WO2014024376A1 - Dispositif à cycles de réfrigération - Google Patents

Dispositif à cycles de réfrigération Download PDF

Info

Publication number
WO2014024376A1
WO2014024376A1 PCT/JP2013/003857 JP2013003857W WO2014024376A1 WO 2014024376 A1 WO2014024376 A1 WO 2014024376A1 JP 2013003857 W JP2013003857 W JP 2013003857W WO 2014024376 A1 WO2014024376 A1 WO 2014024376A1
Authority
WO
WIPO (PCT)
Prior art keywords
refrigerant
heat exchanger
battery
air
passage
Prior art date
Application number
PCT/JP2013/003857
Other languages
English (en)
Japanese (ja)
Inventor
竹内　雅之
井上　誠司
山中　隆
Original Assignee
株式会社デンソー
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社デンソー filed Critical 株式会社デンソー
Publication of WO2014024376A1 publication Critical patent/WO2014024376A1/fr

Links

Images

Classifications

    • 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
    • F25B49/00—Arrangement or mounting of control or safety devices
    • F25B49/02—Arrangement or mounting of control or safety devices for compression type machines, plants or systems
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B41/00—Fluid-circulation arrangements
    • F25B41/30—Expansion means; Dispositions thereof
    • F25B41/39—Dispositions with two or more expansion means arranged in series, i.e. multi-stage expansion, on a refrigerant line leading to the same evaporator
    • 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
    • F25B5/04—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity arranged in series
    • 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
    • F25B6/02—Compression machines, plants or systems, with several condenser circuits arranged in parallel
    • 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
    • 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
    • F25B2400/00—General features or devices for refrigeration machines, plants or systems, combined heating and refrigeration systems or heat-pump systems, i.e. not limited to a particular subgroup of F25B
    • F25B2400/04—Refrigeration circuit bypassing means
    • F25B2400/0409—Refrigeration circuit bypassing means for the evaporator

Definitions

  • This disclosure relates to a refrigeration cycle apparatus that performs temperature adjustment of a plurality of types of temperature adjustment objects.
  • an electric vehicle such as an electric vehicle or a hybrid vehicle
  • electric power stored in a storage battery such as a secondary battery
  • the chemical reaction is suppressed in a low-temperature environment such as winter, and the input / output characteristics deteriorate. Therefore, if the secondary battery is used in a low-temperature environment, sufficient power cannot be output. Or regenerative power may not be fully charged.
  • Patent Document 1 discloses a technique for warming up a secondary battery using a refrigeration cycle apparatus used for vehicle interior air conditioning.
  • the flow of the high-temperature and high-pressure refrigerant discharged from the compressor is branched at the branching portion, and one of the branched high-temperature and high-pressure refrigerant is brought into the vehicle interior by the indoor condenser. Heat is exchanged with the indoor air to be blown, and the other branched high-temperature and high-pressure refrigerant is exchanged with the battery air blown to the secondary battery by the battery heat exchanger.
  • coolant which flowed out from the indoor condenser in a junction part is employ
  • Temperature adjustment object (temperature adjustment object fluid) is configured to perform temperature adjustment.
  • a flow rate adjustment valve is arranged in the refrigerant passage from the branch portion to the battery heat exchanger. Then, by changing the opening degree of the flow rate adjusting valve and adjusting the flow rate ratio between the refrigerant flow rate flowing out from the branch portion to the indoor condenser side and the refrigerant flow rate flowing out to the battery heat exchanger side, I am trying to adjust the heating capacity of battery air in the exchanger.
  • the cause is that the passage pressure loss in the battery-side refrigerant passage from the branch portion to the junction through the battery heat exchanger leads to the air conditioning from the branch to the junction through the indoor condenser. That is, it is larger than the passage pressure loss in the side refrigerant passage.
  • a compressor or the like is disposed in a hood in front of the vehicle, an indoor condenser is disposed in front of the vehicle interior, and a secondary battery is disposed in a rear seat or luggage room (trunk room) in the vehicle interior.
  • the battery heat exchanger is disposed at the rear of the vehicle.
  • the passage pressure loss in the battery side refrigerant passage becomes larger than the passage pressure loss in the air conditioning side refrigerant passage, and the refrigerant branched at the branching portion hardly flows to the battery side refrigerant passage.
  • the flow adjustment valve originally arranged in the battery side refrigerant passage where the refrigerant does not easily flow is fully opened, sufficient refrigerant cannot flow through the battery side refrigerant passage, and the secondary battery is appropriately warmed up. You may not be able to.
  • an object of the present disclosure is to appropriately adjust the temperature of a temperature adjustment object in a refrigeration cycle apparatus configured to be capable of adjusting the temperature of a plurality of types of temperature adjustment objects.
  • the refrigeration cycle apparatus in the present disclosure includes a compressor, a branching unit, a first heating heat exchanger, a second heating heat exchanger, and a merging unit. And a refrigerant flow rate adjusting unit.
  • the compressor compresses and discharges the refrigerant.
  • the branch portion branches the flow of the refrigerant discharged from the compressor.
  • the first heating heat exchanger heats the first temperature adjustment object using one of the refrigerants branched at the branch portion as a heat source.
  • the second heating heat exchanger heats the second temperature adjustment object using the other refrigerant branched at the branch portion as a heat source.
  • the junction unit joins the flow of the refrigerant flowing out from the first heating heat exchanger and the flow of the refrigerant flowing out from the second heating heat exchanger.
  • a passage from the branching portion to the joining portion via the first heating heat exchanger is referred to as a first refrigerant passage
  • a passage from the branching portion to the joining portion via the second heating heat exchanger is referred to as a second refrigerant passage
  • the refrigerant flow rate adjusting unit changes the refrigerant passage area of the low pressure loss side refrigerant passage.
  • the flow rate of the refrigerant flowing through the low pressure pressure loss side refrigerant passage is adjusted.
  • the refrigerant flow rate adjustment unit that changes the refrigerant passage area of the low pressure loss side refrigerant passage through which the refrigerant discharged from the compressor easily flows out of the first refrigerant passage and the second refrigerant passage is provided. Rather than changing the refrigerant passage area of the refrigerant passage with the larger pressure loss, the flow rate ratio between the refrigerant flow rate flowing from the branch portion to the first refrigerant passage side and the refrigerant flow rate flowing from the branch portion to the second refrigerant passage side is Easy to adjust.
  • the passage pressure loss means a pressure loss caused when a predetermined flow rate of refrigerant flows through the refrigerant passage.
  • the refrigerant flow rate adjusting unit is arranged on the downstream side of the refrigerant flow from the first heating heat exchanger or the second heating heat exchanger arranged in the low pressure loss side refrigerant passage in the low pressure loss side refrigerant passage. May be.
  • the pressure of the refrigerant can be reduced downstream of the heating heat exchanger disposed in the low pressure loss side refrigerant passage, the refrigerant in the heating heat exchanger disposed in the low pressure loss side refrigerant passage.
  • the heat radiation temperature can be made higher than the refrigerant heat radiation temperature in the heat exchanger for heating that is not disposed in the low-pressure loss side refrigerant passage.
  • the refrigerant flow rate adjusting unit is arranged on the upstream side of the refrigerant flow with respect to the first heating heat exchanger or the second heating heat exchanger arranged in the low pressure loss side refrigerant passage in the low pressure loss side refrigerant passage. May be.
  • the refrigerant in the heat exchanger for heating arranged in the low pressure loss side refrigerant passage can be made lower than the refrigerant heat radiation temperature in the heating heat exchanger that is not arranged in the low pressure loss side refrigerant passage.
  • FIG. 3 is a Mollier diagram showing the state of the refrigerant in the heating-warming-up mode of the refrigeration cycle apparatus of the first embodiment. It is a whole block diagram which shows the refrigerant
  • the refrigeration cycle apparatus 10 of the present disclosure is applied to an electric vehicle that obtains a driving force for vehicle travel from an electric motor for travel. Furthermore, in this electric vehicle, the refrigeration cycle apparatus 10 is adjusted to adjust the temperature (warming up) of the battery 55, which is an electric storage device that stores electric power supplied to the air conditioning (cooling and heating) of the vehicle interior and the electric motor for traveling. Used to do.
  • the refrigeration cycle apparatus 10 functions to adjust the temperature of the indoor air blown into the vehicle interior, which is the air-conditioning target space, and adjusts the temperature of the battery air blown toward the battery 55.
  • the refrigeration cycle apparatus 10 adjusts the temperature of a plurality of types of temperature adjustment objects (temperature adjustment object fluid) such as indoor air (first temperature adjustment object) and battery air (second temperature adjustment object). I do.
  • the battery 55 is one of in-vehicle devices mounted on the vehicle.
  • the secondary battery can be repeatedly discharged by charging (in this embodiment, a lithium ion battery). Is adopted.
  • the compressor 11 sucks the refrigerant in the refrigeration cycle apparatus 10 and compresses and discharges the refrigerant.
  • the compressor 11 is configured as an electric compressor that rotationally drives a fixed capacity type compression mechanism with a fixed discharge capacity by an electric motor. Yes.
  • the operation (rotation speed) of the electric motor of the compressor 11 is controlled by a control signal output from the control device 100 described later.
  • the refrigeration cycle apparatus 10 employs an HFC refrigerant (specifically, R134a) as the refrigerant, and constitutes a vapor compression subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the refrigerant critical pressure. ing.
  • An HFO refrigerant (specifically, R1234yf) or the like may be employed as the refrigerant.
  • the refrigerant is mixed with refrigerating machine oil for lubricating the compressor 11, and a part of the refrigerating machine oil circulates in the cycle together with the refrigerant.
  • the refrigerant inlet of the first branch portion 12 a that branches the flow of the high-pressure refrigerant discharged from the compressor 11 is connected to the discharge port side of the compressor 11.
  • the first branch portion 12a is formed of a three-way joint, and one of the three inflow / outflow ports is a refrigerant inflow port, and the remaining two are the refrigerant outflow ports.
  • Such a three-way joint may be formed by joining pipes having different pipe diameters, or may be formed by providing a plurality of refrigerant passages in a metal block or a resin block.
  • the refrigerant inlet side of the indoor condenser 13 is connected to one refrigerant outlet of the first branch part 12a.
  • the indoor condenser 13 is disposed in the casing 31 of the indoor air conditioning unit 30 that forms an air passage for indoor air blown toward the vehicle interior, and is one of the high pressures branched by the first branch portion 12a. It is a heat exchanger for heating that heats indoor air by causing heat exchange between the refrigerant and indoor air after passing through an indoor evaporator 20 described later.
  • the indoor condenser 13 constitutes a first heating heat exchanger that heats the indoor air that is the first temperature adjustment object using one refrigerant branched by the first branching portion 12a as a heat source. .
  • the detailed configuration of the indoor air conditioning unit 30 will be described later.
  • the refrigerant outlet side of the indoor condenser 13 is connected to the inlet side of a flow rate adjusting valve 14 as a refrigerant flow rate adjusting unit that adjusts the flow rate of the refrigerant flowing out of the indoor condenser 13.
  • the flow rate adjusting valve 14 is an electric type configured to include a valve body configured to be able to change the refrigerant passage area of the refrigerant passage and an electric actuator including a stepping motor that changes the opening degree of the valve body.
  • the flow rate adjustment valve is controlled by a control signal output from the control device 100.
  • the flow rate adjusting valve 14 is a flow rate adjusting valve with a fully open / closed function that functions as a simple refrigerant passage when fully opened and blocks the refrigerant passage when fully closed.
  • one refrigerant inlet side of the first merging portion 12 b is connected to the refrigerant outlet side of the flow rate adjusting valve 14.
  • the 1st junction part 12b is comprised by the three-way joint similar to the 1st branch part 12a, and makes two refrigerant outlets among three inflow / outflow ports, and makes the remaining one refrigerant outlet. .
  • the refrigerant inlet side of the battery heat exchanger 15 is connected to the other refrigerant outlet of the first branch part 12a.
  • the battery heat exchanger 15 is disposed in the casing 51 of the battery pack 50 that forms an air passage for battery air that is blown toward the battery 55, and the other of the branches branched by the first branch portion 12a.
  • the heat exchanger for heating heats the battery air by exchanging heat between the high-pressure refrigerant and the battery air.
  • the battery heat exchanger 15 constitutes a second heating heat exchanger that heats the battery air, which is the second temperature adjustment object, using one of the refrigerants branched at the first branch portion 12a as a heat source. ing.
  • the detailed configuration of the battery pack 50 will be described later.
  • the other refrigerant inlet side of the first junction 12b is connected to the refrigerant outlet side of the battery heat exchanger 15. Therefore, in the 1st junction part 12b, the flow of the refrigerant
  • the heating expansion valve 16 includes a valve body that is configured to change the opening degree, and an electric actuator that includes a stepping motor that changes the opening degree of the valve body, similarly to the flow rate adjustment valve 14.
  • the operation of the electric expansion valve is controlled by a control signal output from the control device 100.
  • the heating expansion valve 16 is an expansion valve with a fully open function that exhibits almost no pressure reducing action by fully opening the valve body.
  • the refrigerant inlet side of the outdoor heat exchanger 17 is connected to the refrigerant outlet side of the heating expansion valve 16.
  • the outdoor heat exchanger 17 exchanges heat between the refrigerant flowing out of the heating expansion valve 16 and the outside air blown from the blower fan 17a. More specifically, the outdoor heat exchanger 17 functions as an evaporator that evaporates low-pressure refrigerant and absorbs heat during heating and the like, and functions as a radiator that radiates heat from the high-pressure refrigerant during cooling and the like.
  • the blower fan 17a is an electric blower in which the operation rate, that is, the rotation speed (the amount of air to be blown) is controlled by the control voltage output from the control device 100.
  • the outlet side of the outdoor heat exchanger 17 is connected to the refrigerant inlet of the second branch portion 12 c that branches the flow of the refrigerant flowing out of the outdoor heat exchanger 17.
  • the refrigerant inlet side of the indoor evaporator 20 is connected to one refrigerant outlet of the second branch part 12c via the cooling expansion valve 19.
  • one refrigerant inlet of the second merging portion 12d is connected to the other refrigerant outlet of the second branching portion 12c via the on-off valve 21.
  • the basic configuration of the second branching portion 12c and the second joining portion 12d is the same as that of the first branching portion 12a and the first joining portion 12b.
  • the cooling expansion valve 19 is an electric expansion valve having a configuration similar to that of the heating expansion valve 16, and the refrigerant flowing into the indoor evaporator 20 is decompressed when the indoor air is cooled to cool the vehicle interior. This is a pressure reducer. Further, the cooling expansion valve 19 has a fully closed function of closing the refrigerant passage from the second branch portion 12 c to the indoor evaporator 20 with the passage being fully closed.
  • the indoor evaporator 20 is disposed in the casing 31 of the indoor air conditioning unit 30 and is located upstream of the indoor condenser 13 in the air flow, and is decompressed by the cooling expansion valve 19 in the cooling mode. It is a heat exchanger for cooling which cools indoor air by heat-exchanging and indoor air and evaporating. On the refrigerant outlet side of the indoor evaporator 20, the other refrigerant inlet of the second merging portion 12d is connected.
  • the on-off valve 21 opens and closes a refrigerant passage from the other refrigerant outlet of the second branching portion 12c to one refrigerant inlet of the second junction 12d, and is controlled by a control signal output from the control device 100. It is a solenoid valve whose operation is controlled. Note that the above-described flow rate adjustment valve 14 with a fully-open / close function, the cooling expansion valve 19 with a fully-close function, and the on-off valve 21 are refrigerant circuit switching that switches a refrigerant circuit that circulates a cycle by opening and closing a refrigerant passage. Part.
  • the inlet side of the accumulator 23 is connected to the refrigerant outlet of the second junction 12d.
  • the accumulator 23 is a gas-liquid separator that separates the gas-liquid refrigerant flowing into the accumulator 23 and stores excess refrigerant in the cycle.
  • the suction side of the compressor 11 is connected to the gas phase refrigerant outlet of the accumulator 23. Therefore, the accumulator 23 functions to prevent the liquid compression of the compressor 11 by preventing the liquid phase refrigerant from being sucked into the compressor 11.
  • the indoor air conditioning unit 30 blows the temperature-adjusted room air into the vehicle interior, and is disposed inside the instrument panel (instrument panel) at the foremost part of the vehicle interior to form an outer shell thereof.
  • the fan 32, the indoor condenser 13, the indoor evaporator 20, the air mix door 34, and the like are accommodated.
  • the casing 31 has an air passage for indoor air formed therein, and is formed of a resin (for example, polypropylene) having a certain degree of elasticity and excellent strength.
  • Inside / outside air switching device 33 for switching and introducing vehicle interior air (inside air) and outside air is arranged on the most upstream side of the air flow of the room air in casing 31.
  • the inside / outside air switching device 33 is formed with an inside air introduction port for introducing inside air into the casing 31 and an outside air introduction port for introducing outside air. Furthermore, inside / outside air switching device 33 is provided with an inside / outside air switching door that continuously adjusts the opening area of the inside air introduction port and the outside air introduction port to change the air volume ratio between the inside air volume and the outside air volume. Has been.
  • a blower 32 that blows air sucked through the inside / outside air switching device 33 toward the vehicle interior is disposed on the downstream side of the air flow of the inside / outside air switching device 33.
  • the blower 32 is an electric blower that drives a centrifugal multiblade fan (sirocco fan) with an electric motor, and the number of rotations (air flow rate) is controlled by a control voltage output from the control device 100.
  • the indoor evaporator 20 and the indoor condenser 13 are arranged in this order with respect to the flow of indoor air.
  • the indoor evaporator 20 is disposed upstream of the indoor condenser 13 in the flow direction of the indoor air.
  • the ratio of the amount of air passing through the indoor condenser 13 in the air after passing through the indoor evaporator 20 is set.
  • An air mix door 34 to be adjusted is disposed.
  • a mixing space in which air heated by exchanging heat with the refrigerant in the indoor condenser 13 and air that has not been heated bypassing the indoor condenser 13 are mixed. 35 is provided.
  • the opening hole includes a face opening hole that blows air-conditioned air toward the upper body of the passenger in the passenger compartment, a foot opening hole that blows air-conditioned air toward the feet of the passenger, and an inner surface of the front window glass of the vehicle.
  • a defroster opening hole (both not shown) for blowing the conditioned air toward is provided.
  • face opening holes foot opening holes, and defroster opening holes are respectively provided on the downstream side of the air flow through ducts that form air passages, face outlets, foot outlets, and defroster outlets ( Neither is shown).
  • the temperature of the conditioned air mixed in the mixing space 35 is adjusted by adjusting the ratio of the air volume that the air mix door 34 passes through the indoor condenser 13, and the temperature of the conditioned air blown out from each opening hole. Is adjusted. That is, the air mix door 34 constitutes a temperature adjustment unit that adjusts the temperature of the conditioned air blown into the vehicle interior.
  • the air mix door 34 is driven by an electric actuator for driving the air mix door, and the operation of the electric actuator for driving the air mix door is controlled by a control signal output from the control device 100.
  • a face door that adjusts the opening area of the face opening hole, a foot door that adjusts the opening area of the foot opening hole, and a defroster opening hole respectively A defroster door (none of which is shown) for adjusting the opening area is arranged.
  • These face doors, foot doors, and defroster doors constitute a blower outlet mode switching unit that switches the blower outlet mode, and are linked to an electric actuator for driving the blower outlet mode door via a link mechanism or the like. And rotated.
  • the operation of the electric actuator for driving the outlet mode door is also controlled by a control signal output from the control device 100.
  • the outlet mode switched by the outlet mode switching unit specifically, a face mode in which the face outlet is fully opened and air is blown out from the face outlet toward the upper body of the passenger in the passenger compartment, the face outlet and the foot Bi-level mode that opens both air outlets and blows air toward the upper body and feet of passengers in the passenger compartment, opens the foot air outlet fully and opens the defroster air outlet only by a small opening, mainly from the foot air outlet
  • a foot mode for blowing air a foot defroster mode for opening the foot blower outlet and the defroster blower outlet to the same extent, and blowing air from both the foot blower outlet and the defroster blower outlet.
  • the battery pack 50 is disposed on the bottom surface side of the vehicle between the luggage room (trunk room) and the rear seat in the rear of the vehicle, and is placed in a metal casing 51 that has been subjected to electrical insulation processing (for example, insulation coating).
  • electrical insulation processing for example, insulation coating
  • An air passage that circulates and blows battery air is formed, and the blower 52, the above-described battery heat exchanger 15, the battery 55, and the like are accommodated in the air passage.
  • the blower 52 is arranged on the upstream side of the air flow of the battery heat exchanger 15 and blows the battery air toward the battery heat exchanger 15, and the operation rate is controlled by the control voltage output from the control device 100. That is, it is an electric blower in which the rotation speed (the amount of blown air) is controlled. Further, a battery 55 is disposed on the downstream side of the air flow of the battery heat exchanger 15, and the downstream side of the air flow of the battery 55 communicates with the suction port side of the blower 52.
  • the blower 52 when the blower 52 is operated, the battery air whose temperature has been adjusted by the battery heat exchanger 15 is blown to the battery 55, and the temperature of the battery 55 is adjusted. Further, the battery air whose temperature has been adjusted for the battery 55 is sucked into the blower 52 and blown again toward the battery heat exchanger 15.
  • the indoor condenser 13 and the indoor evaporator 20 are disposed in the casing 31 of the indoor air conditioning unit 30 disposed in the foremost part of the vehicle interior.
  • the battery heat exchanger 15 is arranged in the casing 51 of the battery pack 50 arranged on the rear side and the bottom side of the vehicle.
  • the components of the refrigeration cycle apparatus 10 other than the indoor condenser 13, the indoor evaporator 20, and the battery heat exchanger 15 are arranged in a hood on the vehicle front side.
  • the refrigerant passage extending from the first branch portion 12a to the first junction portion 12b via the indoor condenser 13 is defined as the first refrigerant passage R1 (refrigerant passage indicated by a thick solid line in FIG. 1A), and the battery from the first branch portion 12a to the battery.
  • the refrigerant passage reaching the first junction 12b through the heat exchanger 15 is a second refrigerant passage R2 (a refrigerant passage indicated by a thick broken line in FIG. 1A)
  • the length of the first refrigerant passage R1 is the second. It is shorter than the length of the refrigerant passage R2.
  • the passage pressure loss in the first refrigerant passage R1 is smaller than the passage pressure loss in the second refrigerant passage R2. Accordingly, the first refrigerant passage R1 of the present embodiment constitutes a low pressure loss side refrigerant passage.
  • the flow rate adjusting valve 14 of the present embodiment is disposed in the low-pressure loss side refrigerant passage (first refrigerant passage R1) on the downstream side of the refrigerant flow with respect to the first heating heat exchanger (indoor condenser 13). It means that there is.
  • the passage pressure loss in the present embodiment means a pressure loss that occurs when a predetermined flow rate of refrigerant flows through the refrigerant passage.
  • the passage pressure loss in the first refrigerant passage R1 of the present embodiment is extremely small with respect to the passage pressure loss in the second refrigerant passage R2. Specifically, when the flow rate adjustment valve 14 is fully opened, almost the entire flow rate of the refrigerant flowing out from the first branch portion 12a flows out to the indoor condenser 13 side, and refrigerant flows to the battery heat exchanger 15 side. Almost no spillage.
  • the control device 100 is composed of a well-known microcomputer including a CPU, ROM, RAM, etc. and its peripheral circuits, and performs various calculations and processing based on a control program stored in the ROM, and is connected to the output side.
  • the operation of the various control target devices 11, 14, 16, 17a, 19, 21, 32, 52 is controlled.
  • an inside air sensor that detects the vehicle interior temperature (inside air temperature) Tr
  • an outside air sensor that detects the vehicle interior outside temperature (outside air temperature) Tam
  • the amount of solar radiation As irradiated to the vehicle interior are detected.
  • a solar radiation sensor a high-pressure side refrigerant pressure sensor for detecting a refrigerant pressure (high-pressure side refrigerant pressure) Pd in the refrigerant passage extending from the first joining portion 12b to the heating expansion valve 16, and the first joining portion 12b to the heating expansion valve 16.
  • a high-pressure side refrigerant temperature sensor that detects the refrigerant temperature (high-pressure side refrigerant temperature) Td of the refrigerant path to be reached is connected.
  • an evaporator temperature sensor for detecting the refrigerant evaporation temperature (evaporator temperature) Tefin in the indoor evaporator 20, a blown air temperature sensor for detecting the blown air temperature TAV blown from the mixing space 35 into the vehicle interior, the outdoor The outdoor heat exchanger temperature sensor for detecting the outdoor temperature Ts of the heat exchanger 17, the outdoor heat exchanger pressure sensor for detecting the refrigerant pressure Ps of the refrigerant on the outlet side of the outdoor heat exchanger 17, and the battery temperature Tb which is the temperature of the battery 55 Various control sensor groups such as a battery temperature sensor as a temperature detector for detecting the battery are connected.
  • the evaporator temperature sensor of this embodiment has detected the heat exchange fin temperature of the indoor evaporator 20, the temperature detector which detects the temperature of the other site
  • the outdoor heat exchanger temperature sensor of this embodiment has detected the temperature of the refrigerant
  • an air temperature sensor that detects an air temperature TAV that is the temperature of the air to be blown is provided.
  • the air temperature TAV is calculated based on the evaporator temperature Tefin, the high-pressure side refrigerant temperature Td, and the like. You may employ
  • a battery temperature sensor is configured by a plurality of temperature detectors that detect the temperature of a plurality of locations inside and on the surface of the battery 55, and the average value of the detection values of these plurality of temperature detectors is determined as the battery.
  • the temperature is Tb.
  • an operation panel (not shown) arranged near the instrument panel in the front part of the vehicle interior is connected, and operation signals from various operation switches provided on the operation panel are input.
  • an air conditioning operation switch that requires air conditioning in the vehicle interior
  • a vehicle interior temperature setting switch as a target temperature setting unit that sets a target temperature Tset in the vehicle interior
  • an air conditioning operation A mode selection switch and the like are provided.
  • control device 100 of the present embodiment is configured such that a control unit that controls various control target devices connected to the output side thereof is integrally configured, but the configuration that controls the operation of each control target device. (Hardware and Software) constitutes a control unit that controls the operation of each control target device.
  • a configuration (hardware and software) for controlling the operation (refrigerant discharge capability) of the compressor 11 constitutes a discharge capability control unit, and a cooling expansion valve 19 constituting a refrigerant circuit switching unit
  • a configuration for controlling the operation of the on-off valve 21 and the like constitutes a refrigerant circuit switching control unit
  • a configuration for controlling the operation of the flow rate adjusting valve 14 constitutes a refrigerant flow rate control unit 100a shown in FIG. 1B.
  • the refrigeration cycle apparatus 10 can perform air conditioning in the passenger compartment and warm up of the battery 55. Furthermore, the operation mode of the air conditioning in the passenger compartment includes a cooling mode for cooling the passenger compartment and a heating mode for heating the passenger compartment. The switching of these operation modes is stored in the storage circuit in advance by the control device 100. This is done by executing a control program.
  • control program the operation signal of the operation panel and the detection signal of the control sensor group are read, the control state of various control target devices is determined based on the read detection signal and the value of the operation signal, and the determined control state
  • the control routine of outputting a control signal or a control voltage to various devices to be controlled is repeated.
  • the air conditioning operation mode when the operation signal is read from the operation panel and the air conditioning operation switch is turned on (ON) and heating is selected by the selection switch, the heating is performed.
  • the mode is switched and the air conditioning operation switch is turned on (ON) and the cooling is selected by the selection switch, the mode is switched to the cooling mode.
  • the warming up is performed when the battery temperature Tb is equal to or lower than the first reference temperature Tk1 (15 ° C. in the present embodiment).
  • the warm-up is stopped when the battery temperature Tb is equal to or higher than the second reference temperature Tk2 (30 ° C. in the present embodiment).
  • the output characteristics of the battery 55 (lithium ion battery) of the present embodiment will be described.
  • sufficient input / output characteristics cannot be obtained at a low temperature of 10 ° C. or less because the chemical reaction does not proceed. That is, if the battery 55 becomes 10 degrees C or less, the output of the battery 55 will fall and it will become impossible to drive a vehicle.
  • the battery temperature Tb is equal to or lower than the first reference temperature Tk1, with the temperature range (10-40 ° C.) determined so that the capacity of the battery 55 can be fully utilized as a reference temperature range.
  • the battery 55 is warmed up, and when the battery temperature Tb is equal to or higher than the second reference temperature Tk2, the warm-up is stopped so that the battery temperature Tb is within the reference temperature range. Yes.
  • movement in each operation mode is demonstrated.
  • Heating-warm-up mode is an operation mode in which heating of the passenger compartment and warming up of the battery 55 are performed simultaneously. More specifically, in this operation mode, when the operation switch of the operation panel is turned on (ON), heating is selected by the selection switch, and the battery temperature Tb is equal to or lower than the first reference temperature Tk1. To be executed.
  • the control device 100 controls the heating expansion valve 16 to be in a throttled state that exerts a pressure reducing action, the cooling expansion valve 19 to be fully closed, and further the opening / closing valve 21 to be opened.
  • the refrigeration cycle apparatus 10 is switched to the refrigerant circuit through which the refrigerant flows as shown by the solid line arrow in FIG.
  • the control device 100 calculates a target blowing temperature TAO, which is a target temperature of the air blown into the vehicle interior, based on the read detection signal and operation signal values. Based on the target blowing temperature TAO and the detection signal of the sensor group, the operating states of various control target devices connected to the output side of the control device 100 are determined.
  • a target blowing temperature TAO which is a target temperature of the air blown into the vehicle interior
  • the air temperature TAV detected by the air temperature sensor is determined so as to approach the target blowing temperature TAO.
  • the target outlet temperature TAO determined when the passenger compartment is heated is about 40-60 ° C.
  • the opening degree of the flow rate adjusting valve 14 is determined so that the battery temperature Tb detected by the battery temperature sensor is within the above-described reference temperature range. Specifically, it is determined so as to decrease the opening degree of the flow rate adjustment valve 14 as the battery temperature Tb decreases. Thereby, when the battery temperature Tb is low, the flow rate of the refrigerant flowing out from the first branch portion 12a to the second refrigerant passage R2 side is increased, and the heating capacity of the battery 55 in the battery heat exchanger 15 is increased.
  • the opening of the heating expansion valve 16 is calculated based on the high-pressure side refrigerant pressure Pd detected by the high-pressure side refrigerant pressure sensor and the high-pressure side refrigerant temperature Td detected by the high-pressure side refrigerant temperature sensor.
  • the degree of supercooling is determined so as to approach the target degree of supercooling KSC (5-15K in the present embodiment) determined so that the coefficient of performance (COP) of the cycle becomes substantially the maximum value.
  • the control voltage output to the electric motor of the blower 32 is determined with reference to a control map stored in advance in the storage circuit based on the target blowing temperature TAO. Specifically, in the extremely low temperature range (maximum cooling range) and extremely high temperature range (maximum heating range) of the target blowing temperature TAO, the control voltage output to the electric motor is maximized to control the air amount to the maximum amount and the target blowing temperature The amount of air is reduced as the temperature TAO approaches the intermediate temperature range.
  • the control signal output to the electric actuator of the air mix door 34 is determined so that the air mix door 34 fully opens the air passage on the indoor condenser 13 side.
  • the control signal output to the air blower 52 of the battery pack 50 it determines so that the air blowing capability of the air blower 52 may become predetermined air blowing capability.
  • a control signal (control voltage) is output from the control device 100 to the control target device so as to obtain the control state determined as described above.
  • the state of the refrigerant changes as shown in the Mollier diagram of FIG. That is, the high-pressure refrigerant (point a1 in FIG. 3) discharged from the compressor 11 is branched at the first branch portion 12a.
  • the flow rate ratio between the refrigerant flow rate flowing out from the first branch portion 12a to the first refrigerant passage R1 side and the refrigerant flow rate flowing out from the first branch portion 12a to the second refrigerant passage R2 side is the flow rate adjustment valve 14. It is determined by opening adjustment.
  • the refrigerant that has flowed out from the first branch portion 12a to the second refrigerant passage R2 side flows into the battery heat exchanger 15, exchanges heat with the battery air, and dissipates heat (from point a10 to point a30 in FIG. 3).
  • the battery air is heated.
  • the heated battery air is blown to the battery 55 by the blower 52, so that the battery 55 is warmed up.
  • the refrigerant pressure in the battery heat exchanger 15 is adjusted to a pressure at which the battery temperature Tb is within the reference temperature range.
  • the passage pressure loss in the second refrigerant passage R2 of the present embodiment is larger than the passage pressure loss in the first refrigerant passage R1
  • the refrigerant flowing through the second refrigerant passage R2 flows from the first branch portion 12a to the battery heat.
  • the pressure decreases in the range from the refrigerant inlet of the exchanger 15 (point a1 to a10 in FIG. 3), and further decreases in the range from the refrigerant outlet of the battery heat exchanger 15 to the first junction 12b (FIG. 3). 3 a30 points to a3 points).
  • the refrigerant that has flowed out of the battery heat exchanger 15 flows into the other refrigerant inlet of the first merging portion 12b, and merges with the refrigerant that has flowed out of the flow rate adjustment valve 14.
  • the refrigerant that has flowed out of the first junction 12b flows into the heating expansion valve 16 and is decompressed until it becomes a low-pressure refrigerant (points a3 to a4 in FIG. 3).
  • the supercooling degree of the high-pressure side refrigerant is adjusted so as to approach the target supercooling degree KSC. Thereby, the refrigeration cycle apparatus 10 can exhibit a high COP.
  • the low-pressure refrigerant decompressed by the heating expansion valve 16 flows into the outdoor heat exchanger 17, absorbs heat from the outside air blown from the blower fan 17a, and evaporates. Since the on-off valve 21 is open, the refrigerant flowing out of the outdoor heat exchanger 17 flows into the accumulator 23 and is separated into gas and liquid (from point a4 to point a5 in FIG. 3). The gas-phase refrigerant separated by the accumulator 23 is sucked into the compressor 11 and compressed again (from point a5 to point a1 in FIG. 3).
  • the indoor air can be heated by the indoor condenser 13 to heat the vehicle interior, and the battery air is heated by the battery heat exchanger 15 to thereby charge the battery 55. Can be warmed up.
  • the heating mode is an operation mode in which the vehicle interior is heated and the battery 55 is not warmed up. More specifically, in this operation mode, when the operation switch of the operation panel is turned on (ON), heating is selected by the selection switch, and the battery temperature Tb is higher than the second reference temperature Tk2. To be executed.
  • the control device 100 In the heating mode, the control device 100 fully opens the flow rate adjustment valve 14, sets the heating expansion valve 16 in the throttle state, fully closes the cooling expansion valve 19, and opens the on-off valve 21.
  • the refrigeration cycle apparatus 10 is switched to the refrigerant circuit through which the refrigerant flows as shown by the solid line arrows in FIG.
  • the operation of other devices to be controlled is the same as in the heating-warm-up mode.
  • the passage pressure loss in the first refrigerant passage R1 of the present embodiment is smaller than the passage pressure loss in the second refrigerant passage R2, and when the flow rate adjustment valve 14 is fully opened, Almost all the flow rate of the refrigerant flowing out flows out to the indoor condenser 13 side, and almost no refrigerant flows out to the battery heat exchanger 15 side.
  • the state of the refrigerant changes as shown in the Mollier diagram of FIG. That is, the high-pressure refrigerant discharged from the compressor 11 (point b1 in FIG. 5) flows out to the first refrigerant passage R1 side without being almost branched at the first branch portion 12a.
  • the refrigerant that has flowed out from the first branch portion 12a toward the first refrigerant passage R1 flows into the indoor condenser 13 and dissipates heat by exchanging heat with indoor air (from point b1 to point b2 in FIG. 5). Thereby, room air is heated and heating of the vehicle interior is realized.
  • the refrigerant that has flowed out of the indoor condenser 13 flows into the heating expansion valve 16 via the flow rate adjustment valve 14 and the first junction 12b. At this time, since the flow rate adjusting valve 14 is fully opened, the refrigerant passing through the flow rate adjusting valve 14 is not decompressed. The refrigerant flowing into the heating expansion valve 16 is depressurized until it becomes a low-pressure refrigerant (from point b2 to point b4 in FIG. 5).
  • the low-pressure refrigerant decompressed by the heating expansion valve 16 flows into the outdoor heat exchanger 17, absorbs heat from the outside air blown from the blower fan 17a, and evaporates (points b4 to b5 in FIG. 5).
  • the refrigerant that has flowed out of the outdoor heat exchanger 17 flows into the accumulator 23 and is separated into gas and liquid as in the heating-warm-up mode, and the separated gas-phase refrigerant is sucked into the compressor 11 and compressed again ( (B5 point to b1 point in FIG. 5).
  • the indoor air can be heated by the indoor condenser 13 and the vehicle interior can be heated. Further, the battery air is not heated by the battery heat exchanger 15, and the battery 55 is not warmed up.
  • the battery warm-up mode is an operation mode in which the battery 55 is warmed up without air conditioning in the passenger compartment. More specifically, this operation mode is executed when the battery temperature Tb is equal to or lower than the first reference temperature Tk1 in a state where the operation switch of the operation panel is not turned on (OFF).
  • the control device 100 In the battery warm-up mode, the control device 100 fully closes the flow rate adjustment valve 14, closes the heating expansion valve 16, closes the cooling expansion valve 19, and opens the on-off valve 21.
  • the refrigeration cycle apparatus 10 In the battery warm-up mode, the refrigeration cycle apparatus 10 is switched to the refrigerant circuit through which the refrigerant flows as shown by the solid line arrows in FIG. The operation of other devices to be controlled is the same as in the heating-warm-up mode.
  • the state of the refrigerant changes as shown in the Mollier diagram of FIG. That is, the high-pressure refrigerant discharged from the compressor 11 (point c1 in FIG. 7) is not branched at the first branch portion 12a because the flow rate adjustment valve 14 is fully closed, so that the second refrigerant path It flows out to the R2 side.
  • the refrigerant flowing out from the first branch portion 12a toward the second refrigerant passage R2 decreases in pressure in the range from the first branch portion 12a to the refrigerant inlet of the battery heat exchanger 15 as in the heating-warm-up mode ( C1 to c10 in FIG. 7), flows into the battery heat exchanger 15 to exchange heat with the battery air to dissipate heat (from c10 to c30 in FIG. 7).
  • the pressure drops in the range from the refrigerant outlet to the first junction 12b (from point c30 to point c3 in FIG. 7).
  • the heated battery air is blown to the battery 55 by the blower 52, so that the battery 55 is warmed up.
  • the refrigerant that has flowed out of the battery heat exchanger 15 flows into the heating expansion valve 16 through the first junction 12b.
  • the refrigerant flowing into the heating expansion valve 16 is depressurized until it becomes a low-pressure refrigerant (from point c3 to point c4 in FIG. 7).
  • the low-pressure refrigerant decompressed by the heating expansion valve 16 flows into the outdoor heat exchanger 17, absorbs heat from the outside air blown from the blower fan 17a, and evaporates (points c4 to c5 in FIG. 7).
  • the refrigerant that has flowed out of the outdoor heat exchanger 17 flows into the accumulator 23 and is separated into gas and liquid as in the heating-warm-up mode, and the separated gas-phase refrigerant is sucked into the compressor 11 and compressed again ( C5 point c1 point of FIG. 7).
  • Cooling mode is an operation mode in which the vehicle interior is cooled and the battery 55 is not warmed up. More specifically, in this operation mode, when the operation switch of the operation panel is turned on (ON), cooling is selected by the selection switch, and the battery temperature Tb is higher than the second reference temperature Tk2. To be executed.
  • the control device 100 In the cooling mode, the control device 100 fully opens the flow rate adjustment valve 14, fully opens the heating expansion valve 16, sets the cooling expansion valve 19 in the throttle state, and closes the on-off valve 21. Thereby, in the cooling mode, the refrigeration cycle apparatus 10 is switched to the refrigerant circuit through which the refrigerant flows as shown by the solid line arrow in FIG.
  • the target evaporator outlet temperature TEO of the indoor evaporator 20 is determined based on the target outlet temperature TAO with reference to a control map stored in the control device 100 in advance. To do. And based on the deviation of this target evaporator blowing temperature TEO and the blowing air temperature from the indoor evaporator 20 detected by the evaporator temperature sensor, the blowing air temperature from the indoor evaporator 20 is changed using a feedback control method. A control signal output to the electric motor of the compressor 11 is determined so as to approach the target evaporator outlet temperature TEO.
  • the outdoor heat exchanger 17 calculated based on the refrigerant
  • the degree of supercooling of the outlet side refrigerant is determined so as to approach the target degree of supercooling KSC described above.
  • the control signal output to the electric actuator of the air mix door 34 is determined so that the air mix door 34 closes the air passage on the indoor condenser 13 side.
  • the state of the refrigerant changes as shown in the Mollier diagram of FIG. That is, the high-pressure refrigerant discharged from the compressor 11 (point d1 in FIG. 9) flows out to the first refrigerant passage R1 side without being branched at the first branch portion 12a, as in the heating mode.
  • the air mix door 34 closes the air passage on the indoor condenser 13 side, the refrigerant flowing into the indoor condenser 13 hardly dissipates heat.
  • the flow rate adjusting valve 14 is fully opened, the refrigerant passing through the flow rate adjusting valve 14 flows out to the first junction 12b with almost no pressure reduction.
  • the refrigerant that has flowed out of the first joining portion 12b flows into the outdoor heat exchanger 17 through the heating expansion valve 16.
  • the heating expansion valve 16 since the heating expansion valve 16 is fully opened, the refrigerant passing through the heating expansion valve 16 flows into the outdoor heat exchanger 17 with almost no pressure reduction.
  • the refrigerant flowing into the outdoor heat exchanger 17 dissipates heat to the outside air blown from the blower fan 17a and lowers enthalpy (from point d1 to point d5 in FIG. 9).
  • the refrigerant flowing out of the outdoor heat exchanger 17 flows into the cooling expansion valve 19 via the second branch portion 12c and is decompressed until it becomes a low-pressure refrigerant (in FIG. 9). d5 to d6 points). At this time, the degree of supercooling of the refrigerant flowing out of the outdoor heat exchanger 17 is adjusted so as to approach the target degree of supercooling KSC. Thereby, the refrigeration cycle apparatus 10 can exhibit a high COP.
  • the low-pressure refrigerant decompressed by the cooling expansion valve 19 flows into the indoor evaporator 20, absorbs heat from the indoor air blown from the blower 32, and evaporates. As a result, the indoor air is cooled and cooling of the vehicle interior is realized.
  • the refrigerant that has flowed out of the indoor evaporator 20 flows into the accumulator 23 through the second merging portion 12d and is gas-liquid separated (from point d6 to point d7 in FIG. 9).
  • the gas-phase refrigerant separated by the accumulator 23 is sucked into the compressor 11 and compressed again (from point d7 to point d1 in FIG. 9).
  • the indoor air is cooled by the indoor evaporator 20 so that the vehicle interior can be cooled. Further, the battery air is not heated by the battery heat exchanger 15, and the battery 55 is not warmed up. Further, in the cooling mode of the present embodiment, the temperature distribution of the battery 55 can be suppressed by operating the blower 52 of the battery pack 50 as in the heating mode.
  • the indoor air when the vehicle interior is heated, the indoor air can be heated by the indoor condenser 13, and when the vehicle interior is cooled.
  • the indoor evaporator 20 can cool the indoor air.
  • the battery 55 when the battery 55 is warmed up, the battery 55 can be indirectly heated (warmed up) by heating the battery air in the battery heat exchanger 15.
  • thermo adjustment object fluid such as room air and battery air.
  • the flow rate of the refrigerant discharged from the compressor 11 out of the first and second refrigerant passages R1 and R2 is flowed into the first refrigerant passage R1 (low pressure loss side refrigerant passage). Since the adjustment valve 14 is arranged to change the refrigerant passage area of the low-pressure loss side refrigerant passage, the first branch portion 12a is more first than the case where the flow adjustment valve 14 is arranged in the second refrigerant passage R2 having a large passage pressure loss. It is easy to adjust the flow rate ratio between the refrigerant flow rate flowing into the refrigerant passage R1 and the refrigerant flow rate flowing into the second refrigerant passage R2 from the first branch portion 12a.
  • the ratio can be easily adjusted. As a result, the temperature of room air and battery air can be adjusted appropriately.
  • the flow rate adjustment valve 14 is arranged on the downstream side of the refrigerant flow with respect to the indoor condenser 13 in the first refrigerant passage R1, so that from the Mollier diagram of FIG.
  • the average refrigerant heat release temperature (refrigerant condensation temperature) in the indoor condenser 13 can be made higher than the average refrigerant heat release temperature in the battery heat exchanger 15 in the heating-warm-up mode.
  • the target air temperature TAO for indoor air during heating is about 40-60 ° C.
  • the reference temperature range of the battery temperature Tb is 10 ° C.-40 ° C.
  • the target temperature is about 20-40 ° C. Therefore, the average refrigerant heat radiation temperature in the indoor condenser 13 can be made higher than the average refrigerant heat radiation temperature in the battery heat exchanger 15 in order to more appropriately adjust the temperatures of the room air and the battery air. It is effective for.
  • the passage pressure loss in the first refrigerant passage R1 is the second refrigerant passage. Utilizing the fact that it is smaller than the passage pressure loss in R2, almost the entire flow rate of refrigerant flows from the first branch portion 12a to the first refrigerant passage R1. Therefore, an opening / closing part that opens and closes the second refrigerant passage R2 is not necessary, and the cost of the entire refrigeration cycle apparatus 10 can be reduced.
  • a refrigerant passage from the first branch portion 12 a to the refrigerant inlet of the battery heat exchanger 15 is provided as the second refrigerant passage opening / closing portion.
  • a second refrigerant passage on-off valve 22 that opens and closes is added.
  • the basic configuration of the second refrigerant passage on-off valve 22 is the same as that of the on-off valve 21 of the first embodiment.
  • the second refrigerant passage opening / closing valve 22 is opened during the heating-warming mode and the battery warming mode, and the second refrigerant passage opening / closing valve 22 is closed during the heating mode and the cooling mode.
  • Other configurations and operations are the same as those in the first embodiment.
  • the temperatures of a plurality of types of temperature adjustment objects such as indoor air and battery air can be appropriately adjusted.
  • the second refrigerant passage opening / closing valve 22 is closed in the heating mode and the cooling mode, so that a small amount of refrigerant flows into the battery heat exchanger 15. Can be suppressed.
  • the second refrigerant passage R2 constitutes a low pressure loss side refrigerant passage.
  • the flow rate adjustment valve 14 is arranged in the refrigerant passage from the first branch portion 12 a to the refrigerant inlet of the battery heat exchanger 15.
  • the flow rate adjusting valve 14 of the present embodiment is located upstream of the second heating heat exchanger (battery heat exchanger 15) in the low pressure loss side refrigerant passage (second refrigerant passage R2). Has been placed.
  • Other configurations are the same as those of the first embodiment.
  • the refrigeration cycle apparatus 10 of the present embodiment can also be operated by switching to the operation modes (a) to (d) as in the first embodiment.
  • (A) Heating-warm-up mode In the heating-warm-up mode of this embodiment, the control device 100 places the heating expansion valve 16 in the throttle state and fully closes the cooling expansion valve 19 as in the first embodiment. In addition, the on-off valve 21 is opened. Thereby, in the heating-warm-up mode, the refrigeration cycle apparatus 10 is switched to the refrigerant circuit through which the refrigerant flows as shown by the solid line arrow in FIG.
  • the opening degree of the flow rate adjusting valve 14 is determined so that the battery temperature Tb detected by the battery temperature sensor falls within the above-described reference temperature range.
  • the operation of the other components is the same as in the heating-warm-up mode of the first embodiment.
  • the state of the refrigerant changes as shown in the Mollier diagram of FIG. That is, the high-pressure refrigerant discharged from the compressor 11 (point e1 in FIG. 12) is branched at the first branching portion 12a as in the heating-warming-up mode of the first embodiment.
  • the refrigerant flowing out from the first branch portion 12a toward the first refrigerant passage R1 is reduced in pressure in the range from the first branch portion 12a to the refrigerant inlet of the indoor condenser 13 (from point e1 to point e10 in FIG. 12). It flows into the condenser 13 and exchanges heat with room air to dissipate heat (from point e10 to point e2 in FIG. 12). Thereby, room air is heated and heating of the vehicle interior is realized. Furthermore, the pressure of the refrigerant flowing out of the indoor condenser 13 decreases in the range from the refrigerant outlet of the indoor condenser 13 to the first joining portion 12b (from point e2 to point e3 in FIG. 12).
  • the refrigerant flowing out from the first branch portion 12a to the second refrigerant passage R2 side is reduced in pressure when passing through the flow rate adjusting valve 14 and flows into the battery heat exchanger 15 (from e1 point to e100 point in FIG. 12). ).
  • the refrigerant that has flowed into the battery heat exchanger 15 exchanges heat with the battery air and dissipates heat (points e100 and e3 in FIG. 12). Thereby, the battery air is heated. Subsequent operations are the same as those in the heating-warming-up mode of the first embodiment.
  • the refrigerant that has flowed out of the first joining portion 12 b is decompressed by the heating expansion valve 16 until it becomes a low-pressure refrigerant, and the refrigerant decompressed by the heating expansion valve 16 is blown by the outdoor heat exchanger 17.
  • the outside air blown from 17a absorbs heat, evaporates, flows into the accumulator 23, and is separated into gas and liquid by the accumulator 23 (points e3 to e4 and points e4 to e5 in FIG. 12).
  • the indoor air can be heated by the indoor condenser 13 to heat the vehicle interior, and the battery air is heated by the battery heat exchanger 15 to thereby charge the battery 55. Can be warmed up.
  • the control device 100 fully closes the flow rate adjustment valve 14, the heating expansion valve 16 is in a throttled state, the cooling expansion valve 19 is fully closed, and is further opened and closed. Open the valve 21.
  • the refrigerating-cycle apparatus 10 of heating mode it switches to the refrigerant circuit through which a refrigerant
  • the operation of other devices to be controlled is the same as in the heating-warm-up mode.
  • the vehicle in the heating mode of the present embodiment, as in the heating-warm-up mode, although the pressure drops due to the passage pressure loss when the refrigerant passes through the first refrigerant passage R1, the vehicle is substantially the same as in the first embodiment.
  • the room can be heated.
  • the control device 100 fully opens the flow rate adjustment valve 14, sets the heating expansion valve 16 in the throttle state, fully closes the cooling expansion valve 19, Further, the on-off valve 21 is opened.
  • the operation of other devices to be controlled is the same as in the heating-warm-up mode.
  • the passage pressure loss in the second refrigerant passage R2 of the present embodiment is smaller than the passage pressure loss in the first refrigerant passage R1, and when the flow rate adjustment valve 14 is fully opened, Almost all the flow rate of the refrigerant flowing out flows out to the battery heat exchanger 15 side, and the refrigerant hardly flows out to the indoor condenser 13 side.
  • the control device 100 fully closes the flow rate adjustment valve 14, fully opens the heating expansion valve 16, sets the cooling expansion valve 19 to the throttle state, and further opens and closes the open / close valve. 21 is closed.
  • the refrigerant circuit is switched to the refrigerant circuit as in the cooling mode of the first embodiment shown in FIG.
  • the operation of other devices to be controlled is the same as in the heating-warm-up mode.
  • the pressure drops when the refrigerant passes through the first refrigerant passage R1, but substantially the same as in the first embodiment. It can be performed.
  • temperature adjustment of a plurality of types of temperature adjustment objects such as room air and battery air is performed. be able to.
  • the flow rate of the refrigerant discharged from the compressor 11 into the second refrigerant passage R2 (low pressure loss side refrigerant passage) out of the first and second refrigerant passages R1 and R2 is easy. Since the adjustment valve 14 is arranged, the refrigerant flow rate flowing into the first refrigerant passage R1 side from the first branch portion 12a and the first refrigerant flow amount R1 are compared with the case where the flow adjustment valve 14 is arranged in the first refrigerant passage R1 having a large passage pressure loss. It is easy to adjust the flow ratio with the flow rate of the refrigerant flowing into the second refrigerant passage R2 from the first branch portion 12a.
  • the flow rate adjustment valve 14 is arranged on the upstream side of the refrigerant flow with respect to the battery heat exchanger 15 in the second refrigerant passage R2, so the Mollier line in FIG.
  • the average refrigerant heat release temperature (refrigerant condensation temperature) in the indoor condenser 13 is set to a temperature higher than the average refrigerant heat release temperature in the battery heat exchanger 15 in the heating-warm-up mode. can do.
  • the temperatures of the room air and the battery air can be appropriately adjusted as in the first embodiment.
  • the heat medium circuit 50 a is a circuit that circulates a heat medium that adjusts the temperature of the battery 55.
  • a heat medium that adjusts the temperature of the battery 55.
  • an ethylene glycol aqueous solution is employed as the heat medium, but of course, oil or the like may be employed.
  • the heat medium circuit 50a includes a water-refrigerant heat exchanger 15a that exchanges heat between the heat medium and the refrigerant, a heat medium passage formed inside or outside the battery 55, and a water pump 52a for heat medium pressure feeding.
  • a water-refrigerant heat exchanger 15a that exchanges heat between the heat medium and the refrigerant
  • a heat medium passage formed inside or outside the battery 55 and a water pump 52a for heat medium pressure feeding.
  • the water-refrigerant heat exchanger 15a is a second heating heat exchanger that heats the heat medium by exchanging heat between the refrigerant flowing through the refrigerant passage 15b and the heat medium flowing through the water passage 15c.
  • a specific configuration of such a water-refrigerant heat exchanger 15a a configuration in which a pipe forming the water passage 15c is wound around the outer periphery of the refrigerant pipe forming the refrigerant passage 15b to exchange heat between the heat medium and the refrigerant. May be.
  • a meandering tube or a plurality of tubes for circulating the refrigerant is adopted as the refrigerant passage 15b, a water passage 15c is formed between the adjacent tubes, and further heat exchange between the refrigerant and the cooling water is promoted.
  • the water pump 52 a is an electric water pump whose operation (heat medium pumping ability) is controlled by a control signal output from the control device 100. Furthermore, a heat medium inlet side temperature sensor for detecting an inlet side temperature Tin of the heat medium flowing into the heat medium passage of the battery 55 and a heat medium passage of the battery 55 flow out to the input side of the control device 100 of the present embodiment. A heat medium outlet side temperature sensor for detecting a heat medium outlet side temperature Tout of the heat medium is connected.
  • the water pumping capacity of the water pump 52a is controlled so that the temperature difference between the inlet side temperature Tin and the outlet side temperature Tout is about a predetermined temperature difference (for example, 5 ° C.).
  • a predetermined temperature difference for example, 5 ° C.
  • the refrigerant discharged from the compressor 11 flows into the refrigerant passage 15b of the water-refrigerant heat exchanger 15a in the heating-warm-up mode and the battery warm-up mode, and the water passage By heating the heat medium flowing through 15c, the battery 55 can be indirectly heated (warmed up).
  • the room air and the temperature of the heat medium can be adjusted appropriately as in the first embodiment.
  • the example in which the heat medium circuit 50a is employed in the refrigeration cycle apparatus 10 of the first embodiment has been described.
  • the heat medium circuit 50a may be employed.
  • the battery 55 is directly heated (warmed up) by the refrigerant that has flowed out from the first branch portion 12a toward the second refrigerant passage R2 as compared with the first embodiment. is doing.
  • the refrigerant that has flowed out from the first branch portion 12a to the second refrigerant passage R2 side passes through the refrigerant passage formed in the outer periphery or inside of the battery 55 and flows out to the first junction portion 12b side.
  • the second temperature adjustment object of the present embodiment is the battery 55, and in the refrigeration cycle apparatus 10 of the present embodiment, the refrigerant discharged from the compressor 11 during the heating-warm-up mode and the battery warm-up mode.
  • the battery 55 can be directly heated (warmed up) by the heat it has.
  • Other configurations and operations are the same as those in the first embodiment.
  • the room air and the temperature of the battery 55 can be appropriately adjusted as in the first embodiment.
  • the example in which the battery 55 is directly heated with the high-pressure refrigerant in the refrigeration cycle apparatus 10 of the first embodiment has been described.
  • the battery You may make it heat 55 directly.
  • the present disclosure is not limited to the above-described embodiment, and can be variously modified as follows without departing from the spirit of the present disclosure. (1) In the above-described embodiment, the example in which the refrigeration cycle apparatus 10 is applied to an electric vehicle has been described.
  • a heater core that heats indoor air using cooling water of the internal combustion engine as a heat source may be provided.
  • the first temperature adjustment object may be air for blowing air into the room
  • the second temperature adjustment object may be a heat medium for adjusting the temperature of the power generator.
  • indoor air is heated as the first temperature adjustment object
  • battery air gas
  • heat medium liquid
  • battery 55 solid
  • the first and second temperature objects are not limited to these examples.
  • the first temperature adjustment object may be liquid or solid.
  • heating (warming up) of in-vehicle equipment different from the battery 55 may be performed.
  • the internal combustion engine engine cooling water, engine intake
  • a front-seat indoor condenser that heats indoor air that is disposed on the front side of the vehicle interior and is blown to the front seat side, and the rear side or upper side (ceiling side) of the vehicle interior
  • a so-called dual air conditioner system that includes a rear seat indoor condenser that is disposed at a position other than the front side and that heats the indoor air blown to the rear seat side.
  • the first heating heat exchanger of the present disclosure is configured by the front seat indoor condenser
  • the second heating heat exchanger of the present disclosure is configured by the rear seat indoor condenser. And you may make it heat the indoor air ventilated by the both heat exchangers for heating to the vehicle interior which is the same air-conditioning object space.
  • the flow rate adjusting valve 14 is arranged so that the refrigerant heat radiation temperature in the front seat indoor condenser mainly used when heating the vehicle interior is higher than the refrigerant heat radiation temperature in the rear seat indoor condenser. It is desirable to do.
  • the passage pressure loss in the first refrigerant passage R1 is smaller than the passage pressure loss in the second refrigerant passage R2 for the same reason as in the first embodiment. What is necessary is just to arrange
  • a variable throttle valve with a fully open function is adopted as the heating expansion valve 16, but the heating expansion valve 16 is bypassed with a fixed throttle made of an orifice or a capillary tube. You may comprise by the bypass passage made and the on-off valve which opens and closes this bypass passage.
  • a variable throttle valve with a fully-closed function is adopted as the cooling expansion valve 19.
  • a throttle valve including a fixed throttle
  • An on-off valve that opens and closes the refrigerant passage may be employed to exhibit the same function.
  • the first merging portion 12b (merging portion) and the flow rate adjusting valve 14 (refrigerant flow rate adjusting portion) may be integrally configured. Specifically, the first merging portion 12b is abolished, and at least the refrigerant passage area of the low-pressure loss side refrigerant passage (first refrigerant passage R1) is changed, so that the first merging portion from the refrigerant outlet side of the indoor condenser 13 is changed.
  • the first branch part 12a (branch part) and the flow rate adjustment valve 14 (refrigerant flow rate adjustment part) may be integrally configured.
  • the first branch portion 12a is abolished and at least the refrigerant passage area of the low-pressure loss side refrigerant passage (second refrigerant passage R2) is changed so that the discharge port side of the compressor 11 leads to the indoor condenser 13.
  • a refrigerant circuit switching part is not limited to this.
  • an electric three-way valve or a plurality of on-off valves may be combined.
  • the temperature detector is not limited thereto. .
  • it is 1st Embodiment, you may employ
  • the temperature of the heat medium immediately after passing through the battery 55 (exit side temperature Tout) may be used as the battery temperature Tb.
  • the refrigeration cycle apparatus 10 that can realize cooling and heating in the vehicle interior by switching the refrigerant circuit has been described.
  • the refrigeration cycle apparatus 10 may be configured as a dedicated heating apparatus. In this case, the cooling expansion valve 19 and the indoor evaporator 20 may be eliminated.
  • the blower 52 may be stopped in the heating mode and the cooling mode.
  • the air blowing capacity may be lowered as compared with the heating-warm-up mode and the battery warm-up mode.
  • the water pumping capacity of the water pump 52a may be reduced (including stoppage) in the heating mode and the cooling mode.

Landscapes

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

Abstract

La présente invention a pour objet de régler de manière appropriée, dans un dispositif à cycles de réfrigération configuré de manière à pouvoir réaliser le réglage de température de multiples types d'objets à température réglable, la température des objets à température réglable. Une première unité de branchement (12a) entraîne l'écoulement du fluide frigorigène déchargé en provenance d'un compresseur (11) vers une branche. Le fluide frigorigène d'une branche est amené à échanger de la chaleur avec de l'air ambiant forcé dans un condenseur ambiant (13) et le fluide frigorigène de l'autre branche est amené à échanger de la chaleur avec de l'air de batterie forcé dans un échangeur de chaleur à batterie (15). Par ailleurs, dans une configuration selon laquelle le fluide frigorigène s'écoulant en provenance du condenseur ambiant (13) est amené à fusionner avec le fluide frigorigène s'écoulant en provenance de l'échangeur de chaleur à batterie (15) dans une première unité de convergence (12b), une valeur de réglage d'écoulement (14) permettant d'ajuster l'écoulement du fluide frigorigène s'écoulant dans la trajectoire de fluide frigorigène à faible perte de pression, dans laquelle, parmi une première trajectoire de fluide frigorigène (R1) en provenance de la première unité de branchement (12a) au travers du condenseur ambiant (13) jusqu'à la première unité de convergence (12b) et une seconde trajectoire de fluide frigorigène (R2) en provenance de la première unité de branchement (12a) au travers de l'échangeur de chaleur à batterie (15) jusqu'à la première unité de convergence (12b), la perte de pression de la trajectoire est inférieure, est disposée dans la trajectoire de fluide frigorigène à faible perte de pression.
PCT/JP2013/003857 2012-08-09 2013-06-20 Dispositif à cycles de réfrigération WO2014024376A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2012176872A JP2014034301A (ja) 2012-08-09 2012-08-09 冷凍サイクル装置
JP2012-176872 2012-08-09

Publications (1)

Publication Number Publication Date
WO2014024376A1 true WO2014024376A1 (fr) 2014-02-13

Family

ID=50067646

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2013/003857 WO2014024376A1 (fr) 2012-08-09 2013-06-20 Dispositif à cycles de réfrigération

Country Status (2)

Country Link
JP (1) JP2014034301A (fr)
WO (1) WO2014024376A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017082198A1 (fr) * 2015-11-09 2017-05-18 株式会社デンソー Système de chauffage de batterie
CN107940877A (zh) * 2017-12-08 2018-04-20 河南城建学院 一种冷库除霜控制***及控制方法
US20220212517A1 (en) * 2021-02-05 2022-07-07 Huawei Digital Power Technologies Co., Ltd. Thermal management system, method for controlling thermal management system, and electric vehicle

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6414174B2 (ja) * 2015-11-09 2018-10-31 株式会社デンソー 電池暖機システム
JP7279672B2 (ja) * 2020-03-23 2023-05-23 株式会社デンソー 冷凍サイクル装置
JP7481309B2 (ja) 2021-10-25 2024-05-10 トヨタ自動車株式会社 車両および車両の制御方法

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS62125264A (ja) * 1985-11-26 1987-06-06 株式会社デンソー 冷凍サイクル装置
JPH08244446A (ja) * 1995-03-10 1996-09-24 Nippondenso Co Ltd 車両用空調装置の冷凍サイクル
JPH11325639A (ja) * 1998-05-20 1999-11-26 Mitsubishi Electric Corp 空気調和機
JP2004106799A (ja) * 2002-09-20 2004-04-08 Denso Corp 車両用空調装置
JP2010216767A (ja) * 2009-03-18 2010-09-30 Daikin Ind Ltd 空調機

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS62125264A (ja) * 1985-11-26 1987-06-06 株式会社デンソー 冷凍サイクル装置
JPH08244446A (ja) * 1995-03-10 1996-09-24 Nippondenso Co Ltd 車両用空調装置の冷凍サイクル
JPH11325639A (ja) * 1998-05-20 1999-11-26 Mitsubishi Electric Corp 空気調和機
JP2004106799A (ja) * 2002-09-20 2004-04-08 Denso Corp 車両用空調装置
JP2010216767A (ja) * 2009-03-18 2010-09-30 Daikin Ind Ltd 空調機

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017082198A1 (fr) * 2015-11-09 2017-05-18 株式会社デンソー Système de chauffage de batterie
CN107940877A (zh) * 2017-12-08 2018-04-20 河南城建学院 一种冷库除霜控制***及控制方法
CN107940877B (zh) * 2017-12-08 2023-05-09 河北雄安瑞恒能源科技有限公司 一种冷库除霜控制***及控制方法
US20220212517A1 (en) * 2021-02-05 2022-07-07 Huawei Digital Power Technologies Co., Ltd. Thermal management system, method for controlling thermal management system, and electric vehicle

Also Published As

Publication number Publication date
JP2014034301A (ja) 2014-02-24

Similar Documents

Publication Publication Date Title
WO2013136693A1 (fr) Dispositif à cycle de réfrigération
JP6201434B2 (ja) 冷凍サイクル装置
US20190111756A1 (en) Refrigeration cycle device
US9786964B2 (en) Refrigeration cycle device for auxiliary heating or cooling
JP5949648B2 (ja) 冷凍サイクル装置
WO2014188674A1 (fr) Dispositif à cycle de réfrigération
JP6277888B2 (ja) 冷凍サイクル装置
CN107636401B (zh) 制冷循环装置
WO2015075872A1 (fr) Système de pompe à chaleur
JP6075058B2 (ja) 冷凍サイクル装置
JP6332560B2 (ja) 車両用空調装置
WO2019235414A1 (fr) Dispositif à cycle de réfrigération pour un véhicule
JP6838518B2 (ja) 冷凍サイクル装置
US20180201094A1 (en) Heat pump cycle
WO2013157214A1 (fr) Appareil de réglage de température de dispositif embarqué
JP2014160594A (ja) 冷却システム
WO2014024376A1 (fr) Dispositif à cycles de réfrigération
US20220034561A1 (en) Refrigeration cycle device
JP2020176824A (ja) 冷凍サイクル装置
CN112638674A (zh) 制冷循环装置
JP2013060065A (ja) 自動車用温調システム
WO2019065013A1 (fr) Dispositif à cycle frigorifique
WO2023248868A1 (fr) Appareil à cycle de pompe à chaleur
WO2017022421A1 (fr) Système de pompe à chaleur
WO2022239521A1 (fr) Dispositif à cycle de réfrigération

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 13828120

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 13828120

Country of ref document: EP

Kind code of ref document: A1