Therefore, when the vehicle is traveling, the traveling wind that flows into the drive unit compartment through the grill can be directed at the exterior heat exchanger 14.
  • the inlet side of the first three-way joint 15a is connected to the refrigerant outlet of the outdoor heat exchanger 14.
  • the first three-way joint 15a has three inlets and outlets that communicate with each other.
  • the first three-way joint 15a can be a joint formed by joining multiple pipes, or a joint formed by providing multiple refrigerant passages in a metal block or a resin block.
  • the three-way joint becomes a branching section that branches the flow of refrigerant.
  • the three-way joint becomes a merging section that merges the flow of refrigerant.
  • One outlet of the first three-way joint 15a is connected to the inlet side of the cooling expansion valve 13b.
  • the other outlet of the first three-way joint 15a is connected to one inlet side of the second three-way joint 15b via an on-off valve 17.
  • the basic configuration of the second three-way joint 15b is the same as that of the first three-way joint 15a.
  • the cooling expansion valve 13b is a cooling pressure reduction section that reduces the pressure of the refrigerant that flows out of the first three-way joint 15a and into the indoor evaporator 16 during the cooling mode described below. Furthermore, the cooling expansion valve 13b is a cooling flow rate adjustment section that adjusts the flow rate of the refrigerant that flows out of the first three-way joint 15a and into the indoor evaporator 16.
  • the basic configuration of the cooling expansion valve 13b is the same as that of the heating expansion valve 13a.
  • the cooling expansion valve 13b has a fully open function and a fully closed function.
  • the cooling expansion valve 13b can switch the refrigerant circuit by exerting the fully closed function. Therefore, the cooling expansion valve 13b also functions as a refrigerant circuit switching unit.
  • the cooling expansion valve 13b may be formed by combining a variable throttle mechanism that does not have a full closing function with an on-off valve that opens and closes the throttle passage.
  • each on-off valve serves as a refrigerant circuit switching unit.
  • the interior evaporator 16 is disposed in the air conditioning case 31 of the interior air conditioning unit 30, which will be described later.
  • the interior evaporator 16 is a heat exchanger for cooling that exchanges heat between the low-pressure refrigerant decompressed by the cooling expansion valve 13b and the blown air blown from the interior blower 33 toward the vehicle interior.
  • the interior evaporator 16 is an evaporation section that absorbs heat contained in the blown air into the low-pressure refrigerant, cooling the blown air and evaporating the low-pressure refrigerant.
  • the other inlet side of the second three-way joint 15b is connected to the refrigerant outlet of the interior evaporator 16.
  • the on-off valve 17 opens and closes the refrigerant passage that runs from the other outlet of the first three-way joint 15a to one inlet of the second three-way joint 15b.
  • the on-off valve 17 is an electromagnetic valve whose opening and closing operation is controlled by a control voltage output from the control device 40.
  • the on-off valve 17 can switch the refrigerant circuit by opening and closing the refrigerant passage. Therefore, the on-off valve 17 is a refrigerant circuit switching unit.
  • the inlet side of the accumulator 18 is connected to the outlet of the second three-way joint 15b.
  • the accumulator 18 is a low-pressure gas-liquid separator that separates the refrigerant that flows into it into gas and liquid, and stores the separated liquid-phase refrigerant as excess refrigerant for the cycle.
  • the gas-phase refrigerant outlet of the accumulator 18 is connected to the suction port side of the compressor 11.
  • the indoor condenser 12 has multiple tubes 21, multiple tanks 22a to 22d, and multiple fins 23.
  • the indoor condenser 12 is formed as a so-called tank-and-tube type heat exchanger.
  • Tube 21 is a pipe through which the refrigerant flows.
  • Tube 21 is made of a metal (in this embodiment, an aluminum alloy) with excellent heat conductivity.
  • Tube 21 is arranged so that its longitudinal direction extends vertically when viewed from the flow direction of the blown air.
  • Tube 21 is a flat tube whose cross-sectional shape perpendicular to the longitudinal direction is flat.
  • Tanks 22a to 22d are bottomed cylindrical members that form a space inside for distributing refrigerant to the multiple tubes 21, or a space for collecting refrigerant that has flowed out of the multiple tubes 21.
  • Tanks 22a to 22d are made of the same material as tubes 21. The longitudinal ends of the multiple tubes 21 are connected to tanks 22a to 22d.
  • the multiple tubes 21 are stacked in two rows in the longitudinal direction (horizontal direction in this embodiment) of the tanks 22a to 22d.
  • the multiple tubes 21 are stacked at regular intervals so that the flat surfaces of the outer surfaces are parallel to each other.
  • An air passage is formed between the flat surfaces of adjacent tubes 21 to allow the blown air to circulate.
  • the fins 23 are arranged in the air passages formed between adjacent tubes 21 to promote heat exchange between the refrigerant and the blown air.
  • the fins 23 are corrugated fins formed by bending a thin plate material made of the same material as the tubes 21 into a wave shape. In Figure 2, only a portion of the fins 23 is shown for clarity, but the fins 23 are arranged over almost the entire area between adjacent tubes 21.
  • the multiple tubes 21 are stacked and spaced apart to form a heat exchange core that exchanges heat between the refrigerant and the blown air.
  • the multiple tubes 21, the multiple tanks 22a to 22d, and the multiple fins 23 are integrated together by brazing.
  • the indoor condenser 12 has two heat exchange core sections, as shown in Figures 2 and 3. Specifically, the indoor condenser 12 has an upwind core section 24a arranged upstream in the flow direction of the blown air, and a downwind core section 24b arranged downstream in the flow direction of the blown air. In the downwind core section 24b, heat is exchanged between the blown air that has passed through the upwind core section 24a and the refrigerant.
  • the multiple tanks 22a to 22d include an upwind upper tank 22a, an upwind lower tank 22b, a downwind upper tank 22c, and a downwind lower tank 22d.
  • the upwind upper tank 22a and the downwind upper tank 22c are integrally formed from the same material.
  • the upwind lower tank 22b and the downwind lower tank 22d are integrally formed from the same material.
  • the upper ends of the tubes 21 that form the windward core portion 24a are connected to the windward upper tank 22a.
  • the lower ends of the tubes 21 that form the windward core portion 24a are connected to the windward lower tank 22b.
  • the upper ends of the tubes 21 that form the leeward core portion 24b are connected to the leeward upper tank 22c.
  • the lower ends of the tubes 21 that form the leeward core portion 24b are connected to the leeward lower tank 22d.
  • the internal space of the leeward lower tank 22d and the internal space of the leeward lower tank 22d are directly connected by multiple communication passages.
  • the refrigerant inlet 25a of the indoor condenser 12 is located in the leeward upper tank 22c.
  • the refrigerant outlet 25b of the indoor condenser 12 is located in the windward upper tank 22a.
  • the refrigerant flows as shown by the thick solid arrows in Figure 3. That is, the refrigerant that flows from the refrigerant inlet 25a into the downwind upper tank 22c is distributed to each tube 21 that forms the downwind core portion 24b.
  • the refrigerant that flows into each tube 21 that forms the downwind core portion 24b flows from the upper side to the lower side and flows into the downwind lower tank 22d (flow from point Da to point Db and flow from point Pa to point Pb in Figure 3).
  • the refrigerant collected in the leeward lower tank 22d moves to the windward lower tank 22b via multiple connecting passages (flow from point Mb to point Mc in Figure 3).
  • FIG 3 for clarity, the flow from point Mb to point Mc is shown with a single arrow, but in reality, there are multiple refrigerant flows from the leeward lower tank 22d to the windward lower tank 22b depending on the number of connecting passages.
  • the refrigerant that flows into the leeward lower tank 22d is distributed to each tube 21 that forms the windward core portion 24a.
  • the refrigerant that flows into each tube 21 that forms the windward core portion 24a flows from the lower side to the upper side and flows into the windward upper tank 22a (flow from point Dc to point Dd, and from point Pc to point Pd in Figure 3).
  • the refrigerant that collects in the windward upper tank 22a flows out from the refrigerant outlet 25b (point Md in Figure 3).
  • the interior air conditioning unit 30 is a unit that integrates multiple components to blow air adjusted to an appropriate temperature to the appropriate location inside the vehicle cabin for air conditioning.
  • the interior air conditioning unit 30 is located inside the instrument panel at the very front of the vehicle cabin.
  • the indoor air conditioning unit 30 has an air conditioning case 31 that forms an air passage for the blown air.
  • the air conditioning case 31 is molded from a resin (e.g., polypropylene) that has a certain degree of elasticity and excellent strength.
  • a resin e.g., polypropylene
  • An inside/outside air switching device 32 is disposed on the most upstream side of the blown air flow of the air conditioning case 31.
  • the inside/outside air switching device 32 changes the ratio of inside air (i.e., air inside the vehicle cabin) and outside air (i.e., air outside the vehicle cabin) introduced into the air conditioning case 31.
  • the operation of the inside/outside air switching device 32 is controlled by a control signal output from the control device 40.
  • the interior blower 33 is disposed downstream of the inside/outside air switching device 32 in the blowing air flow.
  • the interior blower 33 is a blowing unit that blows air drawn in through the inside/outside air switching device 32 toward the vehicle interior.
  • the rotation speed (i.e., blowing capacity) of the interior blower 33 is controlled by a control voltage output from the control device 40.
  • the indoor evaporator 16 is disposed downstream of the indoor blower 33 in the flow of blown air.
  • the air passage downstream of the indoor evaporator 16 in the air conditioning case 31 is divided into a first air passage 30a and a second air passage 30b by a partition member 31a.
  • the partition member 31a is made of the same material as the air conditioning case 31.
  • the first air passage 30a is an air passage through which the first ventilation air flows to be blown into the driver's seat space in the vehicle interior, which is the first air-conditioned space.
  • the second air passage 30b is an air passage through which the second ventilation air flows to be blown into the passenger seat space in the vehicle interior, which is the second air-conditioned space.
  • the indoor condenser 12 is disposed downstream of the indoor evaporator 16 in the flow of blown air.
  • the indoor condenser 12 is disposed across the first air passage 30a and the second air passage 30b, which are separated by a partition member 31a.
  • the heat exchange core portion of the indoor condenser 12 is divided into two heat exchange regions by the partition member 31a.
  • the heat exchange area of the heat exchange core of the indoor condenser 12 that is located in the first air passage 30a is the first heat exchange section 12a that exchanges heat between the refrigerant and the first blown air.
  • the heat exchange area of the heat exchange core of the indoor condenser 12 that is located in the second air passage 30b is the second heat exchange section 12b that exchanges heat between the refrigerant and the second blown air.
  • the partition member 31a arranged in the air passage of the air conditioning case 31 extends in the same direction as the tubes 21 of the indoor condenser 12 (i.e., vertically) when viewed from the flow direction of the blown air, dividing the heat exchange core part of the indoor condenser 12 into two heat exchange regions.
  • the refrigerant flowing through the portion of the windward core portion 24a that forms the first heat exchange portion 12a does not flow through the portion of the windward core portion 24a that forms the second heat exchange portion 12b.
  • the refrigerant flowing through the part of the windward core section 24a that forms the second heat exchange section 12b does not flow through the part of the windward core section 24a that forms the first heat exchange section 12a.
  • the refrigerant flowing through the portion of the leeward core portion 24b that forms the first heat exchange portion 12a does not flow through the portion of the leeward core portion 24b that forms the second heat exchange portion 12b.
  • the refrigerant flowing through the portion of the leeward core portion 24b that forms the second heat exchange portion 12b does not flow through the portion of the leeward core portion 24b that forms the first heat exchange portion 12a.
  • the portion forming the first heat exchange section 12a and the portion forming the second heat exchange section 12b are connected in parallel to the refrigerant flow.
  • the portion forming the first heat exchange section 12a and the portion forming the second heat exchange section 12b are connected in parallel to the refrigerant flow.
  • first heat exchange section 12a and the second heat exchange section 12b are connected in parallel to the refrigerant flow, although they are connected to each other via the leeward lower tank 22d and the upwind lower tank 22b, which are located in the middle of the refrigerant flow.
  • the heating expansion valve 13a is a pressure reducing section that reduces the pressure of the merged refrigerant.
  • a first cold air bypass passage 35a is formed in the first air passage 30a of the air conditioning case 31, which allows the blown air after passing through the indoor evaporator 16 to flow around the first heat exchange section 12a of the indoor condenser 12.
  • a second cold air bypass passage 35b is formed in the second air passage 30b, which allows the blown air after passing through the indoor evaporator 16 to flow around the second heat exchange section 12b of the indoor condenser 12.
  • the first air mix door 34a is located downstream of the blown air flow of the indoor evaporator 16 in the first air passage 30a, and upstream of the blown air flow of the first heat exchange section 12a of the indoor condenser 12 and the first cold air bypass passage 35a.
  • the first air mix door 34a adjusts the ratio of the volume of the blown air passing through the first heat exchange section 12a of the indoor condenser 12 to the volume of the blown air passing through the first cold air bypass passage 35a after passing through the indoor evaporator 16.
  • the operation of the actuator for driving the first air mix door 34a is controlled by a control signal output from the control device 40.
  • a first mixing space 36a is formed downstream of the blown air flow of the first heat exchange section 12a of the indoor condenser 12 and the first cold air bypass passage 35a in the first air passage 30a.
  • the first mixing space 36a is a space where the blown air heated in the first heat exchange section 12a is mixed with the blown air that has passed through the first cold air bypass passage 35a and has not been heated.
  • the temperature of the blown air that is mixed in the first mixing space 36a and blown out toward the driver's seat in the vehicle cabin can be adjusted by adjusting the opening degree of the first air mix door 34a.
  • the first air mix door 34a is a first temperature adjustment unit that adjusts the temperature of the first blown air.
  • the first air passage 30a of the air conditioning case 31 has a plurality of driver's side openings (not shown) formed at the most downstream part of the blown air flow for blowing the conditioned air toward various locations on the driver's side in the vehicle cabin.
  • the plurality of driver's side openings are formed to communicate with the first mixing space 36a.
  • a driver's side blowing mode door (not shown) that opens and closes each of the driver's side openings is provided at each of the multiple driver's side openings.
  • the operation of the actuator for driving the driver's side blowing mode door is controlled by a control signal output from the control device 40.
  • the interior air conditioning unit 30 can blow conditioned air at an appropriate temperature to the appropriate location on the driver's seat side by switching the driver's seat side opening hole that opens and closes the driver's seat side blowing mode door.
  • a second air mix door 34b is disposed downstream of the blown air flow of the indoor evaporator 16 in the second air passage 30b, and upstream of the blown air flow of the second heat exchange section 12b of the indoor condenser 12 and the second cold air bypass passage 35b.
  • the second air mix door 34b adjusts the ratio of the volume of the blown air passing through the second heat exchange section 12b of the indoor condenser 12 to the volume of the blown air passing through the second cold air bypass passage 35b after passing through the indoor evaporator 16.
  • the operation of the actuator for driving the second air mix door 34b is controlled by a control signal output from the control device 40.
  • a second mixing space 36b is disposed downstream of the second heat exchange section 12b of the indoor condenser 12 in the second air passage 30b and the second cold air bypass passage 35b in the flow of blown air.
  • the second mixing space 36b is a space for mixing the blown air heated in the second heat exchange section 12b with the blown air that has passed through the second cold air bypass passage 35b and has not been heated.
  • the temperature of the blown air that is mixed in the second mixing space 36b and blown out toward the passenger seat inside the vehicle cabin can be adjusted by adjusting the opening degree of the second air mix door 34b.
  • the second air mix door 34b is a second temperature adjustment unit that adjusts the temperature of the second blown air.
  • the second air passage 30b of the air conditioning case 31 has a plurality of passenger side openings (not shown) formed at the most downstream part of the blown air flow for blowing the conditioned air toward various locations on the passenger side of the vehicle interior.
  • the passenger side openings are formed to communicate with the second mixing space 36b.
  • a passenger side blowing mode door (not shown) that opens and closes each of the passenger side openings is provided at each of the multiple passenger side openings.
  • the operation of the actuator for driving the passenger side blowing mode door is controlled by a control signal output from the control device 40.
  • the interior air conditioning unit 30 can blow conditioned air at an appropriate temperature to the appropriate location on the passenger side by switching the passenger side opening hole that opens and closes the passenger side air outlet mode door.
  • the control device 40 has a well-known microcomputer including a CPU, ROM, RAM, etc., and its peripheral circuits.
  • the control device 40 performs various calculations and processing based on a control program stored in the ROM. Then, the control device 40 controls the operation of various controlled devices connected to the output side based on the results of the calculations and processing.
  • a group of control sensors are connected to the input side of the control device 40, including an inside air temperature sensor 41a, an outside air temperature sensor 41b, a solar radiation sensor 41c, a discharged refrigerant sensor 42a, a high-pressure side refrigerant sensor 42b, an outdoor unit side refrigerant sensor 42c, an evaporator temperature sensor 42d, a first air conditioning air temperature sensor 45a, and a second air conditioning air temperature sensor 45b.
  • the interior air temperature sensor 41a is an interior air temperature detection unit that detects the temperature inside the vehicle cabin (interior air temperature) Tr.
  • the exterior air temperature sensor 41b is an exterior air temperature detection unit that detects the temperature outside the vehicle cabin (exterior air temperature) Tam.
  • the solar radiation sensor 41c is an exterior air temperature detection unit that detects the amount of solar radiation As irradiated into the vehicle cabin.
  • the discharge refrigerant sensor 42a is a discharge refrigerant temperature and pressure detection unit that detects the discharge refrigerant temperature Td, which is the temperature of the discharge refrigerant discharged from the compressor 11, and the discharge refrigerant pressure Pd, which is the pressure of the discharge refrigerant discharged from the compressor 11.
  • the high-pressure side refrigerant sensor 42b is a high-pressure side refrigerant temperature and pressure detection unit that detects the high-pressure side refrigerant temperature T1, which is the temperature of the refrigerant flowing out from the indoor condenser 12, and the high-pressure side refrigerant pressure P1, which is the pressure of the refrigerant flowing out from the indoor condenser 12.
  • the outdoor unit side refrigerant sensor 42c is an outdoor unit side refrigerant temperature and pressure detection unit that detects the outdoor unit side refrigerant temperature T2, which is the temperature of the refrigerant flowing out from the outdoor heat exchanger 14, and the outdoor unit side refrigerant pressure P2, which is the pressure of the refrigerant flowing out from the outdoor heat exchanger 14.
  • the refrigerant sensor uses a detection unit in which the pressure detection unit and the temperature detection unit are integrated, but of course, a pressure detection unit and a temperature detection unit configured separately may also be used. Also, if necessary, a refrigerant sensor having the functions of only one of the temperature detection unit and the pressure detection unit may be used.
  • the evaporator temperature sensor 42d is an evaporator temperature detection unit for detecting the refrigerant evaporation temperature (evaporator temperature) Tefin in the indoor evaporator 16. Specifically, the evaporator temperature sensor 42d detects the heat exchange fin temperature of the indoor evaporator 16.
  • the first conditioned air temperature sensor 45a is a first conditioned air temperature detection unit that detects the first blown air temperature TAV1 blown from the first mixing space 36a to the driver's seat side of the vehicle cabin.
  • the second conditioned air temperature sensor 45b is a second conditioned air temperature detection unit that detects the second blown air temperature TAV2 blown from the second mixing space 36b to the passenger seat side of the vehicle cabin.
  • an operation panel 49 located near the instrument panel at the front of the vehicle interior is connected to the input side of the control device 40 via wired or wireless connection. Operation signals are input to the control device 40 from various operation switches provided on the operation panel 49.
  • an auto switch an air conditioner switch, an air volume setting switch, a first temperature setting switch 49a, a second temperature setting switch 49b, etc.
  • the auto switch is an automatic control setting unit that sets or cancels automatic control operation of the vehicle air conditioner 1.
  • the air conditioner switch is a cooling request unit that requests cooling of the blown air by the interior evaporator 16.
  • the air volume setting switch is an air volume setting unit that manually sets the blown air volume of the interior blower 33.
  • the first temperature setting switch 49a is a first temperature setting unit that is operated by the occupant to set the first set temperature Tset1, which is the set temperature for the driver's seat side space.
  • the second temperature setting switch 49b is a second temperature setting unit that is operated by the occupant to set the second set temperature Tset2, which is the set temperature for the passenger seat side space.
  • the control device 40 sets the second set temperature Tset2 to the same value as the first set temperature Tset1.
  • the control device 40 is also configured as an integrated control unit that controls the various controlled devices connected to its output side. Therefore, the configuration (hardware and software) that controls the operation of each controlled device constitutes a control unit that controls the operation of each controlled device.
  • the component of the control device 40 that controls the refrigerant discharge capacity of the compressor 11 is the discharge capacity control unit 40a.
  • the component that controls the operation of the heating expansion valve 13a, which is the pressure reduction unit, is the pressure reduction control unit 40b.
  • the target temperature determination unit 40c is configured to determine the first target blowing temperature TAO1, which is the target value of the first blowing air blown into the driver's seat space in the vehicle cabin, and the second target blowing temperature TAO2, which is the target value of the second blowing air blown into the passenger seat space in the vehicle cabin.
  • the target subcooling degree SCO which is the target value of the subcooling degree SC of the combined refrigerant flowing into the heating expansion valve 13a, which is the pressure reducing unit, is configured to determine the target subcooling degree SCO.
  • the operating mode can be switched to perform appropriate air conditioning inside the vehicle cabin.
  • the vehicle air conditioner 1 can switch between a cooling mode, a dehumidification heating mode, and a heating mode.
  • the operating mode is switched by executing a control program stored in the control device 40.
  • the control program is executed when the auto switch is turned on while the air conditioner switch on the operation panel 49 is turned on.
  • the control program determines the operation mode based on the first target air outlet temperature TAO1, the second target air outlet temperature TAO2, the detection signals of various sensors, and the operation signals of the operation panel 49.
  • the control device 40 calculates the first target blow-out temperature TAO1 and the second target blow-out temperature TAO2 by the following formulas F1 and F2.
  • TAO1 Kset ⁇ Tset1-Kr ⁇ Tr-Kam ⁇ Tam-Ks ⁇ As+C...(F1)
  • TAO2 Kset ⁇ Tset2-Kr ⁇ Tr-Kam ⁇ Tam-Ks ⁇ As+C...(F2) It should be noted that Tset1 is a first set temperature set by the first temperature setting switch 49a, and Tset2 is a second set temperature set by the second temperature setting switch 49b.
  • Tr is the temperature inside the vehicle cabin detected by the inside air temperature sensor. Tam is the temperature outside the vehicle cabin detected by the outside air temperature sensor. As is the amount of solar radiation detected by the solar radiation sensor. Kset, Kr, Kam, and Ks are control gains, and C is a correction constant.
  • control program determines the control state of the various controlled devices according to the determined operation mode. Then, the control device 40 outputs control signals or control voltages to the various controlled devices so that the control state determined by the control program is obtained.
  • control program repeats control routines such as reading the detection signal and the operation signal, calculating the first target blowing temperature TAO1 and the second target blowing temperature TAO2, determining the operation mode, and controlling the various controlled devices at each predetermined control period until a request to stop the vehicle air conditioner 1 is received.
  • control routines such as reading the detection signal and the operation signal, calculating the first target blowing temperature TAO1 and the second target blowing temperature TAO2, determining the operation mode, and controlling the various controlled devices at each predetermined control period until a request to stop the vehicle air conditioner 1 is received.
  • control routines such as reading the detection signal and the operation signal, calculating the first target blowing temperature TAO1 and the second target blowing temperature TAO2, determining the operation mode, and controlling the various controlled devices at each predetermined control period until a request to stop the vehicle air conditioner 1 is received.
  • Cooling mode is an operation mode in which cooled air is blown into the passenger compartment to cool the passenger compartment.
  • the cooling mode is likely to be selected when the auto switch and the air conditioner switch are turned on and the outside air temperature Tam is relatively high (in this embodiment, 25° C. or higher).
  • control device 40 opens the heating expansion valve 13a fully and throttles the cooling expansion valve 13b.
  • the control device 40 also closes the on-off valve 17.
  • the refrigerant discharged from the compressor 11 is switched to a refrigerant circuit that circulates in the following order: the indoor condenser 12, the heating expansion valve 13a which is in a fully open state, the outdoor heat exchanger 14, the cooling expansion valve 13b, the indoor evaporator 16, the accumulator 18, and the intake port of the compressor 11.
  • the control device 40 also controls the refrigerant discharge capacity of the compressor 11 so that the evaporator temperature Tefin detected by the evaporator temperature sensor 42d approaches the target evaporator temperature TEO.
  • the target evaporator temperature TEO is determined based on the target blowing temperature TAO by referring to a control map previously stored in the control device 40.
  • the control device 40 sets the target blowing temperature TAO to the lower of the first target blowing temperature TAO1 and the second target blowing temperature TAO2.
  • the target evaporator temperature TEO is increased as the target blowing temperature TAO increases.
  • the control device 40 also controls the throttle opening of the cooling expansion valve 13b so that the degree of subcooling SC1 of the refrigerant flowing into the cooling expansion valve 13b becomes the target degree of subcooling SCO1 for cooling.
  • the target degree of subcooling SCO1 is determined based on the pressure of the refrigerant flowing into the cooling expansion valve 13b, with reference to a control map previously stored in the control device 40.
  • the pressure of the refrigerant flowing into the cooling expansion valve 13b can be the outdoor unit side refrigerant pressure P2 detected by the outdoor unit side refrigerant sensor 42c.
  • the target degree of subcooling SCO1 is determined so that the COP of the heat pump cycle 10 becomes a maximum value.
  • control device 40 controls the blowing capacity of the indoor blower 33 based on the target blowing temperature TAO by referring to a control map that is pre-stored in the control device 40.
  • the control map determines the maximum airflow capacity when the target air outlet temperature TAO is in the extremely low temperature range (i.e., maximum cooling) or the extremely high temperature range (i.e., maximum heating). Furthermore, the airflow capacity is determined to be reduced as the target air outlet temperature TAO moves from the extremely low temperature range or the extremely high temperature range toward the intermediate temperature range. And, when the target air outlet temperature TAO is in the intermediate temperature range, the airflow capacity is determined to be minimum.
  • the control device 40 also adjusts the opening of the first air mix door 34a so that the first blown air temperature TAV1 detected by the first conditioned air temperature sensor 45a approaches the first target blown air temperature TAO1.
  • the control device 40 also adjusts the opening of the second air mix door 34b so that the second blown air temperature TAV2 detected by the second conditioned air temperature sensor 45b approaches the second target blown air temperature TAO2.
  • the air mix door which adjusts the amount of heat of the ventilation air blown into the conditioned space to which the lower of the first set temperature Tset1 and the second set temperature Tset2 is set, is often fully closed on the indoor condenser 12 side and fully open on the cold air bypass passage side.
  • the control device 40 also controls the operation of the electric actuators for the driver's side and passenger side blowing mode doors based on the target blowing temperature TAO and by referring to a control map previously stored in the control device 40. Furthermore, the control device 40 appropriately controls the operation of other controlled devices.
  • the indoor condenser 12 and the outdoor heat exchanger 14 function as condensers that release heat from the refrigerant to condense it
  • the indoor evaporator 16 functions as an evaporator that evaporates the refrigerant, forming a vapor compression refrigeration cycle.
  • the heat of the refrigerant discharged from the compressor 11 is dissipated to the first blown air depending on the opening degree of the first air mix door 34a. Furthermore, the heat of the discharged refrigerant is dissipated to the second blown air depending on the opening degree of the second air mix door 34b.
  • the heat of the refrigerant is dissipated to the outside air.
  • the low-pressure refrigerant absorbs heat from the blown air and evaporates.
  • the air blown from the indoor blower 33 is cooled by the refrigerant absorbing heat as it passes through the indoor evaporator 16.
  • the first blown air cooled in the indoor evaporator 16 and flowing into the first air passage 30a is heated as it passes through the first heat exchange section 12a of the indoor condenser 12 depending on the opening degree of the first air mix door 34a.
  • the second blown air cooled in the indoor evaporator 16 and flowing into the second air passage 30b is heated as it passes through the second heat exchange section 12b of the indoor condenser 12 depending on the opening degree of the second air mix door 34b.
  • the first blown air whose temperature has been adjusted to approach the first target blown air temperature TAO1
  • the second blown air whose temperature has been adjusted to approach the second target blown air temperature TAO2
  • the passenger's side space is blown into the passenger's side space in the vehicle cabin, thereby cooling the passenger's side space.
  • the dehumidifying and heating mode is an operation mode in which the cooled and dehumidified air for air conditioning is reheated and blown into the passenger compartment to dehumidify and heat the passenger compartment.
  • the dehumidifying and heating mode is likely to be selected when the auto switch and the air conditioner switch are on and the outside air temperature Tam is in the intermediate temperature range (in this embodiment, 0° C. or higher and lower than 25° C.).
  • control device 40 throttles the heating expansion valve 13a and throttles the cooling expansion valve 13b.
  • the control device 40 also closes the on-off valve 17.
  • the refrigerant discharged from the compressor 11 is switched to a refrigerant circuit in which it circulates in the following order: indoor condenser 12, heating expansion valve 13a, outdoor heat exchanger 14, cooling expansion valve 13b, indoor evaporator 16, accumulator 18, and the suction port of the compressor 11.
  • the control device 40 also determines the throttle opening of the heating expansion valve 13a and the cooling expansion valve 13b based on the target air outlet temperature TAO and by referring to a control map previously stored in the control device 40.
  • the control device 40 sets the target blowing temperature TAO to the lower of the first target blowing temperature TAO1 and the second target blowing temperature TAO2.
  • the control map for the dehumidifying and heating mode as the target blowing temperature TAO increases, the throttle opening of the heating expansion valve 13a is decreased and the throttle opening of the cooling expansion valve 13b is increased. Furthermore, the control device 40 controls the operation of the other controlled devices in the same way as in the cooling mode.
  • a vapor compression refrigeration cycle is configured in which the indoor condenser 12 functions as a condenser and the indoor evaporator 16 functions as an evaporator.
  • the indoor condenser 12 the heat of the discharged refrigerant is dissipated to the first blown air and the second blown air, as in the cooling mode.
  • the indoor evaporator 16 the low-pressure refrigerant absorbs heat from the blown air and evaporates, as in the cooling mode.
  • the outdoor heat exchanger 14 when the saturation temperature of the refrigerant in the outdoor heat exchanger 14 is higher than the temperature of the air flowing into the outdoor heat exchanger 14, the outdoor heat exchanger 14 functions as a condenser. Also, when the saturation temperature of the refrigerant in the outdoor heat exchanger 14 is lower than the temperature of the air flowing into the outdoor heat exchanger 14, the outdoor heat exchanger 14 functions as an evaporator.
  • the air blown from the indoor blower 33 is cooled and dehumidified as it passes through the indoor evaporator 16, just like in the cooling mode.
  • the first blown air cooled by the indoor evaporator 16 and flowing into the first air passage 30a is reheated by passing through the first heat exchanger 12a of the indoor condenser 12 depending on the opening degree of the first air mix door 34a, just like in the cooling mode.
  • the second blown air cooled by the indoor evaporator 16 and flowing into the second air passage 30b is reheated by passing through the second heat exchanger 12b of the indoor condenser 12 depending on the opening degree of the second air mix door 34b, just like in the cooling mode.
  • the first blown air whose temperature has been adjusted to approach the first target blown air temperature TAO1
  • the second blown air whose temperature has been adjusted to approach the second target blown air temperature TAO2
  • the passenger's side space in the vehicle cabin thereby realizing dehumidification and heating of the passenger's side space.
  • Heating mode is an operation mode in which heated air-conditioning air is blown into the vehicle cabin to heat the vehicle cabin.
  • the heating mode is likely to be selected when the auto switch and the air conditioner switch are turned on and the outside air temperature Tam is relatively low (in this embodiment, less than 0° C.).
  • control device 40 throttles the heating expansion valve 13a and fully closes the cooling expansion valve 13b.
  • the control device 40 also opens the on-off valve 17.
  • the refrigerant discharged from the compressor 11 is switched to a refrigerant circuit in which it circulates in the following order: the indoor condenser 12, the heating expansion valve 13a, the outdoor heat exchanger 14, the accumulator 18, and the suction port of the compressor 11.
  • the control device 40 also controls the refrigerant discharge capacity of the compressor 11 so that the discharge refrigerant pressure Pd detected by the discharge refrigerant sensor 42a approaches the target high-pressure PDO.
  • the target high-pressure PDO is determined based on the target blowing temperature TAO and by referring to a control map previously stored in the control device 40.
  • the control device 40 sets the target blowing temperature TAO to the higher of the first target blowing temperature TAO1 and the second target blowing temperature TAO2.
  • the target high pressure PDO is increased as the target blowing temperature TAO increases.
  • the control device 40 also controls the throttle opening of the heating expansion valve 13a so that the subcooling degree SC of the combined refrigerant flowing into the heating expansion valve 13a approaches the target subcooling degree SCO.
  • the control device 40 determines the target subcooling degree SCO using the pressure of the combined refrigerant flowing into the heating expansion valve 13a, the first set temperature Tset1, and the second set temperature Tset2.
  • control device 40 determines the maximum target degree of subcooling SCOm based on the pressure of the combined refrigerant flowing into the heating expansion valve 13a, by referring to a control map that is pre-stored in the control device 40.
  • the pressure of the combined refrigerant flowing into the heating expansion valve 13a can be the high-pressure side refrigerant pressure P1 detected by the high-pressure side refrigerant sensor 42b.
  • the maximum target degree of subcooling SCOm is determined so that the COP of the heat pump cycle 10 reaches a maximum value.
  • the control device 40 determines the target degree of supercooling SCO based on the set temperature difference ⁇ Tset, which is the difference between the first set temperature Tset1 and the second set temperature Tset2.
  • the set temperature difference ⁇ Tset is the value obtained by subtracting the second set temperature Tset2 from the first set temperature Tset1.
  • the target supercooling degree SCO is determined to be the maximum target supercooling degree SCOm. If the first set temperature Tset1 and the second set temperature Tset2 are different, the target supercooling degree SCO is determined to be a value lower than the maximum target supercooling degree SCOm.
  • the control device 40 lowers the target degree of supercooling SCO more than when the first set temperature Tset1 and the second set temperature Tset2 are the same.
  • the control device 40 increases the amount of reduction in the target degree of supercooling SCO as the absolute value of the set temperature difference ⁇ Tset increases.
  • the control device 40 also adjusts the opening degree of the first air mix door 34a and the opening degree of the second air mix door 34b, similar to the cooling mode.
  • the air mix door which adjusts the amount of heat of the ventilation air blown into the conditioned space to which the higher of the first set temperature Tset1 and the second set temperature Tset2 is set, is often fully open on the indoor condenser 12 side and fully closed on the cold air bypass passage side. Furthermore, the control device 40 controls the operation of the other controlled devices in the same way as in the cooling mode.
  • a vapor compression refrigeration cycle is configured in which the indoor condenser 12 functions as a condenser and the outdoor heat exchanger 14 functions as an evaporator.
  • the indoor condenser 12 the heat of the discharged refrigerant is dissipated to the first blown air and the second blown air, as in the cooling mode.
  • the outdoor heat exchanger 14 the low-pressure refrigerant absorbs heat from the outside air and evaporates.
  • the air blown from the indoor blower 33 passes through the indoor evaporator 16 and flows into the first air passage 30a and the second air passage 30b.
  • the first blown air that flows into the first air passage 30a passes through the first heat exchange section 12a of the indoor condenser 12 and is heated depending on the opening degree of the first air mix door 34a.
  • the second blown air that flows into the second air passage 30b passes through the second heat exchange section 12b of the indoor condenser 12 and is heated depending on the opening degree of the second air mix door 34b.
  • the first blown air whose temperature has been adjusted to approach the first target blown air temperature TAO1
  • the second blown air whose temperature has been adjusted to approach the second target blown air temperature TAO2
  • the vehicle air conditioner 1 of this embodiment can achieve comfortable air conditioning in the vehicle cabin by switching the operating mode.
  • the vehicle air conditioner 1 employs so-called subcooling degree control, which controls the throttle opening of the heating expansion valve 13a so that the subcooling degree SC of the combined refrigerant flowing into the heating expansion valve 13a becomes the target subcooling degree SCO during heating mode. Therefore, the heat pump cycle 10 can achieve a high COP during heating mode.
  • the pressure difference between the high-pressure refrigerant and the low-pressure refrigerant is greater than in the cooling mode, so the power consumption of the compressor 11 is likely to increase. For this reason, making the heat pump cycle 10 achieve a high COP in the heating mode is effective in reducing the energy consumption of the vehicle air conditioner 1.
  • the first set temperature Tset1 in the driver's seat space and the second set temperature Tset2 in the passenger seat space may be set to different values during heating mode.
  • the set temperatures of the respective air-conditioned spaces are set to different values, the amount of heat dissipated by the refrigerant in the first heat exchange section 12a of the interior condenser 12 and the amount of heat dissipated by the refrigerant in the second heat exchange section 12b also become different values.
  • the subcooling degree of the refrigerant immediately after it flows out of each heat exchange section will be a different value from the target subcooling degree SCO.
  • Figure 6 shows the change in the state of the refrigerant when the first set temperature Tset1 in the driver's side space is set higher than the second set temperature Tset2 in the passenger's side space during heating mode.
  • the higher of the first set temperature Tset1 and the second set temperature Tset2 is defined as the high set temperature space, and the lower of the two is defined as the low set temperature space.
  • the driver's seat space is the high set temperature space
  • the passenger seat space is the low set temperature space.
  • the first heat exchange section 12a and the second heat exchange section 12b the one that heats the blown air blown into the high temperature setting side space is defined as the high temperature setting side heat exchange section, and the one that heats the blown air blown into the low temperature setting side space is defined as the low temperature setting side heat exchange section.
  • the first heat exchange section 12a is the high temperature setting side heat exchange section
  • the second heat exchange section 12b is the low temperature setting side heat exchange section.
  • the state of the refrigerant corresponding to each point in FIG. 3 is indicated by the same reference numerals as in FIG. 3.
  • the refrigerant pressures at points Ma, Pb, Db, Mb, Pd, Md, and Dd are set to slightly different values for clarity of illustration, but the refrigerant pressures at each point are roughly the same if the pressure loss that occurs when flowing through the indoor condenser 12 is not taken into account.
  • the refrigerant discharged from the compressor flows into the refrigerant inlet 25a of the indoor condenser 12.
  • Some of the refrigerant that flows into the indoor condenser 12 flows into the first heat exchange section 12a of the downwind core section 24b.
  • the remaining refrigerant that flows into the indoor condenser 12 flows into the second heat exchange section 12b of the downwind core section 24b.
  • the refrigerant that flows into the first heat exchange section 12a of the downwind core section 24b exchanges heat with the first blown air that has passed through the first heat exchange section 12a of the upwind core section 24a, thereby reducing the enthalpy (from point Ma to point Db in FIG. 6).
  • the refrigerant that flows into the second heat exchange section 12b of the downwind core section 24b exchanges heat with the second blown air that has passed through the second heat exchange section 12b of the upwind core section 24a, thereby reducing the enthalpy (from point Ma to point Pb in FIG. 6).
  • the first set temperature Tset1 is set higher than the second set temperature Tset2. Therefore, the amount of heat dissipated from the refrigerant to the first blown air in the first heat exchanger 12a, which is the high set temperature heat exchanger, is greater than the amount of heat dissipated from the refrigerant to the second blown air in the second heat exchanger 12b, which is the low set temperature heat exchanger.
  • the enthalpy of the refrigerant immediately after it flows out of the first heat exchange section 12a of the downwind core section 24b is lower than the enthalpy of the refrigerant immediately after it flows out of the second heat exchange section 12b of the downwind core section 24b (point Pb in FIG. 6).
  • the refrigerant that flows into the first heat exchange section 12a of the upwind core section 24a exchanges heat with the first blown air, lowering the enthalpy (from point Mb to point Dd in FIG. 6).
  • the refrigerant that flows into the second heat exchange section 12b of the downwind core section 24b of the indoor condenser 12 exchanges heat with the second blown air, lowering the enthalpy (from point Mb to point Pd in FIG. 6).
  • the enthalpy of the refrigerant immediately after it flows out of the first heat exchange section 12a of the upwind core section 24a (point Dd in FIG. 6) is lower than the enthalpy of the refrigerant immediately after it flows out of the second heat exchange section 12b of the upwind core section 24a (point db in FIG. 6).
  • the refrigerant flowing out from the first heat exchange section 12a of the windward core section 24a and the refrigerant flowing out from the second heat exchange section 12b of the windward core section 24a join together in the windward upper tank 22a and flow out from the refrigerant outlet 25b (from point Dd to point Md, and from point Pd to point Md in Figure 6).
  • the combined refrigerant flowing out from the indoor condenser 12 flows into the heating expansion valve 13a and is depressurized (from point Md to point Me in FIG. 6).
  • the throttle opening of the heating expansion valve 13a is controlled so that the degree of subcooling SC of the combined refrigerant (point Md in FIG. 6) approaches the target degree of subcooling SCO.
  • the refrigerant depressurized by the heating expansion valve 13a flows into the outdoor heat exchanger 14.
  • the refrigerant that flows into the outdoor heat exchanger 14 absorbs heat from the outside air and evaporates (from point Me to point Mf in FIG. 6).
  • the refrigerant flowing out from the outdoor heat exchanger 14 is separated into gas and liquid in the accumulator 18.
  • the gas phase refrigerant separated in the accumulator 18 is sucked into the compressor 11 and compressed again (from point Mf to point Ma in Figure 6).
  • the degree of subcooling of the refrigerant immediately after it flows out of the first heat exchange section 12a which is the high temperature setting side heat exchange section (Dd in FIG. 6)
  • the degree of subcooling of the refrigerant immediately after it flows out of the second heat exchange section 12b which is the low temperature setting side heat exchange section (point Pd in FIG. 6).
  • the degree of subcooling of the refrigerant immediately after it flows out of the first heat exchange section 12a which is the high temperature setting side heat exchange section (point Dd in FIG. 6)
  • the target subcooling degree SCO is higher than the target subcooling degree SCO.
  • the temperature of the blown air heated in the high temperature setting heat exchange section becomes lower than when the degree of subcooling of the refrigerant immediately after it leaves the high temperature setting heat exchange section is the target degree of subcooling SCO.
  • the temperature of the high temperature setting space the driver's seat space in the example of FIG. 6
  • the user's desired set temperature the first set temperature Tset1 in the example of FIG. 6.
  • the target subcooling degree SCO is reduced below the maximum target subcooling degree SCOm.
  • the throttle opening of the heating expansion valve 13a can be controlled to reduce the degree of subcooling of the refrigerant flowing out from the high set temperature heat exchange section, compared to when the first set temperature Tset1 and the second set temperature Tset2 are the same. And, the degree of subcooling of the refrigerant flowing out from the high set temperature heat exchange section can be reduced.
  • the amount of decrease in the target degree of subcooling SCO is increased as the absolute value of the set temperature difference ⁇ Tset increases. This makes it possible to appropriately prevent the degree of subcooling of the refrigerant immediately after it flows out of the high set temperature side heat exchange section from becoming too high while suppressing the decrease in COP according to the set temperature difference ⁇ Tset.
  • an indoor condenser 12 that has an upwind core portion 24a and a downwind core portion 24b that are arranged in series with respect to the air flow.
  • the first heat exchange section 12a and the second heat exchange section 12b are connected in the middle of the refrigerant flow. This makes it possible to prevent the difference between the degree of subcooling of the refrigerant immediately after it flows out of the first heat exchange section 12a and the degree of subcooling of the refrigerant immediately after it flows out of the second heat exchange section 12b from increasing.
  • the first heat exchange section 12a and the second heat exchange section 12b are connected by the downwind lower tank 22d and the upwind lower tank 22b. Therefore, the enthalpy of the refrigerant flowing into the first heat exchange section 12a of the upwind core section 24a can be made equal to the enthalpy of the refrigerant flowing into the second heat exchange section 12b of the upwind core section 24a.
  • the air conditioning device according to the present disclosure is an air conditioning device for a vehicle, but it may of course be a stationary air conditioning device.
  • the multiple air-conditioned spaces are a driver's seat side space and a passenger seat side space, but this is not limited to this.
  • the spaces may be a front seat side space and a rear seat side space.
  • the configuration of the heat pump cycle device according to the present disclosure is not limited to the configuration disclosed in the above embodiment.
  • the heat exchange core portion of the indoor condenser 12 which is a single heat exchanger, is divided into two heat exchange regions to form the first heat exchange portion 12a and the second heat exchange portion 12b, but this is not limiting.
  • the condensation portion may be formed by two heat exchangers connected in parallel to the refrigerant flow, with one heat exchanger being the first heat exchange portion 12a and the other heat exchanger being the second heat exchange portion 12b.
  • an indoor condenser 12 having an upwind core portion 24a and a downwind core portion 24b was used as the condensing portion, but this is not limited to this.
  • an indoor condenser may be used in which a plurality of tubes 21 are stacked in a row and the indoor condenser has a heat exchange core portion corresponding to the downwind core portion 24b.
  • the refrigerant outlet 25b may be placed in the downwind lower tank 22d.
  • the first temperature adjustment unit or the second temperature adjustment unit may be configured by multiple blowers that individually adjust the volume of the blown air flowing into the first heat exchange unit 12a and the second heat exchange unit 12b.
  • the group of control sensors connected to the input side of the control device 40 is not limited to the detection units disclosed in the above embodiment. Various detection units may be added as necessary.
  • R1234yf was used as the refrigerant for the heat pump cycle 10, but this is not limited thereto.
  • R134a, R600a, R410A, R404A, R32, R407C, etc. may be used.
  • a mixed refrigerant made by mixing two or more of these refrigerants may be used.
  • carbon dioxide may be used as the refrigerant to configure a supercritical refrigeration cycle in which the high-pressure side refrigerant pressure is equal to or higher than the critical pressure of the refrigerant.
  • control aspects of the air conditioner according to this disclosure are not limited to the control aspects disclosed in the above embodiments.
  • a vehicle air conditioner 1 capable of executing various operating modes has been described, but it is not necessary that all of the above-mentioned operating modes can be executed.
  • the air conditioner according to the present disclosure can obtain the effects described in the above-mentioned embodiment as long as it is capable of executing at least the heating mode. In other words, it can appropriately adjust the temperature of the air blown into each air-conditioned space. Of course, other operating modes may also be executed.
  • the target supercooling degree SCO was determined based on the set temperature difference ⁇ Tset, but this is not limiting.
  • the target supercooling degree SCO may be set closer to the maximum target supercooling degree SCOm.
  • the target degree of supercooling SCO was determined based on the set temperature difference ⁇ Tset, but this is not limiting.
  • the target degree of supercooling SCO may also be determined using a physical quantity or a calculated value that is correlated with the set temperature difference ⁇ Tset.
  • the target degree of supercooling SCO may be determined in the same manner as the set temperature difference ⁇ Tset, based on the target temperature difference ⁇ TAO between the first target blowing temperature TAO1 and the second target blowing temperature TAO2.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Mechanical Engineering (AREA)
  • Thermal Sciences (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Air-Conditioning For Vehicles (AREA)
PCT/JP2024/004765 2023-03-10 2024-02-13 空調装置 WO2024190225A1 (ja)

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6015218A (ja) * 1983-07-04 1985-01-25 Nippon Denso Co Ltd 自動車用空気調和装置
JPH07198187A (ja) * 1993-12-29 1995-08-01 Daikin Ind Ltd 空気調和機
JP2013032045A (ja) * 2011-07-31 2013-02-14 Denso Corp 車両用空調装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6015218A (ja) * 1983-07-04 1985-01-25 Nippon Denso Co Ltd 自動車用空気調和装置
JPH07198187A (ja) * 1993-12-29 1995-08-01 Daikin Ind Ltd 空気調和機
JP2013032045A (ja) * 2011-07-31 2013-02-14 Denso Corp 車両用空調装置

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