WO2012046594A1 - 車両用空調装置 - Google Patents
車両用空調装置 Download PDFInfo
- Publication number
- WO2012046594A1 WO2012046594A1 PCT/JP2011/072065 JP2011072065W WO2012046594A1 WO 2012046594 A1 WO2012046594 A1 WO 2012046594A1 JP 2011072065 W JP2011072065 W JP 2011072065W WO 2012046594 A1 WO2012046594 A1 WO 2012046594A1
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- WIPO (PCT)
- Prior art keywords
- heat exchanger
- refrigerant
- battery
- heat
- temperature
- Prior art date
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- 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
- F25B30/00—Heat pumps
- F25B30/02—Heat pumps of the compression type
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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
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
- B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
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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
- B60H1/00492—Heating, cooling or ventilating [HVAC] devices comprising regenerative heating or cooling means, e.g. heat accumulators
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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
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
- B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
- B60H1/00899—Controlling the flow of liquid in a heat pump system
- B60H1/00921—Controlling the flow of liquid in a heat pump system where the flow direction of the refrigerant does not change and there is an extra subcondenser, e.g. in an air duct
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/32—Cooling devices
- B60H1/3204—Cooling devices using compression
- B60H1/3205—Control means therefor
- B60H1/3211—Control means therefor for increasing the efficiency of a vehicle refrigeration cycle
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/32—Cooling devices
- B60H1/3204—Cooling devices using compression
- B60H1/3205—Control means therefor
- B60H1/3213—Control means therefor for increasing the efficiency in a vehicle heat pump
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/32—Cooling devices
- B60H1/3204—Cooling devices using compression
- B60H1/323—Cooling devices using compression characterised by comprising auxiliary or multiple systems, e.g. plurality of evaporators, or by involving auxiliary cooling devices
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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- B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
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- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
- F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
- F25B5/00—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity
- F25B5/02—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity arranged in parallel
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- 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
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- 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
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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
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
- B60H2001/00307—Component temperature regulation using a liquid flow
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60H1/32—Cooling devices
- B60H2001/3236—Cooling devices information from a variable is obtained
- B60H2001/3255—Cooling devices information from a variable is obtained related to temperature
- B60H2001/3258—Cooling devices information from a variable is obtained related to temperature of the air at a condensing unit
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60H2001/3261—Cooling devices information from a variable is obtained related to temperature of the air at an evaporating unit
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- B60L2240/40—Drive Train control parameters
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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Definitions
- the present invention relates to a vehicle air conditioner.
- the present invention relates to a vehicle air conditioner applicable to a vehicle equipped with a battery.
- Patent Document 1 discloses a vehicle air conditioner that uses the heat capacity of a battery mounted on an electric vehicle.
- air in the passenger compartment is sucked from a suction port provided at the rear of the vehicle, and this air is passed through a battery portion under the floor through a duct.
- the air is heated, and the heated air is temperature-controlled by the main body of the air conditioner and blown out again into the passenger compartment.
- high temperature hot air can be obtained without the need to mount a separate heat storage material.
- Patent Document 1 only radiates the heat of the battery directly to the air supplied to the vehicle interior. For this reason, it is difficult to say that a battery having a large heat capacity is fully utilized.
- the present invention has been made in view of such problems of the conventional technology. And the objective is to provide the vehicle air conditioner excellent in thermal efficiency by utilizing a battery with big heat capacity.
- a vehicle air conditioner includes a compressor that compresses a refrigerant, an internal heat exchanger that performs heat exchange between the refrigerant and air supplied to the vehicle interior, An external heat exchanger that exchanges heat with the outside air that is air, a battery mounted on a vehicle, and a refrigerant and a battery by passing through at least a part of the refrigerant from the external heat exchanger to the compressor A heat exchanger that exchanges heat with the battery, a throttle adjuster that is arranged upstream of the battery heat exchanger in the refrigerant flow path and that can adjust the flow of the refrigerant, and a control that controls the throttle adjuster A unit. And a control unit controls the flow of the refrigerant
- the control method of the vehicle air conditioner according to the second aspect of the present invention includes a compressor that compresses the refrigerant, an internal heat exchanger that performs heat exchange between the refrigerant and air supplied to the vehicle interior, and a refrigerant.
- a compressor that compresses the refrigerant
- an internal heat exchanger that performs heat exchange between the refrigerant and air supplied to the vehicle interior
- a refrigerant By passing through an external heat exchanger that exchanges heat with the outside air that is the air outside the passenger compartment, a battery mounted on the vehicle, and at least a part of the refrigerant from the external heat exchanger to the compressor,
- a process comprising: a battery heat exchanger that exchanges heat between the refrigerant and the battery; and a throttle adjustment unit that is arranged upstream of the battery heat exchanger in the refrigerant flow path and capable of adjusting the flow of the refrigerant.
- the control method includes a step of controlling the flow of the refrigerant in the throttle
- FIG. 1 is an explanatory diagram schematically showing the configuration of a vehicle air conditioner according to an embodiment of the present invention.
- FIG. 2 is a flowchart showing a control procedure of the third expansion valve.
- FIG. 3 is a flowchart showing a control procedure of the third expansion valve.
- FIG. 1 is an explanatory diagram schematically showing the configuration of a vehicle air conditioner 10 according to an embodiment of the present invention.
- the vehicle air conditioner 10 is applied to an electric vehicle, and is a heat pump type air conditioner that controls the temperature in the passenger compartment.
- a motor (not shown) as a drive source is mounted in a motor room (M / R) in front of the vehicle.
- the battery 5 which supplies electric power to this motor and various electrical components is mounted under the floor of the passenger compartment space.
- the vehicle air conditioner 10 is mainly configured by a blower unit 11, an air conditioner body 20, and a control unit 40.
- the blower unit 11 is a unit that takes air in the vehicle interior (inside air) or air outside the vehicle compartment (outside air) and supplies the air into the vehicle interior, and includes a blower duct that blows air.
- An intake portion 12 is provided on the upstream side of the air duct, and the intake portion 12 includes an intake door 13.
- the intake door 13 is a movable door that can block one of the inside air introduction port and the outside air introduction port, and the air supplied to the vehicle interior is selected from one of the inside air and the outside air by the operation of the intake door 13. Can do.
- the blower duct is provided with a blower 14, and by operating the blower 14, the inside air or the outside air is sent downstream. Air (inside air or outside air) sent to the downstream is supplied from the outlet (not shown) to the vehicle interior via a first internal heat exchanger 22 or a second internal heat exchanger 24 described later. Is done.
- the air conditioner body 20 includes a compressor 21, a first internal heat exchanger 22, an external heat exchanger 23, a second internal heat exchanger 24, a first expansion valve 25, and a second expansion valve. 26 as a main component.
- These elements constituting the air conditioner body 20 are respectively provided in a closed loop refrigerant flow path (main refrigerant flow path) Cm through which the refrigerant circulates.
- main refrigerant flow path Cm Through the main refrigerant flow path Cm, the refrigerant flows from the compressor 21 through the first internal heat exchanger 22, the external heat exchanger 23, and the second internal heat exchanger 24 in this order, and again through the compressor 21.
- a first expansion valve 25 is provided between the first internal heat exchanger 22 and the external heat exchanger 23, and the external heat exchanger 23 and the second heat exchanger 23
- a second expansion valve 26 is provided between the internal heat exchanger 24.
- the compressor 21 compresses the taken-in refrigerant and discharges the compressed refrigerant from the discharge side.
- the compressor 21 is driven by electric power supplied from the battery 5.
- the first internal heat exchanger 22 performs heat exchange between the refrigerant pumped from the compressor 21 and the air supplied to the passenger compartment.
- the first internal heat exchanger 22 acts as a condenser when the operation mode of the vehicle air conditioner 10 specified by the user is the heating mode. Thereby, the heat of the refrigerant is dissipated to the air supplied into the vehicle compartment, that is, the air sent out by the blower 14.
- the external heat exchanger 23 is disposed at the front end of the motor room, and performs heat exchange between the refrigerant that has passed through the first expansion valve 25 and the outside air.
- the operation mode is the heating mode
- the external heat exchanger 23 absorbs the heat of the outside air into the refrigerant
- the operation mode is the cooling mode
- the external heat exchanger 23 radiates the heat of the refrigerant to the outside air.
- the external heat exchanger 23 is provided with a blower fan 27 in order to promote heat exchange efficiency between the outside air and the refrigerant.
- the second internal heat exchanger 24 performs heat exchange between the refrigerant that has passed through the second expansion valve 26 and the air that is supplied to the vehicle interior.
- the second internal heat exchanger 24 acts as an evaporator when the operation mode is the cooling mode. Thereby, the heat supplied to the vehicle interior, that is, the air sent out by the blower 14 is absorbed by the refrigerant.
- the refrigerant expands when the refrigerant passes. That is, the refrigerant changes into a low-temperature and low-pressure refrigerant by passing through the first and second expansion valves 25 and 26. Further, in the first and second expansion valves 25 and 26, the throttle (valve opening degree) that is the refrigerant passage region can be adjusted, and the throttle can be set or opened as necessary. Can be.
- the first expansion valve 25 when the operation mode is the heating mode, a predetermined throttle is set to expand and expand the refrigerant.
- the operation mode is the cooling mode, the first expansion valve 25 opens the throttle and allows the refrigerant to pass therethrough as it is.
- the second expansion valve 26 when the operation mode is the cooling mode, a predetermined throttle is set to expand and expand the refrigerant.
- the operation mode is the heating mode, the second expansion valve 26 is opened and the refrigerant is allowed to pass through.
- an accumulator 28 is provided in the main refrigerant flow path Cm between the second internal heat exchanger 24 and the compressor 21.
- the accumulator 28 has a function of separating the refrigerant supplied from the upstream process into a gas phase and a liquid phase, sending out the gas phase refrigerant to the downstream process, and temporarily storing the liquid phase refrigerant. ing.
- the air conditioner body 20 further includes a battery heat exchanger 29.
- the battery heat exchanger 29 is connected to one end of a sub refrigerant channel Cs for supplying refrigerant and discharging refrigerant. In the battery heat exchanger 29, heat exchange is performed between the refrigerant and the battery 5.
- the other end of the refrigerant supply sub refrigerant flow path Cs1 is connected between the external heat exchanger 23 and the second expansion valve 26 of the main refrigerant flow path Cm.
- the other end of the sub refrigerant flow path Cs2 for discharging the refrigerant is connected between the second internal heat exchanger 24 and the compressor 21.
- this battery heat exchanger 29 a part or all of the refrigerant from the external heat exchanger 23 to the compressor 21 is routed to the battery heat exchanger 29, whereby the refrigerant that has passed through the external heat exchanger 23 and the battery are exchanged. Heat exchange between them.
- the refrigerant whose heat has been exchanged by the battery heat exchanger 29 is returned to the compressor 21.
- 3rd expansion valve 30 (throttle adjustment part) is arrange
- the third expansion valve 30 is configured to be able to adjust the flow of refrigerant (specifically, the valve opening). By adjusting the throttle state, the third expansion valve 30 throttles and expands the refrigerant passing therethrough or allows the refrigerant to pass through as it is. Thereby, in the battery heat exchanger 29, the refrigerant absorbs the heat of the battery 5, or the heat of the refrigerant is radiated to the battery 5.
- the third expansion valve 30 can also close its throttle.
- the battery heat exchanger 29 is configured to exchange heat between the refrigerant and the air around the battery 5. Therefore, the blower 31 for flowing the air around the battery 5 is provided from the viewpoint of improving the heat exchange efficiency between the battery 5 and the refrigerant.
- the main refrigerant flow path Cm is provided with a first bypass flow path Lb1 that bypasses the first internal heat exchanger 22.
- the first bypass flow path Lb1 has one end connected between the compressor 21 and the first internal heat exchanger 22, and the other end connected to the first expansion valve. 25 and the external heat exchanger 23.
- a connecting portion between the first bypass flow path Lb1 and the main refrigerant flow path Cm is a first switching valve (for example, a three-way valve) that switches whether the refrigerant flows to the first internal heat exchanger 22 or is bypassed. ) 32 is provided.
- the first switching valve 32 is basically set so as to close the bypass flow path Lb1.
- a second bypass flow path Lb2 that bypasses the second expansion valve 26 and the second internal heat exchanger 24 is provided in the main refrigerant flow path Cm.
- the second bypass flow path Lb2 has one end connected between the connection portion of the refrigerant supply sub refrigerant flow path Cs1 and the second expansion valve 26, and the other end. The end is connected between the second internal heat exchanger 24 and the sub refrigerant flow path Cs2 for discharging the refrigerant.
- the second bypass flow path Lb2 and the main refrigerant flow path Cm are connected to the second expansion channel 26 and the second internal heat exchanger 24 at the connection portion between the second bypass flow path Lb2 and the main refrigerant flow path Cm.
- a switching valve (for example, a three-way valve) 33 is provided. The second switching valve 33 is basically set so as to close the bypass flow path Lb1.
- the control unit 40 has a function of controlling the vehicle air conditioner 10 in an integrated manner.
- the control unit 40 for example, a microcomputer mainly composed of a CPU, a ROM, a RAM, and an input / output interface can be used.
- the control unit 40 performs calculations related to air conditioning control according to a control program stored in the ROM. Then, the control unit 40 outputs the control amount (control signal) calculated by this calculation to the actuator.
- various input signals including sensor signals are input to the control unit 40.
- the air conditioning temperature sensor 41 is disposed on the downstream side of the air duct, and the temperature of the air blown into the vehicle interior, specifically, the air that has passed through the first or second internal heat exchanger 22, 24. Is detected.
- the sensor signal from the air conditioning temperature sensor 41 is referred to for controlling the air conditioning temperature.
- the battery temperature sensor 42 is a sensor that detects the temperature of the battery 5 through the temperature of the air in the underfloor space in which the battery 5 is accommodated.
- the outside air temperature sensor 43 is a sensor that detects the temperature of outside air. As each temperature sensor 41, 42, 43, a PTC thermistor or the like can be used.
- the control unit 40 controls the states of the first to third expansion valves 25, 26, and 30, that is, the throttles of the first to third expansion valves 25, 26, and 30, respectively. .
- the states of the first and second expansion valves 25 and 26 are controlled according to the operation mode of the vehicle air conditioner 10. That is, when the operation mode is the heating mode, the control unit 40 sets a predetermined throttle for the first expansion valve 25 and opens the throttle of the second expansion valve 26.
- the control unit 40 opens the throttle of the first expansion valve 25 and sets a predetermined throttle for the second expansion valve 26.
- the third expansion valve 30 is controlled in consideration of the heat exchange remaining capacity of the external heat exchanger 23 and the detection result of the battery temperature sensor 42 in addition to the operation mode.
- the heat exchange surplus means the heat surplus of the heat absorption amount of the external heat exchanger 23 with respect to the heat dissipation amount of the first internal heat exchanger 22 in the heating mode.
- the cooling mode it means the heat surplus of the heat radiation amount of the external heat exchanger 23 with respect to the heat absorption amount of the second internal heat exchanger 24.
- heat absorption amount surplus the heat capacity of the heat absorption amount of the external heat exchanger 23 relative to the heat dissipation amount of the first internal heat exchanger 22
- heat absorption amount surplus the heat capacity of the heat absorption amount of the external heat exchanger 23 relative to the heat dissipation amount of the first internal heat exchanger 22
- heat absorption amount of the second internal heat exchanger 24 is determined.
- the surplus heat amount of the heat radiation amount of the external heat exchanger 23 is referred to as “heat radiation amount surplus”.
- FIG. 2 and 3 are flowcharts showing the control procedure of the third expansion valve 30.
- FIG. The process shown in this flowchart is called when the user turns on the switch of the vehicle air conditioner 10 and is executed by the control unit 40 at a predetermined cycle.
- step 10 the control unit 40 determines whether or not the operation mode is the heating mode. If an affirmative determination is made in step 10, that is, if the operation mode is the heating mode, the process proceeds to step 11 (S11). On the other hand, if a negative determination is made in step 10, that is, if the operation mode is the cooling mode, the process proceeds to step 18 (S18) described later.
- step 11 the control unit 40 determines whether or not there is an endothermic energy reserve. That is, in the heating mode, the control unit 40 determines whether or not the external heat exchanger 23 can absorb the amount of heat that the first internal heat exchanger 22 radiates to the air in the air duct from the outside air. This determination is made after referring to the detection results of the air conditioning temperature sensor 41 and the outside air temperature sensor 43. If an affirmative determination is made in step 11, that is, if there is a surplus heat capacity, the process proceeds to step 12 (S12). On the other hand, when a negative determination is made in step 11, that is, when there is no endothermic energy, that is, when the endothermic amount is insufficient, the process proceeds to step 15 (S15) described later.
- step 12 the control unit 40 determines whether or not the detection result of the battery temperature sensor 42, that is, the battery temperature Tb is equal to or lower than the optimum temperature Tst in the temperature range set for performing the temperature management of the battery 5. Judging.
- a temperature range in which the battery temperature Tb is set to perform temperature management of the battery 5 is referred to as “management temperature range”.
- This management temperature range indicates a temperature range in which the battery 5 can exhibit desired performance.
- the values of the range (the range of the lower limit temperature Tlo and the upper limit temperature Thi) and the optimum temperature Tst are set in advance through experiments and simulations.
- step 12 If an affirmative determination is made in step 12, that is, if the battery temperature Tb is equal to or lower than the optimum temperature Tst, the process proceeds to step 13 (S13). On the other hand, if a negative determination is made in step 12, that is, if the battery temperature Tb is higher than the optimum temperature Tst, the process proceeds to step 14 (S14).
- step 13 the control unit 40 controls the third expansion valve 30 to close the third expansion valve 30.
- step 14 the control unit 40 sets the third expansion valve 30 to a predetermined throttle so that the refrigerant passing therethrough is throttled and expanded.
- step 15 the control unit 40 determines whether or not the battery temperature Tb is equal to or lower than the lower limit temperature Tlo in the management temperature range of the battery 5. If an affirmative determination is made in step 15, that is, if the battery temperature Tb is equal to or lower than the lower limit temperature Tlo, the process proceeds to step 16 (S16). On the other hand, if a negative determination is made in step 15, that is, if the battery temperature Tb is higher than the lower limit temperature Tlo, the process proceeds to step 17 (S17).
- step 16 the control unit 40 controls the throttle of the third expansion valve 30 to close the third expansion valve 30.
- step 17 the control unit 40 sets the third expansion valve 30 to a predetermined throttle so that the refrigerant passing therethrough is throttled and expanded.
- step 18 the control unit 40 determines whether or not there is a surplus heat radiation amount. That is, in the cooling mode, the control unit 40 determines whether or not the external heat exchanger 23 can dissipate the amount of heat absorbed by the second internal heat exchanger 24 from the air in the air duct to the outside air. . This determination is made after referring to the detection results of the air conditioning temperature sensor 41 and the outside air temperature sensor 43. If an affirmative determination is made in step 18, that is, if there is a surplus heat dissipation amount, the process proceeds to step 19 (S 19). On the other hand, if a negative determination is made in step 18, that is, if there is no heat dissipation capacity, that is, if the heat dissipation is insufficient, the process proceeds to step 24 (S24) described later.
- step 19 the control unit 40 determines whether or not the battery temperature Tb is equal to or lower than the optimum temperature Tst within the management temperature range of the battery 5.
- step 19 the process proceeds to step 20 (S20).
- step 19 the process proceeds to step 23 (S23).
- step 20 the control unit 40 determines whether or not the battery temperature Tb is the optimum temperature Tst in the management temperature range of the battery 5. If an affirmative determination is made in step 20, that is, if the battery temperature Tb is the optimum temperature Tst, the process proceeds to step 21 (S21). On the other hand, if a negative determination is made in step 20, that is, if the battery temperature Tb is lower than the optimum temperature Tst, the process proceeds to step 22 (S22).
- step 21 the control unit 40 controls the throttle of the third expansion valve 30 to close the third expansion valve 30.
- step 22 the control unit 40 opens the throttle of the third expansion valve 30 so that the refrigerant passes through the third expansion valve 30 as it is.
- step 23 the control unit 40 sets the third expansion valve 30 to a predetermined throttle so that the refrigerant passing therethrough is throttled and expanded.
- step 24 the control unit 40 determines whether or not the battery temperature Tb is equal to or higher than the upper limit temperature Thi of the management temperature range of the battery 5. If an affirmative determination is made in step 24, that is, if the battery temperature Tb is equal to or higher than the upper limit temperature Thi, the process proceeds to step 25 (S25). On the other hand, if a negative determination is made in step 24, that is, if the battery temperature Tb is lower than the upper limit temperature Thi, the process proceeds to step 26 (S26).
- step 25 the control unit 40 sets the third expansion valve 30 to a predetermined throttle so that the refrigerant passing therethrough is throttled and expanded.
- step 26 the control unit 40 opens the throttle so that the refrigerant passes through the third expansion valve 30 as it is.
- the vehicle air conditioner 10 When the state of the first to third expansion valves 25, 26, and 30 is set by the above-described method, the vehicle air conditioner 10 operates in accordance with the heating mode or the cooling mode.
- the first internal heat exchanger 22 acts as a condenser. Specifically, the refrigerant compressed by the compressor 21 is in a high temperature / high pressure state. The high-temperature / high-pressure refrigerant is supplied to the first internal heat exchanger 22. In the first internal heat exchanger 22, the heat of the refrigerant is radiated to the air in the air duct. Thereby, the warmed air is supplied into the vehicle interior. The refrigerant that has passed through the first internal heat exchanger 22 is throttled and expanded by passing through the first expansion valve 25, and is in a low temperature / low pressure state. The refrigerant in the low temperature / low pressure state is supplied to the external heat exchanger 23.
- This refrigerant is in a lower temperature state than the outside air, and in the external heat exchanger 23, the heat of the outside air is absorbed by the refrigerant.
- a part of the refrigerant that has passed through the external heat exchanger 23 branches to the sub refrigerant flow path Cs, and is then supplied to the battery heat exchanger 29 via the third expansion valve 30. Then, the refrigerant that has passed through the battery heat exchanger 29 returns to the compressor 21.
- Table 1 shows the operating state of the battery heat exchanger 29.
- the battery heat exchanger 29 operates in the following state depending on the state of the third expansion valve 30. Specifically, when the heat absorption amount of the external heat exchanger 23 is insufficient and the battery temperature Tb is equal to or lower than the lower limit temperature Tlo in the management temperature range of the battery 5, the battery heat exchanger 29 is the heat exchanger. The operation is not performed. On the other hand, when the heat absorption amount of the external heat exchanger 23 is insufficient and the battery temperature Tb is higher than the lower limit temperature Tlo, the battery heat exchanger 29 operates as an evaporator that absorbs the heat of the battery 5 by the refrigerant.
- the battery heat exchanger 29 serves as a heat exchanger. No action is taken.
- the battery heat exchanger 29 operates as an evaporator that absorbs the heat of the battery 5 by the refrigerant. To do.
- the refrigerant that does not branch into the sub refrigerant flow path Cs passes through the second expansion valve 26 and the second internal heat exchanger 24 and then returns to the compressor 21. It will be. In this case, since the second expansion valve 26 is completely opened and does not have a throttle expansion action on the refrigerant, the refrigerant passing through the external heat exchanger 23 is considered to have the same configuration as returning to the compressor 21. Can do. However, the control unit 40 may control the second switching valve 33 in order to avoid the influence of heat exchange performed between the refrigerant and the air in the air duct in the second internal heat exchanger 24. .
- control unit 40 opens the second bypass flow path Lb2 and closes the main refrigerant flow path Cm that reaches the second internal heat exchanger 24. In this case, all of the refrigerant that has passed through the external heat exchanger 23 returns to the compressor 21 via the battery heat exchanger 29.
- the second internal heat exchanger 24 acts as an evaporator. Specifically, the refrigerant compressed by the compressor 21 is in a high temperature / high pressure state, and this high temperature / high pressure refrigerant is subjected to external heat exchange via the first internal heat exchanger 22 and the first expansion valve 25. Is supplied to the vessel 23. In the external heat exchanger 23, the heat of the refrigerant is radiated to the outside air. A part of the refrigerant that has passed through the external heat exchanger 23 flows through the main refrigerant flow path Cm as it is, and is expanded by being throttled by passing through the second expansion valve 26 to be in a low temperature / low pressure state.
- the refrigerant in the low temperature / low pressure state is supplied to the second internal heat exchanger 24.
- the heat of the air in the air duct is absorbed by the refrigerant.
- the cooled air is supplied into the vehicle interior.
- the refrigerant that has passed through the second internal heat exchanger 24 returns to the compressor 21.
- a part of the refrigerant that has passed through the external heat exchanger 23 branches to the sub refrigerant flow path Cs, and is then supplied to the battery heat exchanger 29 via the third expansion valve 30. Then, the refrigerant that has passed through the battery heat exchanger 29 is returned to the compressor 21.
- the battery heat exchanger 29 operates in the following state according to the state of the third expansion valve 30. Specifically, when the heat dissipation amount of the external heat exchanger 23 has a surplus capacity and the battery temperature Tb is lower than the optimum temperature Tst in the management temperature range of the battery 5, the battery heat exchanger 29 is a refrigerant. It operates as a condenser that radiates the heat of the heat to the battery 5. On the other hand, when the heat dissipation amount of the external heat exchanger 23 has a surplus capacity and the battery temperature Tb is the optimum temperature Tst, the battery heat exchanger 29 does not operate as a heat exchanger.
- the battery heat exchanger 29 operates as an evaporator that absorbs the heat of the battery 5 by the refrigerant. To do.
- the battery heat exchanger 29 transfers the heat of the refrigerant to the battery. 5 operates as a condenser that dissipates heat.
- the battery heat exchanger 29 operates as an evaporator that absorbs the heat of the battery 5 into the refrigerant.
- the refrigerant pumped from the compressor 21 is supplied to the external heat exchanger 23 after passing through the first internal heat exchanger 22 and the first expansion valve 25.
- the control unit 40 controls the air control part 15 which controls the flow of the air in a ventilation duct, and is the 1st internal heat exchanger.
- the flow path to 22 may be closed.
- the control unit 40 controls the first switching valve 32 to open the first bypass flow path Lb1 and reach the first internal heat exchanger 22 and the first expansion valve 25 to reach the main refrigerant.
- the channel Cm may be closed.
- the vehicle air conditioner 10 includes the compressor 21, the first internal heat exchanger 22, the first expansion valve 25, and the external heat exchanger 23, and a refrigerant between these elements.
- the refrigeration cycle is configured by circulating the.
- the vehicle air conditioner 10 further includes a battery heat exchanger 29 and a third expansion valve (throttle adjustment unit) 30, and circulates the refrigerant including these elements so that the above-described refrigeration cycle can be performed. Part of it.
- the control unit 40 of the vehicle air conditioner 10 performs the first operation based on the remaining heat absorption amount and the detection result of the battery temperature sensor 42. 3 of the expansion valve 30 is controlled.
- the heat absorption amount surplus indicates the heat surplus amount of the heat absorption amount of the external heat exchanger 23 with respect to the heat dissipation amount of the first internal heat exchanger 22.
- control unit 40 sets a throttle in the third expansion valve 30 and passes through the third expansion valve 30 when the external heat exchanger 23 has no heat absorption capacity. Is squeezed and expanded. According to such a configuration, the heat energy of the battery 5 can be absorbed by the battery heat exchanger 29. Thereby, while being able to ensure the heating performance of a vehicle interior, the load of the compressor 21 can be reduced. Therefore, the refrigeration cycle can be operated efficiently.
- the control unit 40 restricts the third expansion valve 30 when the battery temperature Tb is higher than the lower limit temperature Tlo in the temperature range set for managing the temperature of the battery 5.
- the battery temperature Tb is equal to or lower than the lower limit temperature Tlo, the thermal energy of the battery 5 is not absorbed. Thereby, the heating performance in the passenger compartment can be ensured within a range where the decrease in battery performance due to heat absorption is small.
- the vehicle air conditioner 10 has the compressor 21, the external heat exchanger 23, the 2nd expansion valve 26, and the 2nd internal heat exchanger 24, and it has a refrigerant
- a refrigeration cycle is configured by circulation.
- the vehicle air conditioner 10 further includes a battery heat exchanger 29 and a third expansion valve (throttle adjustment unit) 30, and circulates the refrigerant including these elements so that the above-described refrigeration cycle can be performed. Part of it.
- the control unit 40 of the vehicle air conditioner 10 is based on the remaining heat dissipation amount and the detection result of the battery temperature sensor 42.
- the state of the third expansion valve 30 is controlled.
- the heat radiation amount surplus indicates the heat surplus amount of the heat radiation amount of the external heat exchanger 23 with respect to the heat absorption amount of the second internal heat exchanger 24.
- control unit 40 opens the throttle of the third expansion valve 30 when the external heat exchanger 23 does not have a heat radiation amount capacity. According to such a configuration, surplus heat can be radiated to the battery 5 via the battery heat exchanger 29 and can be stored in the battery 5. Thereby, while being able to ensure the air_conditioning
- the control unit 40 controls the third expansion valve 30 when the battery temperature Tb is lower than the upper limit temperature Thi of the temperature range set for managing the temperature of the battery 5. Open the iris. According to such a configuration, surplus heat can be radiated to the battery 5 via the battery heat exchanger 29 and can be stored in the battery 5. Thereby, while being able to ensure the air_conditioning
- control unit 40 sets a throttle in the third expansion valve 30 when the battery temperature Tb is equal to or higher than the upper limit temperature Thi of the management temperature range, and passes through the third expansion valve 30. Squeeze and expand the refrigerant.
- the control unit 40 sets a throttle in the third expansion valve 30 when the battery temperature Tb is equal to or higher than the upper limit temperature Thi of the management temperature range, and passes through the third expansion valve 30. Squeeze and expand the refrigerant.
- the control unit 40 sets a throttle in the third expansion valve 30 when the battery temperature Tb is equal to or higher than the upper limit temperature Thi of the management temperature range, and passes through the third expansion valve 30. Squeeze and expand the refrigerant.
- the vehicle air conditioner concerning embodiment of this invention was demonstrated, this invention is not limited to embodiment mentioned above, A various deformation
- the battery heat exchanger 29, the battery temperature sensor 42, and the blower 31 are disposed behind the battery 5.
- the battery heat exchanger 29, the battery temperature sensor 42, and the blower 31 are not limited to this position, and may be arranged at any location as long as heat exchange can be performed between the battery heat exchanger 29 and the battery 5.
- the battery heat exchanger 29, the battery temperature sensor 42, and the blower 31 may be disposed in front of the vehicle with respect to the battery 5, or may be disposed inside the battery 5.
- the battery temperature sensor 42 is arranged between the battery heat exchanger 29 and the blower 31.
- the battery temperature sensor 42 is arranged in any place as long as the temperature of the battery 5 can be measured. May be.
- the battery 5 may be disposed in front of the vehicle, or may be disposed inside the battery 5.
- the electric vehicle has been described as an example, but the present invention is not limited to this.
- the present invention can be applied to various vehicles equipped with a battery, such as a hybrid vehicle that uses an engine and an electric motor for traveling together, and a fuel cell vehicle that includes a fuel cell as a power generation means.
- the vehicle air conditioner of the present invention heat can be transported from the battery by the refrigeration cycle by incorporating the battery heat exchanger into a part of the refrigeration cycle.
- the vehicle air conditioner of the present invention is characterized in that the battery heat exchanger acts as a heat exchanger according to the heat exchange surplus power indicating the heat surplus capacity of the external heat exchanger relative to the internal heat exchanger. . Therefore, the thermal energy of the battery can be effectively absorbed into the refrigeration cycle, or the thermal energy can be exhausted to the battery having a large heat capacity. As a result, it is possible to provide a vehicle air conditioner that is excellent in thermal efficiency.
- Vehicle air conditioner 21 Compressor 22 1st internal heat exchanger (internal heat exchanger) 23 External heat exchanger 24 Second internal heat exchanger (internal heat exchanger) 25 1st expansion valve 26 2nd expansion valve 29 Battery heat exchanger 30 3rd expansion valve (throttle adjustment part) 40 Control unit 42 Battery temperature sensor (temperature detector)
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Abstract
Description
10 車両用空調装置
21 コンプレッサ(圧縮機)
22 第1の内部熱交換器(内部熱交換器)
23 外部熱交換器
24 第2の内部熱交換器(内部熱交換器)
25 第1の膨張弁
26 第2の膨張弁
29 バッテリ熱交換器
30 第3の膨張弁(絞り調整部)
40 制御ユニット
42 バッテリ温度センサ(温度検出器)
Claims (9)
- 冷媒を圧縮させる圧縮機と、
前記冷媒と車室内に供給する空気との間で熱交換を行う内部熱交換器と、
前記冷媒と車室外の空気である外気との間で熱交換を行う外部熱交換器と、
車両に搭載されたバッテリと、
前記外部熱交換器から前記圧縮機へと至る冷媒の少なくとも一部を経由させることにより、前記冷媒と前記バッテリとの間で熱交換を行うバッテリ熱交換器と、
冷媒流路において前記バッテリ熱交換器よりも上流側に配置されて、冷媒の流れが調整可能な絞り調整部と、
前記絞り調整部を制御する制御ユニットと、
を備え、
前記制御ユニットは、前記内部熱交換器に対する前記外部熱交換器の熱量的な余力を示す熱交換余力に基づいて、前記絞り調整部の冷媒の流れを制御することを特徴とする車両用空調装置。 - 前記内部熱交換器の下流に設けられ、前記内部熱交換器を通過した冷媒を通過させることにより前記冷媒を絞り膨張させる第1の膨張弁と、
前記バッテリの温度を検出する温度検出器と、
をさらに備え、
前記内部熱交換器は、前記圧縮機から圧送された冷媒と車室内に供給する空気との間で熱交換を行い、
前記外部熱交換器は前記第1の膨張弁を通過した冷媒と前記外気との間で熱交換を行い、前記外部熱交換器で熱交換された冷媒は前記圧縮機に戻り、
前記制御ユニットは、前記内部熱交換器が凝縮器として作用する暖房モードの場合、前記内部熱交換器の放熱量に対する前記外部熱交換器の吸熱量の熱量的な余力を示す吸熱量余力と、前記温度検出器の検出結果とに基づいて、前記絞り調整部の冷媒の流れを制御することを特徴とする請求項1に記載の車両用空調装置。 - 前記制御ユニットは、前記外部熱交換器に吸熱量余力がない場合、前記絞り調整部に絞りを設定し、前記絞り調整部を通過する冷媒を絞り膨張させることを特徴とする請求項2に記載の車両用空調装置。
- 前記制御ユニットは、前記温度検出器の検出結果が、前記バッテリの温度管理を行うために設定される温度範囲のうちの下限温度よりも高い場合に、前記絞り調整部に絞りを設定することを特徴とする請求項3に記載の車両用空調装置。
- 前記外部熱交換器の下流に設けられ、前記外部熱交換器を通過した冷媒を通過させることにより前記冷媒を絞り膨張させる第2の膨張弁と、
前記バッテリの温度を検出する温度検出器と、
をさらに備え、
前記内部熱交換器は前記第2の膨張弁を通過した冷媒と車室内に供給する空気との間で熱交換を行い、前記内部熱交換器で熱交換された冷媒は前記圧縮機に戻り、
前記外部熱交換器は、前記圧縮機から圧送された冷媒と前記外気との間で熱交換を行い、
前記制御ユニットは、前記内部熱交換器が蒸発器として作用する冷房モードの場合、前記内部熱交換器の吸熱量に対する前記外部熱交換器の放熱量の熱量的な余力を示す放熱量余力と、前記温度検出器の検出結果とに基づいて、前記絞り調整部の冷媒の流れを制御することを特徴とする請求項1に記載の車両用空調装置。 - 前記制御ユニットは、前記放熱量余力がない場合、前記絞り調整部の絞りを開放することを特徴とする請求項5に記載の車両用空調装置。
- 前記制御ユニットは、前記温度検出器の検出結果が、前記バッテリの温度管理を行うために設定される温度範囲のうちの上限温度よりも低い場合に、前記絞り調整部の絞りを開放することを特徴とする請求項6に記載の車両用空調装置。
- 前記制御ユニットは、前記温度検出器の検出結果が、前記バッテリの温度管理を行うために設定される温度範囲のうちの上限温度以上の場合には、前記絞り調整部に絞りを設定し、前記絞り調整部を通過する冷媒を絞り膨張させることを特徴とする請求項1乃至7のいずれか1項に記載の車両用空調装置。
- 冷媒を圧縮させる圧縮機と、前記冷媒と車室内に供給する空気との間で熱交換を行う内部熱交換器と、前記冷媒と車室外の空気である外気との間で熱交換を行う外部熱交換器と、車両に搭載されたバッテリと、前記外部熱交換器から前記圧縮機へと至る冷媒の少なくとも一部を経由させることにより、前記冷媒と前記バッテリとの間で熱交換を行うバッテリ熱交換器と、冷媒流路において前記バッテリ熱交換器よりも上流側に配置されて、冷媒の流れが調整可能な絞り調整部と、を備える工程と、
前記内部熱交換器に対する前記外部熱交換器の熱量的な余力を示す熱交換余力に基づいて、前記絞り調整部の冷媒の流れを制御する工程と、
を有することを特徴とする車両用空調装置の制御方法。
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