Source: https://patents.google.com/patent/WO2015136768A1/en
Timestamp: 2020-06-01 17:17:12
Document Index: 357311029

Matched Legal Cases: ['art 35', 'art 36', 'art 35', 'art 36', 'art 35', 'art 35', 'art 36', 'Application No. 2014', 'Application No. 2014']

WO2015136768A1 - In-vehicle temperature adjusting device, vehicle air-conditioning device, and battery temperature adjsuting device - Google Patents
In-vehicle temperature adjusting device, vehicle air-conditioning device, and battery temperature adjsuting device Download PDF
WO2015136768A1
WO2015136768A1 PCT/JP2014/079260 JP2014079260W WO2015136768A1 WO 2015136768 A1 WO2015136768 A1 WO 2015136768A1 JP 2014079260 W JP2014079260 W JP 2014079260W WO 2015136768 A1 WO2015136768 A1 WO 2015136768A1
PCT/JP2014/079260
佳之 稲葉
2014-03-12 Priority to JP2014-049129 priority Critical
2014-03-12 Priority to JP2014049129 priority
2014-09-25 Priority to JP2014-195462 priority
2014-09-25 Priority to JP2014195462A priority patent/JP2015186989A/en
2014-11-04 Application filed by カルソニックカンセイ株式会社 filed Critical カルソニックカンセイ株式会社
2015-09-17 Publication of WO2015136768A1 publication Critical patent/WO2015136768A1/en
238000004378 air conditioning Methods 0 title claims abstract description 23
239000003507 refrigerant Substances 0 claims abstract description 132
238000005057 refrigeration Methods 0 claims abstract description 112
238000004089 heat treatment Methods 0 claims description 155
238000004781 supercooling Methods 0 claims description 19
An in-vehicle temperature adjusting device provided to a vehicle air-conditioning device is provided with a low water temperature circuit in which low-temperature cooling water circulates. The in-vehicle temperature adjusting device adjusts the temperature of an object to be temperature-adjusted and is also provided with a refrigeration circuit which has: a compressor; a condenser; a subcooling condenser; an expansion valve that is an example of a first expansion portion; an expansion valve that is an example of a second expansion portion; an evaporator; and a refrigerant-water heat exchanger. The low water temperature circuit has a sub-radiator that dissipates heat from low-temperature cooling water that has undergone heat exchange with a refrigerant in the subcooling condenser.
On-vehicle temperature controller, vehicle air conditioner, and battery temperature controller
The present invention relates to an in-vehicle temperature control device, a vehicle air conditioner, and a battery temperature control device.
JP 2011-230648A discloses a vehicle thermal management system that uses a battery as a heat mass for storing heat and uses the heat stored in the battery for air conditioning in the passenger compartment.
JP 2011-230648A discloses that air-conditioning of a passenger compartment is performed using cold energy stored in a battery. However, JP2011-230648A makes no particular mention of improving the efficiency of the on-vehicle refrigeration circuit itself.
The present invention has been made in view of the above, and an object thereof is to provide an in-vehicle temperature control device, a vehicle air conditioner, and a battery temperature control device that can improve the efficiency of a refrigeration circuit.
The vehicle-mounted temperature control device according to an aspect of the present invention includes a heat medium circuit in which the heat medium circulates. The refrigerant is cooled by exchanging heat between the compressor that compresses the refrigerant, the condenser that condenses the refrigerant compressed by the compressor, the refrigerant condensed by the condenser, and the heat medium. A refrigeration circuit having a supercooling unit, an expansion unit that expands the refrigerant cooled by the supercooling unit, and an evaporation unit that evaporates the refrigerant expanded by the expansion unit. The refrigeration circuit performs temperature adjustment of a temperature adjustment target. In addition, the heat medium circuit includes a heat radiating unit that radiates heat from the heat medium that has exchanged heat with the refrigerant in the subcooling unit.
The on-board temperature control device of the above aspect makes it possible to improve the efficiency of the refrigeration circuit.
FIG. 1 is a schematic configuration diagram of a vehicle air conditioner. FIG. 2 is a diagram showing a battery heating circuit. FIG. 3A is a diagram illustrating an example of an operating state of the vehicle air conditioner during cooling. FIG. 3B is a diagram illustrating an example of an operating state of the vehicle air conditioner during heating. FIG. 3C is a diagram illustrating an example of an operating state of the vehicle air conditioner during battery charging. FIG. 4 is a flowchart illustrating an example of control performed by the controller. FIG. 5 is a diagram showing a comparative example of a vehicle air conditioner. FIG. 6 is a view showing a first modification of the vehicle air conditioner. FIG. 7A is a diagram illustrating a second modification of the vehicle air conditioner. FIG. 7B is a diagram illustrating an example of an operating state during cooling according to the second modification. FIG. 7C is a diagram illustrating an example of an operating state during heating according to the second modification. FIG. 8 is a diagram showing another example of the operating state of the vehicle air conditioner during heating. FIG. 9 is a view showing a third modification of the vehicle air conditioner. FIG. 10 is a flowchart illustrating an example of another control. FIG. 11A is a diagram illustrating an example of an operating state of the vehicle air conditioner 1 in the heating A mode. FIG. 11B is a diagram illustrating an example of an operating state of the vehicle air conditioner 1 in the heating B mode. FIG. 11C is a diagram illustrating an example of an operating state of the vehicle air conditioner 1 in the heating C mode. FIG. 11D is a diagram illustrating an example of an operating state of the vehicle air conditioner 1 in the cooling mode. FIG. 11E is a diagram illustrating an example of an operating state of the vehicle air conditioner 1 in the heat storage charging mode. FIG. 11F is a diagram illustrating an example of an operating state of the vehicle air conditioner 1 in the cold storage charging mode. FIG. 12 is a diagram showing a first comparative example of the low water temperature circuit. FIG. 13 is a diagram showing a second comparative example of the low water temperature circuit.
FIG. 1 is a schematic configuration diagram of a vehicle air conditioner 1. The vehicle air conditioner 1 is mounted on a vehicle. Specifically, the vehicle is, for example, an electric vehicle.
The vehicle air conditioner 1 includes a refrigeration circuit 2, a low water temperature circuit 3, a high water temperature circuit 4, and a controller 5. A refrigerant circulates in the refrigeration circuit 2. Cooling water, which is an example of a heat medium, circulates in the low water temperature circuit 3 and the high water temperature circuit 4. The cooling water is specifically antifreeze, for example.
The refrigeration circuit 2 includes a compressor 20, a condenser 21, a liquid tank 22, a subcool condenser 23, an expansion valve 24, an expansion valve 25, an evaporator 26, a refrigerant-water heat exchanger 27, and an electromagnetic valve 28. The electromagnetic valve 29 and the refrigerant flow path 200 are included. Hereinafter, the subcool capacitor is referred to as an SC capacitor.
The compressor 20, the condenser 21, the liquid tank 22, the SC condenser 23, the electromagnetic valve 28, the expansion valve 24, and the evaporator 26 are provided in this order along the refrigerant flow direction. The refrigerant channel 200 connects them so that the refrigerant can circulate. The solenoid valve 29, the expansion valve 25, and the refrigerant-water heat exchanger 27 are provided in this order along the refrigerant flow direction. The refrigerant flow path 200 connects these in parallel with the electromagnetic valve 28, the expansion valve 24 and the evaporator 26. The refrigerant channel 200 is an example of a refrigerant channel that constitutes the channel of the refrigeration circuit 2.
The compressor 20 is an example of a compression unit that compresses the refrigerant. Specifically, the compressor 20 is an electric compressor. The condenser 21 is an example of a condensing unit that condenses the refrigerant compressed by the compressor 20. Specifically, the condenser 21 is a water-cooled condenser that exchanges heat between the refrigerant and the cooling water. Specifically, the cooling water is cooling water that circulates through the high water temperature circuit 4. The liquid tank 22 is an example of a refrigerant storage unit that stores the refrigerant condensed by the condenser 21. Hereinafter, the cooling water circulating through the high water temperature circuit 4 is also referred to as high water temperature cooling water.
The SC capacitor 23 is an example of a supercooling unit that cools the refrigerant condensed by the capacitor 21. Specifically, the SC condenser 23 is a water-cooled supercooler that exchanges heat between the refrigerant and the cooling water. Specifically, the cooling water is cooling water circulating in the low water temperature circuit 3. For this reason, the SC capacitor 23 radiates heat from the refrigeration circuit 2 to the low water temperature circuit 3 by heat exchange. A portion 23 a indicated by a dotted line indicates that the SC capacitor 23 is provided in the refrigeration circuit 2 and the low water temperature circuit 3. The refrigerant cooled by the SC condenser 23 is supplied to the evaporator 26 via the expansion valve 24 and also supplied to the refrigerant-water heat exchanger 27 via the expansion valve 25. Hereinafter, the cooling water circulating in the low water temperature circuit 3 is also referred to as low water temperature cooling water.
The expansion valve 24 and the expansion valve 25 are an example of an expansion unit that expands the refrigerant cooled by the SC condenser 23. The expansion valve 24 is an example of a first expansion unit that is an expansion unit that expands the refrigerant cooled by the SC condenser 23 and supplies the refrigerant to the evaporator 26. The expansion valve 25 is an example of a second expansion section that is an expansion section that expands the refrigerant cooled by the SC condenser 23 and supplies the refrigerant to the refrigerant-water heat exchanger 27. The expansion valve 24 and the expansion valve 25 are expanded by decompressing the refrigerant cooled by the SC condenser 23.
The evaporator 26 and the refrigerant-water heat exchanger 27 are an example of an evaporation unit that evaporates the refrigerant expanded by the expansion valve 24 and the expansion valve 25. The evaporator 26 is an example of a first evaporation unit that is an evaporation unit that performs heat exchange between the refrigerant expanded by the expansion valve 24 and the air to evaporate the refrigerant. Such an evaporator 26 is an example of an air conditioning evaporator that absorbs heat from air. The refrigerant-water heat exchanger 27 is an example of a second evaporation section that is an evaporation section that performs heat exchange between the refrigerant expanded by the expansion valve 25 and the low water temperature cooling water to evaporate the refrigerant. Such a refrigerant-water heat exchanger 27 is an example of an endothermic evaporator that absorbs heat from the low water temperature cooling water.
The evaporator 26 cools the air outside the evaporator 26 when evaporating the refrigerant. The air cooled by the evaporator 26 is used for vehicle interior air conditioning during cooling. Cooling may include dehumidification. The refrigerant-water heat exchanger 27 cools the low water temperature cooling water when evaporating the refrigerant. The refrigerant evaporated in the evaporator 26 and the refrigerant-water heat exchanger 27 is pressurized again by the compressor 20.
The electromagnetic valve 28 and the electromagnetic valve 29 are an example of a valve unit that changes a refrigerant flow state. The electromagnetic valve 28 is an example of a first valve unit that is a valve unit that changes the flow state of the refrigerant from the SC capacitor 23 to the evaporator 26. The electromagnetic valve 29 is an example of a second valve unit that is a valve unit that changes the flow state of the refrigerant from the SC capacitor 23 to the refrigerant-water heat exchanger 27. The electromagnetic valve 28 is provided between the SC capacitor 23 and the expansion valve 24 in the refrigeration circuit 2. The electromagnetic valve 29 is provided between the SC capacitor 23 and the expansion valve 25 in the refrigeration circuit 2. Specifically, the solenoid valve 28 and the solenoid valve 29 are on-off valves. The solenoid valve 28 and the solenoid valve 29 may be opening degree adjusting valves capable of adjusting the opening degree.
The low water temperature circuit 3 includes a drive device circuit 31, a battery circuit 32, a connection portion 35, and a connection portion 36.
The drive device circuit 31 includes a water pump 311, a sub-radiator 312, an SC capacitor 23, a motor 313, an inverter 314, and a cooling water flow path 310. The water pump 311, the sub radiator 312, the SC capacitor 23, the motor 313, and the inverter 314 are provided in this order along the coolant flow direction. The cooling water flow path 310 connects them so that the cooling water can be circulated. The cooling water flow path 310 is an example of a first heat medium flow path that forms the flow path of the drive device circuit 31. The drive device circuit 31 is an example of a drive device circuit in which cooling water circulates between at least the SC capacitor 23, at least one of the motor 313 and the inverter 314, and the sub-radiator 312.
The water pump 311 is an example of a pumping unit that pumps cooling water, and is an example of a first pumping unit that is a pumping unit that circulates cooling water through the drive device circuit 31. Specifically, the water pump 311 is an electric water pump driven by electric power, and is a water pump capable of adjusting the flow rate of cooling water.
The sub-radiator 312 is an example of a heat radiating part that radiates the cooling water, and is an example of a first heat radiating part that is a heat radiating part that radiates the low water temperature cooling water. Specifically, the sub-radiator 312 is an air-cooled radiator that radiates cooling water by performing heat exchange between the cooling water and air. The sub radiator 312 cools the cooling water received from at least one of the battery 322, the motor 313, and the inverter 314, which is an example of an electric device that receives the cooling water, with air flowing outside.
The motor 313 is a vehicle running motor. Electric power is supplied to the motor 313 from the battery 322 via the inverter 314. The inverter 314 is a power conversion device that converts supplied DC power into AC power. Inverter 314 outputs the converted AC power to motor 313.
The battery circuit 32 includes a water pump 321, a battery 322, a refrigerant-water heat exchanger 27, and a cooling water flow path 320. The water pump 321, the battery 322, and the refrigerant-water heat exchanger 27 are provided in this order along the flow direction of the cooling water. The cooling water flow path 320 connects these so that the cooling water can be circulated. The cooling water flow path 320 is an example of a second heat medium flow path that forms the flow path of the battery circuit 32. The battery circuit 32 is an example of a battery circuit in which cooling water circulates at least between the battery 322 and the refrigerant-water heat exchanger 27.
The water pump 321 is an example of a pumping unit, and is an example of a second pumping unit that is a pumping unit that circulates cooling water through the battery circuit 32. Specifically, the water pump 321 is an electric water pump driven by electric power, and is a water pump capable of adjusting the flow rate of the cooling water. The battery 322 is a secondary battery and constitutes a power source such as the water pump 311, the water pump 321, and the motor 313. The battery 322 generates heat when charging and discharging.
The connection part 35 is an example of a first connection part that includes a three-way valve 351 and a connection flow path 352. The three-way valve 351 is an example of a first three-way valve that branches the drive device circuit 31. The three-way valve 351 is provided between the motor 313 and the inverter 314 and the water pump 311 in the drive device circuit 31. The three-way valve 351 constitutes a part of the drive device circuit 31. The connection channel 352 is an example of a first connection channel that connects the battery circuit 32 to the driving device circuit 31 via the three-way valve 351. The connection channel 352 is connected to the channel between the water pump 321 of the battery circuit 32 and the battery 322.
The connection part 36 is an example of a second connection part that includes a three-way valve 361 and a connection flow path 362. The three-way valve 361 is an example of a second three-way valve that branches the battery circuit 32. The three-way valve 361 is provided between the water pump 321 and the battery 322 in the battery circuit 32. Specifically, the three-way valve 361 is further provided upstream of the connection point of the connection flow path 352 in the battery circuit 32. The three-way valve 361 constitutes a part of the battery circuit 32. The connection channel 362 is an example of a second connection channel that connects the drive device circuit 31 to the battery circuit 32 via the three-way valve 361. The connection flow path 362 is connected to the flow path between the sub radiator 312 of the drive device circuit 31 and the SC capacitor 23.
The low water temperature circuit 3 includes a sub radiator 312 that is an example of a heat radiating unit, a motor 313 that is an example of an electric device, an inverter 314, and a battery 322, and is an example of a heat medium circuit in which cooling water circulates. In the low water temperature circuit 3, the temperature of the low water temperature cooling water is maintained lower than the temperature of the high water temperature cooling water.
The high water temperature circuit 4 includes a condenser 21, a main heater 40, a heater core 41, a tank 42, a water pump 43, a radiator 44, a three-way valve 45, and a cooling water channel 400. The condenser 21, the main heater 40, the heater core 41, the tank 42, the water pump 43, the three-way valve 45, and the radiator 44 are provided in this order along the flow direction of the cooling water. The cooling water channel 400 connects these so that the cooling water can be circulated. The cooling water channel 400 includes a bypass channel 46. The cooling water channel 400 is an example of a third heat medium channel that constitutes the channel of the high water temperature circuit 4.
The main heater 40 is an example of a heat medium heating unit that heats the cooling water, and generates heat by the electric power supplied from the battery 322. The heater core 41 is an example of an air heating unit that heats air, and heats the air by performing heat exchange between the cooling water and the air. Specifically, the heater core 41 exchanges heat between the cooling water heated by the condenser 21 and the main heater 40 and the air around the heater core 41. The air heated by the heater core 41 is used for vehicle interior air conditioning during heating.
The tank 42 is an example of a heat medium storage unit that stores cooling water. The water pump 43 is an example of a pumping unit, and is an example of a third pumping unit that circulates cooling water through the high water temperature circuit 4. Specifically, the water pump 43 is an electric water pump driven by electric power, and is a water pump capable of adjusting the flow rate of the cooling water. The radiator 44 is an example of a heat radiating unit, and is an example of a second heat radiating unit that radiates high water temperature cooling water. Specifically, the radiator 44 is an air-cooled radiator that radiates the cooling water by exchanging heat between the air and the cooling water.
The three-way valve 45 is provided in a flow path connected to the radiator 44 from the upstream side in the high water temperature circuit 4. The bypass flow path 46 bypasses the radiator 44 by connecting the flow path connected to the radiator 44 from the downstream side in the high water temperature circuit 4 to the flow path connecting to the radiator 44 from the upstream side via the three-way valve 45. . The three-way valve 45 and the bypass flow path 46 are an example of a radiator bypass section that forms a circuit that bypasses the radiator 44.
The high water temperature circuit 4 includes a main heater 40, a heater core 41, a radiator 44, a three-way valve 45, and a bypass passage 46, and is an example of a heat medium circuit in which cooling water circulates.
The controller 5 is an electronic control device and is an example of a control unit that controls the three-way valve 351 and the three-way valve 361. The controller 5 also controls the water pump 311 and the water pump 321, the compressor 20, the electromagnetic valve 28, the electromagnetic valve 29, the main heater 40, the water pump 43, and the three-way valve 45. These are electrically connected to the controller 5 as a control target. The controller 5 is electrically connected to an A / C switch 60, a temperature adjustment switch 61, and a connection detection sensor 62. The A / C switch 60 is an example of an operation unit for operating the compressor 20. The temperature adjustment switch 61 is an example of an operation unit for adjusting the temperature in the passenger compartment. The connection detection sensor 62 is an example of a detection unit that detects a connection between the battery 322 and an external power source.
The controller 5 controls the three-way valve 351 and the three-way valve 361 according to the operation state of the air conditioning and the charging execution state of the battery 322. The operation state of the air conditioning includes a cooling time, a heating time, and an air conditioning stop time. The charging execution state of the battery 322 includes a charging time and a non-charging time. Even if the controller 5 controls the above-described control objects including the three-way valve 351 and the three-way valve 361 based on other parameters such as the temperature of the battery 322, the temperature of the low water temperature cooling water, and the temperature of the high water temperature cooling water. Good. An example of the control performed by the controller 5 will be described later.
FIG. 2 is a diagram showing the battery heating circuit 33. In FIG. 2, in the low water temperature circuit 3, the flow path of the battery heating circuit 33 is indicated by a solid line, and the other flow paths are indicated by broken lines. In the vehicle air conditioner 1, the connecting portion 35 and the connecting portion 36 form a battery heating circuit 33. The battery heating circuit 33 includes an SC capacitor 23, a motor 313 and an inverter 314, a battery 322, a refrigerant-water heat exchanger 27, a water pump 321, a three-way valve 351 and a three-way valve 361. This is a heat medium circuit in which cooling water circulates between them. In the battery heating circuit 33, the water pump 321, the three-way valve 361, the SC capacitor 23, the motor 313 and the inverter 314, the three-way valve 351, the battery 322, and the refrigerant-water heat exchanger 27 are arranged in this order along the flow direction of the cooling water. Is provided. In the vehicle air conditioner 1, the SC capacitor 23 can be provided in the drive device circuit 31 so as to be included in the battery heating circuit 33.
In the vehicle air conditioner 1, the three-way valve 351 and the three-way valve 361 communicate the drive device circuit 31 and the battery circuit 32 to form the battery heating circuit 33. Further, the three-way valve 351 and the three-way valve 361 block the communication between the drive device circuit 31 and the battery circuit 32, thereby forming the drive device circuit 31 and the battery circuit 32. The battery heating circuit 33 is an example of a battery heating circuit in which cooling water circulates at least among the SC capacitor 23, the battery 322, and the refrigerant-water heat exchanger 27.
FIG. 3A is a diagram illustrating an example of an operating state of the vehicle air conditioner 1 during cooling. FIG. 3B is a diagram illustrating an example of an operating state of the vehicle air conditioner 1 during heating. FIG. 3C is a diagram illustrating an example of an operating state of the vehicle air conditioner 1 when the battery 322 is charged. Specifically, the battery 322 is charged when the battery 322 is charged when the battery is warmed. Hereinafter, the battery 322 charging time is also simply referred to as charging time. In FIG. 3A, FIG. 3B, and FIG. 3C, the flow path through which the refrigerant circulates and the flow path through which the cooling water circulates are indicated by solid lines, and the non-flow paths are indicated by broken lines.
For the refrigeration circuit 2, hereinafter, a circuit in which cooling water circulates in the order of the compressor 20, the condenser 21, the liquid tank 22, the SC condenser 23, the electromagnetic valve 28, the expansion valve 24, the evaporator 26, and the compressor 20 is referred to as a cooling circuit. A circuit in which the refrigerant circulates in the order of the compressor 20, the condenser 21, the liquid tank 22, the SC condenser 23, the electromagnetic valve 29, the expansion valve 25, the refrigerant-water heat exchanger 27, and the compressor 20 is referred to as a heat exchange circuit.
For the high water temperature circuit 4, hereinafter, a circuit in which cooling water circulates in the order of the condenser 21, the main heater 40, the heater core 41, the tank 42, the water pump 43, the three-way valve 45, the radiator 44, and the condenser 21 is referred to as a radiator circuit. A circuit in which cooling water circulates in the order of the condenser 21, the main heater 40, the heater core 41, the tank 42, the water pump 43, the three-way valve 45, and the condenser 21 is referred to as a radiator bypass circuit.
As shown in FIG. 3A, during cooling, in the refrigeration circuit 2, the refrigerant circulates through the cooling circuit. Further, in the low water temperature circuit 3, the cooling water circulates through the drive device circuit 31. Further, in the high water temperature circuit 4, the cooling water circulates through the radiator circuit. At the time of cooling, each of the three-way valve 351 and the three-way valve 361 blocks communication between the cooling water channel 310 and the cooling water channel 320. Further, the compressor 20, the water pump 311 and the water pump 43 are driven, and the water pump 321 is stopped. Further, the electromagnetic valve 28 is opened and the electromagnetic valve 29 is closed. The three-way valve 45 forms a radiator circuit. During cooling, circulation of the cooling water in the battery circuit 32 is stopped. When the temperature of the battery 322 exceeds the appropriate temperature range, the coolant may be further circulated through the heat exchange circuit of the refrigeration circuit 2 and the cooling water may be circulated through the battery circuit 32. Thereby, the battery 322 can be cooled.
As shown in FIG. 3B, during heating, in the refrigeration circuit 2, the refrigerant circulates through the cooling circuit and the heat exchange circuit. In the low water temperature circuit 3, the cooling water circulates through the battery circuit 32. Further, in the high water temperature circuit 4, the cooling water circulates through the battery bypass circuit. During heating, each of the three-way valve 351 and the three-way valve 361 blocks communication between the cooling water passage 310 and the cooling water passage 320. Further, the compressor 20, the water pump 321 and the water pump 43 are driven, and the water pump 311 is stopped. Further, the solenoid valve 28 and the solenoid valve 29 are opened. The three-way valve 45 forms a radiator bypass circuit. During heating, the circulation of the cooling water in the drive device circuit 31 is stopped. Note that the circulation of the refrigerant in the cooling circuit may be stopped during heating.
As shown in FIG. 3C, at the time of charging, in the refrigeration circuit 2, the refrigerant circulates through the heat exchange circuit. Further, in the low water temperature circuit 3, the cooling water circulates through the battery heating circuit 33. As a result, the cooling water circulates at least between the battery 322, the SC condenser 23, and the refrigerant-water heat exchanger 27 in the low water temperature circuit 3. In the high water temperature circuit 4, the circulation of the cooling water is stopped. As a result, the compression heat of the compressor 20 is radiated to the battery heating circuit 33 by the SC capacitor 23, and the battery 322 is heated. In this configuration, although heat is absorbed by the refrigerant-water heat exchanger 27, only the work of the compressor 20 is ensured as the warmed up portion of the battery 20.
At the time of charging, the three-way valve 351 and the three-way valve 361 communicate with the cooling water channel 310 and the cooling water channel 320, respectively. Further, the compressor 20 and the water pump 321 are driven, and the water pump 311 and the water pump 43 are stopped. Further, the electromagnetic valve 28 is closed and the electromagnetic valve 29 is opened. During charging, the refrigerant may further circulate through the cooling circuit. For this purpose, the electromagnetic valve 28 may be opened.
The vehicle air conditioner 1 can store a part of the heat radiated by the SC capacitor 23 during charging in the battery 322. Then, the heat stored in the battery 322 during charging is transported to the high water temperature circuit 4 via the refrigeration circuit 2 during heating, so that the air can be heated by the heater core 41. That is, the vehicle air conditioner 1 can use the battery 322 as a heat supply source that can be used for heating.
Next, an example of the control performed by the controller 5 will be described using the flowchart shown in FIG. In this example, cooling and heating are performed when the battery 322 is not charged, and the battery 322 is charged when the air conditioning is stopped. In this example, circuit formation in the low water temperature circuit 3 will be mainly described.
Controller 5 determines whether or not it is during cooling in step S1. If it is negative determination, the controller 5 will determine whether it is heating at step S2. Whether or not it is during cooling and whether or not it is during heating can be determined based on the outputs of the A / C switch 60 and the temperature adjustment switch 61, for example. If a negative determination is made in step S2, the controller 5 determines in step S3 whether charging is in progress. Whether or not charging is in progress can be determined based on the output of the connection detection sensor 62, for example. Whether it is cooling, whether it is heating, and whether it is charging may be determined by other methods including known techniques.
If the determination in step S1 is affirmative, the controller 5 controls the three-way valve 351 and the three-way valve 361 so as to form the drive device circuit 31 in step S4. Specifically, the controller 5 controls each of the three-way valve 351 and the three-way valve 361 so as to cut off the communication between the drive device circuit 31 and the battery circuit 32.
If the determination in step S2 is affirmative, the controller 5 controls the three-way valve 351 and the three-way valve 361 so as to form the battery circuit 32 in step S5. Specifically, the controller 5 controls each of the three-way valve 351 and the three-way valve 361 so as to cut off the communication between the drive device circuit 31 and the battery circuit 32.
If the determination in step S3 is affirmative, the controller 5 controls the three-way valve 351 and the three-way valve 361 so as to form the battery heating circuit 33 in step S6. Specifically, the controller 5 controls each of the three-way valve 351 and the three-way valve 361 so that the drive device circuit 31 and the battery circuit 32 communicate with each other. After step S4, step S5, and step S6, the controller 5 ends the process of this flowchart.
In step S4, the controller 5 can further drive the water pump 311 and stop the water pump 321. Thereby, the cooling water can be circulated in the drive device circuit 31. Further, the circulation of the cooling water in the battery circuit 32 can be stopped. In step S4, the controller 5 can further open the solenoid valve 28, close the solenoid valve 29, and drive the compressor 20. As a result, the refrigerant can be circulated in the cooling circuit. In step S4, the controller 5 can further control the three-way valve 45 and drive the water pump 43 so as to form a radiator circuit. Thereby, the cooling water can be circulated in the radiator circuit.
In step S5, the controller 5 can further stop the water pump 311 and drive the water pump 321. Thereby, the cooling water can be circulated in the battery circuit 32. Further, the circulation of the cooling water in the drive device circuit 31 can be stopped. In step S <b> 5, the controller 5 can further open the solenoid valve 28 and the solenoid valve 29 and drive the compressor 20. Thereby, the refrigerant can be circulated in the cooling circuit and the heat exchange circuit. In step S5, the controller 5 can further control the three-way valve 45 and drive the water pump 43 so as to form a radiator bypass circuit. Thereby, the cooling water can be circulated through the radiator bypass circuit.
In step S6, the controller 5 can further stop the water pump 311 and drive the water pump 321. Thereby, the cooling water can be circulated in the battery heating circuit 33. In step S <b> 6, the controller 5 can further close the electromagnetic valve 28, open the electromagnetic valve 29, and drive the compressor 20. Thereby, the refrigerant can be circulated in the heat exchange circuit. In step S6, the controller 5 can further stop the water pump 43. Thereby, circulation of the cooling water of the high water temperature circuit 4 can be stopped. In step S6, the controller 5 may further open the electromagnetic valve 28.
In addition, also when maintaining the state of the three-way valve 351 and the three-way valve 361 that have already formed the drive device circuit 31 in step S4, the three-way valve 351 and the three-way valve 361 so as to form the drive device circuit 31 during cooling. It is included in controlling. The same applies to the case where the controller 5 controls other control objects.
Next, main effects of the vehicle air conditioner 1 will be described.
The vehicle air conditioner 1 includes a refrigeration circuit 2 and a low water temperature circuit 3. The SC capacitor 23 radiates heat from the refrigeration circuit 2 to the low water temperature circuit 3 by exchanging heat between the refrigerant and the low water temperature cooling water. According to another aspect, the vehicle air conditioner 1 includes a refrigeration circuit 2. And the refrigeration circuit 2 is provided with the capacitor | condenser 21, SC capacitor | condenser 23, and the evaporator 26, and the SC capacitor | condenser 23 is between a low water temperature cooling water which is an example of the fluid different from a refrigerant | coolant and a high water temperature cooling water. Perform heat exchange at. The high water temperature cooling water is an example of a fluid in which the condenser 21 exchanges heat with the refrigerant.
The vehicle air conditioner 1 having these configurations enables the cooling of the refrigerant to be promoted by the SC condenser 23. As a result, it is possible to save energy during cooling. Specifically, the vehicle air conditioner 1 having these configurations enables energy saving by improving the efficiency of the refrigeration circuit 2. Of the vehicle air conditioners 1 having these configurations, the vehicle air conditioner including the low water temperature circuit 3 enables energy saving during cooling when the low water temperature circuit 3 includes at least the sub radiator 312. And when it is the structure which has further the battery 322 which is an example of an electric equipment, the motor 313, and the inverter 314, the heat | fever of the battery 322, the motor 313, and the inverter 314 is made available for heating. The vehicle air conditioner 1 having these configurations enables the cooling of the refrigerant to be promoted, for example, as compared with the following case.
FIG. 5 is a diagram showing a vehicle air conditioner 1 ′ that is a comparative example of the vehicle air conditioner 1. The low water temperature circuit 3 ′ indicates the low water temperature circuit 3 that does not have the SC capacitor 23. The high water temperature circuit 4 ′ indicates the high water temperature circuit 4 further including the SC capacitor 23. In the vehicle air conditioner 1 ′, the SC condenser 23 is provided to radiate heat to the high water temperature circuit 4 ′ by exchanging heat between the refrigerant and the high water temperature cooling water. However, in order to promote the cooling of the refrigerant in the vehicle air conditioner 1 ′, for example, the radiator 44 needs to be enlarged.
In view of such circumstances, the vehicle air conditioner 1 configured as described above radiates heat from the refrigeration circuit 2 to the low water temperature circuit 3 by the SC condenser 23, thereby facilitating cooling of the refrigerant as compared with the vehicle air conditioner 1 '. enable. As a result, enlargement of the radiator 44 can be avoided. The vehicle air conditioner 1 configured as described above may not include the battery circuit 32 as in the vehicle air conditioner 1A and the vehicle air conditioner 1B described below.
FIG. 6 is a diagram showing a vehicle air conditioner 1A that is a first modification of the vehicle air conditioner 1. As shown in FIG. The vehicle air conditioner 1A includes a refrigeration circuit 2A instead of the refrigeration circuit 2, a low water temperature circuit 3A instead of the low water temperature circuit 3, a high water temperature circuit 4A instead of the high water temperature circuit 4, and a controller instead of the controller 5. 5A is provided.
The refrigeration circuit 2A is substantially the same as the refrigeration circuit 2 except for the following points. That is, the refrigeration circuit 2 </ b> A has a capacitor 21 </ b> A instead of the capacitor 21. Further, the electromagnetic valve 29, the expansion valve 25, and the refrigerant-water heat exchanger 27 are not provided. Further, a refrigerant flow path 200 </ b> A is provided instead of the refrigerant flow path 200.
The compressor 20, the condenser 21A, the liquid tank 22, the SC condenser 23, the electromagnetic valve 28, the expansion valve 24, and the evaporator 26 are provided in this order along the refrigerant flow direction. The refrigerant flow path 200A connects them so that the refrigerant can circulate. The condenser 21A is an example of a condensing unit, and specifically, is an air-cooled condenser that exchanges heat between refrigerant and air. More specifically, the condenser 21A is an outdoor condenser that exchanges heat with the air outside the passenger compartment. The air outside the passenger compartment is air that is not used for air conditioning, and is, for example, running air or air blown by a fan.
The low water temperature circuit 3 </ b> A includes a drive device circuit 31. In the low water temperature circuit 3A, the SC capacitor 23 may be arranged in other ways. The high water temperature circuit 4A is substantially the same as the high water temperature circuit 4 except that the high water temperature circuit 4A does not include the capacitor 21 and further includes the engine 50. The engine 50 is provided between the radiator 44 and the main heater 40 in the high water temperature circuit 4A. The circulation mode of the cooling water is the same as that of the high water temperature circuit 4. To the controller 5A, the compressor 20, the electromagnetic valve 28, the water pump 311, the main heater 40, the water pump 43, and the three-way valve 45 are electrically connected as control targets. Further, the A / C switch 60, the temperature adjustment switch 61, and the connection detection sensor 62 are electrically connected.
The vehicle air conditioner 1A having such a configuration includes a refrigeration circuit 2A and a low water temperature circuit 3A. The SC capacitor 23 radiates heat to the low water temperature circuit 3A by exchanging heat between the refrigerant and the low water temperature cooling water. According to another aspect, the vehicle air conditioner 1A having such a configuration includes a refrigeration circuit 2A. Then, the SC condenser 23 performs heat exchange between the refrigerant and the low water temperature cooling water which is an example of a fluid different from air. The air is an example of a fluid in which the condenser 21A exchanges heat with the refrigerant. The vehicle air conditioner 1A having such a configuration also enables energy saving during cooling. 1A of vehicle air conditioners can also collect | recover the waste heat of the engine 50 with a high water temperature cooling water, and can also utilize it for heating.
FIG. 7A is a diagram showing a vehicle air conditioner 1B that is a second modification of the vehicle air conditioner 1. FIG. FIG. 7B is a diagram illustrating an example of an operating state during cooling of the vehicle air conditioner 1B. FIG. 7C is a diagram illustrating an example of an operating state during heating of the vehicle air conditioner 1B. In FIG. 7B and FIG. 7C, the flow path through which the refrigerant circulates and the flow path through which the cooling water circulates are indicated by solid lines, and the flow path through which the refrigerant and the cooling water do not circulate are indicated by broken lines.
As shown in FIG. 7A, the vehicle air conditioner 1B includes a refrigeration circuit 2B instead of the refrigeration circuit 2A, a high water temperature circuit 4B instead of the high water temperature circuit 4A, and a controller 5B instead of the controller 5A. This is substantially the same as the vehicle air conditioner 1A.
The refrigeration circuit 2B includes a compressor 20, a capacitor 21, an expansion valve 201, a capacitor 21A, an SC capacitor 23, an accumulator 202, a three-way valve 203, an expansion valve 24, an evaporator 26, an electromagnetic valve 205, Refrigerant channel 200B. The compressor 20, the condenser 21, the expansion valve 201, the condenser 21A, the SC condenser 23, the accumulator 202, the expansion valve 24, the evaporator 26, and the three-way valve 203 are provided in this order along the refrigerant flow direction. The refrigerant flow path 200B connects them so that the refrigerant can circulate. The refrigerant flow path 200B includes a bypass flow path 206. The bypass flow path 206 bypasses the capacitor 21 and the expansion valve 201. As shown in FIG. 7A, the bypass flow path 206 bypasses the capacitor 21 and connects to the capacitor 21A. Furthermore, the refrigerant flow path 200B includes a bypass flow path 209 that connects the accumulator 202 and the three-way valve 203 so as to bypass the expansion valve 24 and the evaporator 26.
In the vehicle air conditioner 1B, the capacitor 21 is used during heating. The condenser 21 is an example of a heat pump condensing unit that condenses the refrigerant compressed by the compressor 20. The expansion valve 201 is an example of an expansion unit for heat pump that expands the refrigerant condensed by the capacitor 21. The condenser 21A is an example of a condensing unit, and at the same time, is an example of a heat exchanging unit that functions as a condensing unit during cooling and functions as a heat pump evaporating unit that evaporates the refrigerant expanded by the expansion valve 201 during heating. Specifically, the heat exchanging unit is an outdoor heat exchanging unit that performs heat exchange between the refrigerant and the air outside the passenger compartment.
The accumulator 202 is an example of a gas-liquid separator that separates the gas-liquid of the refrigerant that has flowed into the accumulator and stores excess refrigerant. The three-way valve 203 is connected to the gas phase side outlet of the accumulator 202, and the expansion valve 24 is connected to the liquid phase side outlet of the accumulator 202. The three-way valve 203 switches between a case where the accumulator 202 and the compressor 20 are communicated with each other and a case where the evaporator 26 and the compressor 20 are communicated.
The electromagnetic valve 205 is provided in the bypass flow path 206. The electromagnetic valve 205 is an example of a third valve portion that is a valve portion that changes the flow state of the refrigerant in the bypass passage 206. Specifically, the electromagnetic valve 205 is an on-off valve. The electromagnetic valve 205 may be an opening adjustment valve. The electromagnetic valve 205 and the bypass flow path 206 are an example of a capacitor bypass section that forms a circuit that bypasses the capacitor 21.
The high water temperature circuit 4B includes a main heater 40, a condenser 21, a heater core 41, a tank 42, a water pump 43, a radiator 44, a three-way valve 45, an engine 50, and a cooling water flow path 400. . The capacitor 21 is provided between the main heater 40 and the heater core 41. The engine 50 is provided in the bypass channel 46. The circulation mode of the cooling water is the same as that of the high water temperature circuit 4. A compressor 20, a three-way valve 203, an electromagnetic valve 205, a water pump 311, a main heater 40, a water pump 43, and a three-way valve 45 are electrically connected to the controller 5B as control targets. Further, the A / C switch 60, the temperature adjustment switch 61, and the connection detection sensor 62 are electrically connected.
The operating state of the vehicle air conditioner 1B during cooling and heating is as follows. As shown in FIG. 7B, at the time of cooling, the three-way valve 203 communicates the evaporator 26 and the compressor 20, and the electromagnetic valve 205 is opened. As a result, in the refrigeration circuit 2B, the refrigerant flows in the order of the compressor 20, the electromagnetic valve 205, the capacitor 21A, the SC capacitor 23, the accumulator 202, the expansion valve 24, the evaporator 26, and the three-way valve 203. In the low water temperature circuit 3A, cooling water circulates. In the high water temperature circuit 4B, the circulation of the cooling water is stopped. For this reason, at the time of cooling, the refrigerant 21A and the SC condenser 23 radiate the refrigerant, and the evaporator 26 absorbs the refrigerant. Heat dissipation in the SC capacitor 23 promotes supercooling.
As shown in FIG. 7C, during heating, the three-way valve 203 communicates the accumulator 202 and the compressor 20, and the electromagnetic valve 205 is closed. As a result, in the refrigeration circuit 2B, the refrigerant flows in the order of the compressor 20, the condenser 21, the expansion valve 201, the condenser 21A, the SC condenser 23, the accumulator 202, and the three-way valve 203. In the low water temperature circuit 3A and the high water temperature circuit 4B, the cooling water circulates. In the high water temperature circuit 4 </ b> B, the three-way valve 45 forms a radiator bypass circuit that further includes the engine 50. As a result, in the high water temperature circuit 4B, the cooling water circulates through the radiator bypass circuit. For this reason, at the time of heating, the refrigerant | coolant is thermally radiated with the capacitor | condenser 21, and a refrigerant | coolant absorbs heat from outside air with the capacitor | condenser 21A. Further, the SC capacitor 23 absorbs the waste heat of the motor 313 and the inverter 314 from the low water temperature circuit 3A.
The vehicle air conditioner 1B having such a configuration includes a refrigeration circuit 2B and a low water temperature circuit 3A. The SC capacitor 23 radiates heat to the low water temperature circuit 3A by exchanging heat between the refrigerant and the low water temperature cooling water. According to another aspect, the vehicle air conditioner 1B having such a configuration includes a refrigeration circuit 2B. Then, the SC capacitor 23 performs heat exchange between the low water temperature cooling water, which is a fluid different from air, and the refrigerant. The air is an example of a fluid in which the condenser 21A exchanges heat with the refrigerant. And the vehicle air conditioner 1B of these configurations also enables energy saving during cooling.
The vehicle air conditioner 1B can recover the waste heat of the engine 50 with high-temperature cooling water and use it for heating. The vehicle air conditioner 1B can also function the SC condenser 23 as an evaporator during heating. As a result, the waste heat of the motor 313 and the inverter 314 can be recovered by the SC capacitor 23 and used for heating.
Thus, the vehicle air conditioner 1B capable of recovering waste heat is more suitable when the vehicle is a hybrid vehicle using the engine 50 and the motor 313 as drive power sources. In this case, for example, the waste heat of the engine 50 can be recovered while the engine is running, and the waste heat of the motor 313 and the inverter 314 can be recovered while the vehicle is stopped or the motor is running. As a result, waste heat can be effectively recovered and used for heating.
By the way, in the vehicle air conditioner 1, specifically, the evaporator for evaporating the refrigerant includes the evaporator 26 and the refrigerant-water heat exchanger 27, and the electric devices for receiving the low water temperature cooling water are the battery 322 and the motor 313. In addition, the low water temperature circuit 3 includes the drive device circuit 31 and the battery circuit 32.
The vehicle air conditioner 1 having such a configuration enables energy saving during cooling by dissipating heat from the refrigeration circuit 2 to the drive device circuit 31 by the SC capacitor 23 during cooling. Further, during heating, the refrigerant-water heat exchanger 27 radiates heat from the battery circuit 32 to the refrigeration circuit 2, thereby enabling energy saving in heating. For this reason, the vehicle air conditioner 1 having such a configuration enables energy saving both during cooling and during heating. The vehicle air conditioner 1 having such a configuration also makes it possible to realize operating states during cooling, heating and charging as shown in FIGS. 3A, 3B and 3C due to the arrangement of the SC capacitor 23. .
Specifically, in the vehicle air conditioner 1 having such a configuration, heat radiation from the refrigeration circuit 2 to the high water temperature circuit 4 by the condenser 21 is performed, thereby making it possible to save energy in heating by the high water temperature circuit 4. However, the present invention is not limited to this, and the vehicle air conditioner 1 having such a configuration can be applied to a case where the refrigeration circuit 2 is further heated. This point will be described later.
Specifically, the vehicle air conditioner 1 is configured to stop the cooling water circulation of the drive device circuit 31 during heating. The vehicle air conditioner 1 having such a configuration suppresses heat radiation from the refrigeration circuit 2 to the drive device circuit 31 by the SC capacitor 23 during heating. As a result, it is possible to further save energy in heating.
Specifically, the vehicle air conditioner 1 has a configuration in which cooling water circulates at least between the battery 322, the SC condenser 23, and the refrigerant-water heat exchanger 27 in the low water temperature circuit 3 during charging. ing. More specifically, the cooling water circulates through the battery heating circuit 33 during charging.
The vehicle air conditioner 1 having such a configuration can heat the battery 322 while recovering the heat radiated by the SC condenser 23 by the refrigerant-water heat exchanger 27. As a result, the work of the compressor 20 can be used for heating the battery 322. The vehicle air conditioner 1 having such a configuration also makes it possible to eliminate the need for an electric heater for heating the battery 322 and reduce the frequency of use.
Specifically, in the vehicle air conditioner 1, the low water temperature circuit 3 includes a connection part 35 and a connection part 36. The connection part 35 includes a three-way valve 351 and a connection flow path 352. The three-way valve 361 and the connection flow path 362 are provided, and the connection part 35 and the connection part 36 form a battery heating circuit 33. That is, the vehicle air conditioner 1 specifically allows the battery 322 to be heated when it has such a configuration, for example.
Specifically, the vehicle air conditioner 1 forms a driving device circuit 31 during cooling, forms a battery circuit 32 during heating, and forms a battery heating circuit 33 during charging of the battery 322. The controller 5 further controls the three-way valve 361. Specifically, when the vehicle air conditioner 1 specifically has such a configuration, for example, the driving device circuit 31 is formed during cooling, the battery circuit 32 is formed during heating, and the battery heating circuit is charged during charging of the battery 322. 33 can be formed.
The vehicle air conditioner 1 may be configured such that the controller 5 controls the three-way valve 351 and the three-way valve 361 so as to form the battery heating circuit 33 during heating. FIG. 8 is a diagram illustrating another example of the operating state of the vehicle air conditioner 1 during heating. In this example, the cooling water circulates at least between the SC condenser 23 and the refrigerant-water heat exchanger 27 in the low water temperature circuit 3 during heating. Specifically, the cooling water circulates through the battery heating circuit 33.
In this case, the vehicle air conditioner 1 makes it possible to use the heat of the motor 313 and the inverter 314 for heating. In this case, the vehicle air conditioner 1 can recover the heat radiated by the SC condenser 23 by the refrigerant-water heat exchanger 27. As a result, loss of heat energy due to heat radiation by the SC capacitor 23 can also be reduced.
The vehicle air conditioner 1 may be configured such that the refrigeration circuit 2 further performs heating. FIG. 9 is a diagram illustrating a vehicle air conditioner 1 </ b> C that is a third modification of the vehicle air conditioner 1. The vehicle air conditioner 1C is substantially the same as the vehicle air conditioner 1 except for the following points. That is, the vehicle air conditioner 1 </ b> C includes a refrigeration circuit 2 </ b> C instead of the refrigeration circuit 2. The refrigeration circuit 2C is a circuit for cooling and heating. For this reason, the vehicle air conditioner 1 </ b> C does not include the high water temperature circuit 4. The vehicle air conditioner 1 </ b> C includes a controller 5 </ b> C instead of the controller 5. Further, a PTC heater 7 is further provided.
The refrigeration circuit 2C is substantially the same as the refrigeration circuit 2 except for the following points. That is, the refrigeration circuit 2C includes a capacitor 21A and a capacitor 21B instead of the capacitor 21. Further, the electromagnetic valve 207 and the electromagnetic valve 208 are further provided. Further, a refrigerant flow path 200 </ b> C is provided instead of the refrigerant flow path 200.
The electromagnetic valve 207 and the capacitor 21A are provided between the compressor 20 and the liquid tank 22 in the refrigeration circuit 2C. The refrigerant flow path 200C forms a flow path similar to the refrigerant flow path 200, and connects the electromagnetic valve 208 and the capacitor 21B in parallel with the electromagnetic valve 207 and the capacitor 21A. The electromagnetic valve 207 is provided upstream of the capacitor 21A. The solenoid valve 208 is provided upstream of the capacitor 21B.
The condenser 21B is an example of a condensing unit, and is specifically an air-cooled condenser that exchanges heat between the refrigerant and the air. More specifically, the condenser 21B is an indoor condenser that uses air heated by heat exchange with the refrigerant to heat the passenger compartment. The electromagnetic valve 207 and the electromagnetic valve 208 are an example of a valve unit that changes a refrigerant flow state. The electromagnetic valve 207 is an example of a fourth valve portion that is a valve portion that changes the flow state of the refrigerant from the compressor 20 to the condenser 21A. The electromagnetic valve 208 is an example of a fifth valve portion that is a valve portion that changes the flow state of the refrigerant from the compressor 20 to the condenser 21B. Specifically, the solenoid valve 207 and the solenoid valve 208 are on-off valves. The solenoid valve 207 and the solenoid valve 208 may be opening degree adjustment valves. The PTC heater 7 generates heat by energizing the energization heating element portion, and warms the surrounding air.
The controller 5C includes a compressor 20, an electromagnetic valve 28, an electromagnetic valve 29, an electromagnetic valve 207, an electromagnetic valve 208, a water pump 311, a water pump 321, a three-way valve 351, a three-way valve 361, and a PTC heater 7 as control objects. It is connected. Further, the A / C switch 60, the temperature adjustment switch 61, and the connection detection sensor 62 are electrically connected. Similarly to the controller 5, the controller 5C can control the three-way valve 351 and the three-way valve 361 as described above with reference to FIG.
In the vehicle air conditioner 1C, the solenoid valve 207 is opened, and the solenoid valve 208 is closed to perform cooling. Heating is performed with the solenoid valve 207 closed and the solenoid valve 208 opened. The vehicle air conditioner 1C includes an air-cooled condenser 21A and a condenser 21B as a condensing unit. The vehicle air conditioner 1 </ b> C having such a configuration can also obtain the same effects as the vehicle air conditioner 1.
By the way, in the vehicle air conditioner 1, the temperature of the high water temperature cooling water is lowered by heat radiation by the radiator 44 during cooling, and the condensation performance of the condenser 21 is ensured. However, the condensation performance secured by the water-cooled condenser 21 in this way is generally likely to be lower than the condensation performance of the air-cooled condenser 21A. Therefore, the vehicle air conditioner 1 that enables energy saving during cooling by improving the efficiency of the refrigeration circuit 2 is more suitable when the condenser 21 is a water-cooled type that cools the refrigerant with liquid.
Incidentally, the vehicle air conditioner 1 can also perform control as follows.
FIG. 10 is a flowchart illustrating an example of another control that can be performed by the controller 5. In step S11, the controller 5 calculates a target blowout temperature Xm of air blown into the vehicle interior by the vehicle interior air conditioning. The target blowing temperature Xm is calculated based on the output of the temperature adjustment switch 61 and the like.
In step S12, the controller 5 determines whether or not it is during charging. If the determination is affirmative, the process proceeds to step S13. In this case, the controller 5 determines whether or not the battery temperature that is the temperature of the battery 322 is an appropriate temperature. If the determination is affirmative, the controller 5 stops the operation of the vehicle air conditioner 1 in step S14. Specifically, the drive of the compressor 20, the water pump 311, the water pump 321, and the water pump 43 is stopped. After step S14, the process of this flowchart is once ended.
If the determination in step S13 is negative, the process proceeds to step S15. In this case, the controller 5 determines whether or not the battery temperature is lower than the lower limit temperature of the appropriate temperature range. The battery temperature can be detected based on the outlet water temperature of the battery 322, for example. The outlet water temperature of the battery 322 can be detected by, for example, a temperature sensor 73 described later.
If the determination in step S15 is affirmative, the controller 5 selects the heat storage charging mode as the operation mode for operating the vehicle air conditioner 1 in step S16. If a negative determination is made in step S15, the controller 5 selects the cold storage charge mode as the operation mode in step S17. The heat storage charging mode and the cold storage charging mode will be described later. After step S16 or step S17, the process of this flowchart is once complete | finished.
If the determination in step S12 is negative, the process proceeds to step S21. In this case, the controller 5 determines whether or not the vehicle interior temperature is lower than the target blowing temperature Xm. In this step, it is determined whether heating or cooling should be performed. If the determination is affirmative, the process proceeds to step S22.
In step S22, the controller 5 determines whether or not the heater water temperature that is the temperature of the cooling water in the main heater 40 is lower than a temperature that is higher than the target blowing temperature Xm by a predetermined temperature α. If the determination is affirmative, it is determined in step S23 whether or not the battery temperature is lower than a predetermined temperature β.
The heater water temperature can be detected based on the outlet water temperature of the main heater 40, for example. The outlet water temperature of the main heater 40 can be detected by, for example, a temperature sensor 72 described later. The predetermined temperature α is 8 ° C., for example.
The battery temperature can be detected based on the outlet water temperature of the battery 322, for example. The outlet water temperature of the battery 322 can be detected by, for example, a temperature sensor 73 described later. The predetermined temperature β is, for example, the lower limit temperature of the appropriate temperature range of the battery 322.
In Step S22 and Step S23, it is determined whether or not the high water temperature circuit 4 should perform heating according to the target blowing temperature Xm alone. The predetermined temperature α and the predetermined temperature β can be set in advance based on experiments or the like.
When an affirmative determination is made in step S22 and a negative determination is made in step S23, it is determined that the high water temperature circuit 4 should not perform heating according to the target outlet temperature Xm alone. In this case, the process proceeds to step S24.
In step S24, the controller 5 determines whether or not the battery temperature is lower than the inverter temperature that is the temperature of the inverter 314. The inverter temperature can be detected based on the outlet water temperature of the inverter 314, for example. The outlet water temperature of the inverter 314 can be detected by, for example, a temperature sensor 74 described later. In this step, by using the temperature of the inverter 314 disposed downstream of the motor 313, it is determined whether or not the battery temperature is lower than the temperature of the driving device including at least one of the motor 313 and the inverter 314. .
If the determination in step S24 is affirmative, the process proceeds to step S25. In this case, the controller 5 selects the heating A mode as the operation mode. If a negative determination is made in step S24, the process proceeds to step S26. In this case, the controller 5 selects the heating B mode as the operation mode. The heating A mode and the heating B mode will be described later.
If a negative determination is made in step S22 or an affirmative determination is made in step S23, the process proceeds to step S27. In this case, the controller 5 selects the heating C mode as the operation mode. The heating C mode will be described later. After step S25, step S26, or step S27, the process of this flowchart is once complete | finished.
If the determination in step S21 is negative, the process proceeds to step S28. In this case, the controller 5 selects the cooling mode as the operation mode. After step S28, the process of this flowchart is once ended.
FIG. 11A to FIG. 11F are diagrams illustrating an example of an operating state of the vehicle air conditioner 1 according to each operation mode. 11A shows a case where the operation mode is the heating A mode, FIG. 11B shows a case where the operation mode is the heating B mode, FIG. 11C shows a case where the operation mode is the heating C mode, and FIG. 11D shows a case where the operation mode is the cooling mode. Each of the operating states is shown. FIG. 11E shows an operation state when the operation mode is the heat storage charge mode, and FIG. 11F shows an operation state when the operation mode is the cold storage charge mode. In FIG. 11A to FIG. 11F, the flow path through which the refrigerant circulates and the flow path through which the cooling water circulates are indicated by solid lines, and the flow path through which the refrigerant and the cooling water do not flow are indicated by broken lines.
11A to 11F, the vehicle air conditioner 1 is further provided with a temperature sensor 71, a temperature sensor 72, a temperature sensor 73, and a temperature sensor 74. The temperature sensor 71 detects the outside air temperature. The temperature sensor 72 detects the outlet water temperature of the main heater 40. The temperature sensor 73 detects the outlet water temperature of the battery 322. The temperature sensor 74 detects the outlet water temperature of the inverter 314. The temperature sensor 74 detects the outlet water temperature of the inverter 314 disposed downstream of the motor 313 and the inverter 314, thereby detecting the outlet water temperature of the driving device. Signals from the temperature sensor 71, the temperature sensor 72, the temperature sensor 73, and the temperature sensor 74 are further input to the controller 5.
As shown in FIG. 11A, when the operation mode is the heating A mode, in the refrigeration circuit 2, the refrigerant circulates through the heat exchange circuit. Further, in the low water temperature circuit 3, the cooling water circulates through the battery heating circuit 33. Further, in the high water temperature circuit 4, the cooling water circulates through the radiator bypass circuit. Therefore, when the operation mode is the heating A mode, the refrigeration circuit 2 forms a heat exchange circuit. The low water temperature circuit 3 forms a battery heating circuit 33. The high water temperature circuit 4 forms a radiator bypass circuit.
When the operation mode is the heating A mode, the three-way valve 351 and the three-way valve 361 communicate with the cooling water passage 310 and the cooling water passage 320, respectively. Further, the compressor 20, the water pump 321 and the water pump 43 are driven, and the water pump 311 is stopped. Further, the electromagnetic valve 28 is closed and the electromagnetic valve 29 is opened. The three-way valve 45 forms a radiator bypass circuit. The compressor 20 is controlled so that the temperature of the air after passing through the evaporator 26 becomes a target temperature such as 1 ° C., for example. And after passing the evaporator 26, the air mix door which adjusts the ratio of the air which passes the heater core 41 is controlled so that the air of the target blowing temperature Xm is obtained. When dehumidifying heating is performed as heating, the refrigeration circuit 2 may further form a cooling circuit by opening the electromagnetic valve 28.
As shown in FIG. 11B, when the operation mode is the heating B mode, in the refrigeration circuit 2, the refrigerant circulates through the heat exchange circuit. In the low water temperature circuit 3, the cooling water circulates through the drive device circuit 31 and the battery circuit 32. Further, in the high water temperature circuit 4, the cooling water circulates through the radiator bypass circuit. Therefore, when the operation mode is the heating B mode, the refrigeration circuit 2 forms a heat exchange circuit. The low water temperature circuit 3 forms a drive device circuit 31 and a battery circuit 32. The high water temperature circuit 4 forms a radiator bypass circuit.
When the operation mode is the heating B mode, the three-way valve 351 and the three-way valve 361 each block communication between the cooling water passage 310 and the cooling water passage 320. In addition, the compressor 20, the water pump 311, the water pump 321 and the water pump 43 are driven. Further, the electromagnetic valve 28 is closed and the electromagnetic valve 29 is opened. The three-way valve 45 forms a radiator bypass circuit. In obtaining air at the target blowout temperature Xm, the compressor 20 and the air mix door are controlled in the same manner as in the heating A mode. When performing dehumidifying heating, the refrigeration circuit 2 may further form a cooling circuit by opening the electromagnetic valve 28.
When the operation mode is the heating B mode, the flow rate of the cooling water circulating through the driving device circuit 31 is set smaller than the flow rate of the cooling water circulating through the driving device circuit 31 during cooling. When the operation mode is the heating B mode, the flow rate of the cooling water circulating through the drive device circuit 31 is specifically set based on the temperature sensor 74 within a range in which the inverter temperature can be appropriately detected. Can do.
As shown in FIG. 11C, when the operation mode is the heating C mode, the refrigerant circulation stops in the refrigeration circuit 2. Further, in the low water temperature circuit 3, the cooling water circulates through the drive device circuit 31. Further, in the high water temperature circuit 4, the cooling water circulates through the radiator bypass circuit. Therefore, when the operation mode is the heating C mode, the low water temperature circuit 3 forms the drive device circuit 31. The high water temperature circuit 4 forms a radiator bypass circuit. The refrigeration circuit 2 can form at least one of a cooling circuit and a heat exchange circuit.
When the operation mode is the heating C mode, the three-way valve 351 and the three-way valve 361 each block communication between the cooling water passage 310 and the cooling water passage 320. Further, the water pump 311 and the water pump 43 are driven, and the compressor 20 and the water pump 321 are stopped. Further, the solenoid valve 28 and the solenoid valve 29 are closed. The three-way valve 45 forms a radiator bypass circuit. In obtaining air at the target blowout temperature Xm, the compressor 20 and the air mix door are controlled in the same manner as in the heating A mode. When performing dehumidifying heating, the refrigeration circuit 2 may form a cooling circuit by opening the electromagnetic valve 28, and the compressor 20 may be driven.
When the operation mode is the heating C mode, the flow rate of the cooling water circulating through the drive device circuit 31 is set smaller than the flow rate of the cooling water circulating through the drive device circuit 31 during cooling.
As shown in FIG. 11D, when the operation mode is the cooling mode, the operating state of the vehicle air conditioner 1 is the same as the operating state described above with reference to FIG. 3A. For this reason, description of the operation state when the operation mode is the cooling mode is omitted here. In addition, in obtaining the air of the target blowing temperature Xm, the compressor 20 and the air mix door are controlled in the same manner as in the heating A mode.
As shown in FIG. 11E, when the operation mode is the heat storage charge mode, the operating state of the vehicle air conditioner 1 is the same as the operating state described above with reference to FIG. 3C. For this reason, description of the operation state when the operation mode is the heat storage charge mode is omitted here. In this case, the compressor 20 is controlled with a predetermined discharge pressure. The predetermined discharge pressure is a constant pressure, for example, 20 kg / cm 2 . In this case, the air ratio adjustment control using the air mix door is not performed.
As shown in FIG. 11F, when the operation mode is the cold storage charge mode, in the refrigeration circuit 2, the refrigerant circulates through the heat exchange circuit. In the low water temperature circuit 3, the cooling water circulates through the driving device circuit 31 and the battery circuit 32. Further, in the high water temperature circuit 4, the cooling water circulates through the radiator circuit. Therefore, when the operation mode is the cold storage charging mode, the refrigeration circuit 2 forms a heat exchange circuit. The low water temperature circuit 3 forms a drive device circuit 31 and a battery circuit 32. The high water temperature circuit 4 forms a radiator circuit.
When the operation mode is the cold storage charge mode, the three-way valve 351 and the three-way valve 361 each block communication between the cooling water passage 310 and the cooling water passage 320. In addition, the compressor 20, the water pump 311, the water pump 321 and the water pump 43 are driven. Further, the electromagnetic valve 28 is closed and the electromagnetic valve 29 is opened. The three-way valve 45 forms a radiator circuit. In this case, the compressor 20 is controlled so that the temperature of the low-temperature cooling water after passing through the refrigerant-water heat exchanger 27 becomes the target temperature, for example, using the lower limit temperature of the above-described appropriate temperature range as the target temperature. The compressor 20 can perform such control by limiting the upper limit output. In this case, the air ratio adjustment control using the air mix door is not performed.
By the way, each of the vehicle air conditioner 1, the vehicle air conditioner 1A, the vehicle air conditioner 1B, and the vehicle air conditioner 1C includes an on-vehicle temperature control device as described below.
Here, each of the vehicle air conditioner 1, the vehicle air conditioner 1A, the vehicle air conditioner 1B, and the vehicle air conditioner 1C includes the low water temperature circuit 3 or the low water temperature circuit 3A. The low water temperature circuit 3 and the low water temperature circuit 3A together constitute a heat medium circuit in which low water temperature cooling water circulates as a heat medium.
Therefore, each of the vehicle air conditioner 1, the vehicle air conditioner 1A, the vehicle air conditioner 1B, and the vehicle air conditioner 1C includes the low water temperature circuit 3 or the low water temperature circuit 3A, thereby including a heat medium circuit.
Each of the vehicle air conditioner 1, the vehicle air conditioner 1A, the vehicle air conditioner 1B, and the vehicle air conditioner 1C further includes any one of the refrigeration circuit 2, the refrigeration circuit 2A, the refrigeration circuit 2B, and the refrigeration circuit 2C.
The refrigeration circuit 2, the refrigeration circuit 2A, the refrigeration circuit 2B, and the refrigeration circuit 2C each have a compressor 20 as a compression unit. Moreover, it has at least any one of the capacitor | condenser 21, the capacitor | condenser 21A, and the capacitor | condenser 21B as a condensation part, and has the SC capacitor | condenser 23 as a supercooling part. Further, at least the expansion valve 24 of the expansion valve 24 and the expansion valve 25 is provided as the expansion unit, and at least the evaporator 26 of the evaporator 26 and the refrigerant-water heat exchanger 27 is provided as the evaporation unit.
Therefore, each of the vehicle air conditioner 1, the vehicle air conditioner 1A, the vehicle air conditioner 1B, and the vehicle air conditioner 1C includes the refrigeration circuit 2, the refrigeration circuit 2A, the refrigeration circuit 2B, or the refrigeration circuit 2C. A refrigeration circuit having a condensing part, a supercooling part, an expansion part and an evaporation part.
The refrigeration circuit 2, the refrigeration circuit 2A, the refrigeration circuit 2B, and the refrigeration circuit 2C have an evaporator 26. In these cases, the vehicle interior air-conditioning air, which is the air used for the vehicle interior air conditioning, is appropriately cooled, so that temperature adjustment can be performed with the vehicle interior air-conditioned air as a temperature control target. In the case of the refrigeration circuit 2C, since it is configured to further heat, it is possible to adjust the temperature of the conditioned air in the passenger compartment by heating.
The refrigeration circuit 2 and the refrigeration circuit 2C further include a refrigerant-water heat exchanger 27. In these cases, the battery 322 can be cooled or heated. That is, it is possible to perform temperature adjustment using the battery 322 as a temperature adjustment target.
Therefore, each of the vehicle air conditioner 1, the vehicle air conditioner 1A, the vehicle air conditioner 1B, and the vehicle air conditioner 1C includes the refrigeration circuit 2, the refrigeration circuit 2A, the refrigeration circuit 2B, or the refrigeration circuit 2C. A refrigeration circuit that adjusts the temperature of a temperature adjustment target such as indoor air-conditioned air or a battery 322 is provided.
Both the low water temperature circuit 3 and the low water temperature circuit 3A have a sub radiator 312 as a heat radiating section. Therefore, in each of the vehicle air conditioner 1, the vehicle air conditioner 1A, the vehicle air conditioner 1B, and the vehicle air conditioner 1C, the low water temperature circuit 3 or the low water temperature circuit 3A provided as a heat medium circuit has a heat radiating portion.
Therefore, each of the vehicle air conditioner 1, the vehicle air conditioner 1A, the vehicle air conditioner 1B, and the vehicle air conditioner 1C includes a heat medium circuit and a refrigeration circuit, and the heat medium circuit includes a heat radiating unit. Including equipment.
As described above, according to the on-vehicle temperature control device exemplified as a component of the vehicle air conditioner 1, the vehicle air conditioner 1A, the vehicle air conditioner 1B, or the vehicle air conditioner 1C, the excess is exemplified by the SC capacitor 23. Cooling of the refrigerant can be promoted by the cooling unit. Therefore, the efficiency of the refrigeration circuit exemplified by the refrigeration circuit 2, the refrigeration circuit 2A, the refrigeration circuit 2B, or the refrigeration circuit 2C can be improved.
In such an on-vehicle temperature control device, the condenser portion exemplified by the capacitor 21, the capacitor 21A, and the capacitor 21B is exemplified by a fluid different from the heat medium exemplified by the low water temperature cooling water, that is, the high water temperature cooling water and air. The refrigerant dissipates heat.
According to the on-vehicle temperature control device having such a configuration, the condensing unit and the supercooling unit exemplified as described above radiate the refrigerant to different fluids, so that the refrigerant is more effective than the case of radiating the refrigerant to the same fluid. It becomes possible to promote the cooling of.
Incidentally, it can be said that the vehicle air conditioner 1 has the following configuration in other words. That is, it can be said that the vehicle air conditioner includes an on-vehicle temperature control device, the temperature control target is air conditioning air in the vehicle interior, and the evaporation unit includes the evaporator 26.
According to the vehicle air conditioner 1 configured as described above, as described above, heat is radiated from the refrigeration circuit 2 to the drive device circuit 31 by the SC capacitor 23 during cooling, so that overcooling is obtained. It enables energy saving by improving efficiency. The same applies to the vehicle air conditioner 1A, the vehicle air conditioner 1B, and the vehicle air conditioner 1C.
Here, if supercooling is promoted in the refrigeration cycle, the efficiency during cooling will be improved. However, when the refrigerant is cooled by overcooling, when the refrigeration cycle is used for heating, there is a possibility that the heating performance is deteriorated. On the other hand, in this embodiment, this problem is solved with the configuration described below.
That is, in the vehicle air conditioner 1, the evaporating unit further includes the refrigerant-water heat exchanger 27, and the condensing unit exemplified by the capacitor 21 indirectly radiates heat to the vehicle interior conditioned air during heating. I can say that. Further, at the time of heating, the low water temperature circuit 3 stops the flow of the low water temperature cooling water to the sub radiator 312 and circulates the low water temperature cooling water between the SC condenser 23 and the refrigerant-water heat exchanger 27. It can be said. In this configuration, the refrigerant heat dissipated by the SC condenser 23 is absorbed by the refrigerant-water heat exchanger 27 via the low water temperature cooling water. That is, the amount of heat for the supercooling, in other words, the amount of heat released by the SC condenser 23 is returned to the refrigeration circuit 2 again via the refrigerant-water heat exchanger 27, so that the heating performance is reduced. It is suppressed. The condenser 21 is an example of a condensing unit that indirectly radiates heat to the vehicle interior conditioned air via the heater core 41 of the high water temperature circuit 4.
Further, according to the vehicle air conditioner 1 configured in this way, as described above, heat can be saved by radiating heat from the battery circuit 32 to the refrigeration circuit 2 by the refrigerant-water heat exchanger 27 during heating. become. Therefore, energy saving can be achieved both during cooling and during heating. The same applies to the vehicle air conditioner 1C. In this case, the condenser 21B exemplifies a condensing unit that directly radiates heat to the vehicle interior conditioned air.
It can be said that the vehicle air conditioner 1 has the following configuration. That is, it can be said that the low water temperature circuit 3 is further provided to perform heat exchange between the battery 322 and the low water temperature cooling water. In addition, it can be said that the battery heating circuit 33 that circulates the low-temperature cooling water among the SC condenser 23, the battery 322, and the refrigerant-water heat exchanger 27 is formed during heating.
According to the vehicle air conditioner 1 configured as described above, the battery 322 can be heated as described above. The same applies to the vehicle air conditioner 1C.
It can be said that the vehicle air conditioner 1 has the following configuration. That is, it can be said that the battery heating circuit 33 is further provided to perform heat exchange between the motor 313 and the inverter 314 and the low water temperature cooling water. When the battery temperature and the inverter temperature are higher than the predetermined temperature β, it can be said that the low water temperature circuit 3 is configured to form the battery heating circuit 33.
According to the vehicle air conditioner 1 configured as described above, the heat of the motor 313, the inverter 314, and the battery 322 can be used for heating. Specifically, in the vehicle air conditioner 1 configured as described above, when the battery temperature is higher than the predetermined temperature β and the inverter temperature is higher than the battery temperature, the low water temperature circuit 3 causes the battery heating circuit 33 to be connected. It can be set as the structure to form. The same applies to the vehicle air conditioner 1C.
It can be said that the vehicle air conditioner 1 has the following configuration. That is, it can be said that the low water temperature circuit 3 is further provided to perform heat exchange between the motor 313, the inverter 314, the battery 322, and the low water temperature cooling water. Further, it can be said that the evaporating section includes the refrigerant-water heat exchanger 27. And it can be said that the condensing part illustrated with the capacitor | condenser 21 is the structure which heat-radiates indirectly to vehicle interior air-conditioning air at the time of heating. Further, during heating, the low water temperature circuit 3 forms the drive device circuit 31 and the battery circuit 32 when the battery temperature is higher than the predetermined temperature β and the inverter temperature is lower than the battery temperature. You can say that.
According to the vehicle air conditioner 1 configured as described above, the heat of the heat-usable battery 322 can be used for heating, and the motor 313 and the inverter 314 that cannot use heat can be radiated. The same applies to the vehicle air conditioner 1C. In this case, the condenser 21B exemplifies a condensing unit that directly radiates heat to the vehicle interior conditioned air.
It can be said that the vehicle air conditioner 1 has the following configuration. That is, it can be said that the low water temperature circuit 3 further has a drive device circuit 31 during cooling. And it can be said that the flow rate of the low water temperature cooling water circulating through the drive device circuit 31 in a predetermined case during heating is smaller than the flow rate of the low water temperature cooling water circulating through the drive device circuit 31 during cooling. The predetermined case is a case where the battery temperature is higher than the predetermined temperature β and the inverter temperature is lower than the battery temperature.
According to the vehicle air conditioner 1 configured as described above, it is possible to make it easier to use the heat of the motor 313 and the inverter 314 again by reducing the heat radiation amount of the motor 313 and the inverter 314. The same applies to the vehicle air conditioner 1C.
In other words, the vehicle air conditioner 1B can be said to have the following configuration as a vehicle air conditioner equipped with an on-vehicle temperature control device. That is, it can be said that the temperature control target is the vehicle interior conditioned air, and the refrigeration circuit 2B further includes the condenser 21A and the bypass passage 206 that is an example of the condensing unit bypass passage. Further, it can be said that the refrigeration circuit 2B is configured to circulate the refrigerant between the compressor 20, the bypass passage 206, the condenser 21A, the SC condenser 23, and the evaporator 26 during cooling.
According to the vehicle air conditioner 1B configured as described above, heat can be radiated from the refrigeration circuit 2B to the drive device circuit 31 by the SC capacitor 23 during cooling, and as described above, the efficiency of the refrigeration circuit 2 is improved during cooling. Energy saving is possible.
It can be said that the vehicle air conditioner 1B has the following configuration. That is, it can be said that the refrigeration circuit 2B further includes an expansion valve 201, which is an example of a heating expansion unit, and a bypass channel 209, which is an example of an evaporation unit bypass channel. Further, it can be said that the refrigeration circuit 2B is configured to circulate the refrigerant between the compressor 20, the condenser 21, the expansion valve 201, the condenser 21A, the SC condenser 23, and the bypass passage 209 during heating.
According to the vehicle air conditioner 1B configured as described above, during heating, the refrigerant is decompressed by the expansion valve 201 and then passes through the SC condenser 23. For this reason, the SC capacitor 23 functions as an evaporator.
It can be said that the vehicle air conditioner 1B has the following configuration. That is, it can be said that the low water temperature circuit 3A is further configured to exchange heat between at least one of the motor 313 and the inverter 314 and the low water temperature cooling water. Further, it can be said that the SC capacitor 23 absorbs heat from the low water temperature cooling water during heating.
According to the vehicle air conditioner 1B configured in this way, the waste heat of the motor 313 and the inverter 314 can be recovered by the SC capacitor 23 and used for heating as described above.
In the vehicle air conditioner 1B having such a configuration, the low water temperature circuit 3A is provided between at least one of the motor 313, the inverter 314, and the battery 322 in which the battery 322 is added to the motor 313 and the inverter 314 and the low water temperature cooling water. It may be provided to perform heat exchange. In this case, the heat of the battery 322 can be further recovered and used for heating.
When focusing on the temperature adjustment of the battery 322, the vehicle air conditioner 1 and the vehicle air conditioner 1C can be said to be the following battery temperature control devices. That is, it can be said that the battery temperature adjustment device includes an on-vehicle temperature adjustment device, and the temperature adjustment target is the battery 322. And it can be said that the low water temperature circuit 3 is the structure further provided so that heat exchange may be performed between the battery 322 and the low water temperature cooling water. In addition, it can be said that the evaporating unit includes the refrigerant-water heat exchanger 27 and the condenser unit exemplified by the capacitor 21 and the capacitor 21A directly or indirectly radiates heat to the air as the outside air. When the low water temperature circuit 3 cools the battery 322, a circuit for circulating the low water temperature cooling water between the SC capacitor 23 and the sub-radiator 312 is formed as exemplified by the driving device circuit 31, and the battery It can be said that the circuit 32 is formed. The capacitor 21 is an example of a condensing unit that indirectly radiates heat to the air via the radiator 44, and the capacitor 21A is an example of a condensing unit that directly radiates heat to the air.
According to the battery temperature control apparatus configured in this way, heat can be radiated from the refrigeration circuit 2 to the drive device circuit 31 by the SC capacitor 23 when the battery 322 is cooled. Is possible.
It can be said that the battery temperature control device has the following configuration. In other words, when the low water temperature circuit 3 heats the battery 322, a circuit for circulating the low water temperature cooling water between the SC capacitor 23 and the battery 322 as illustrated by the battery heating circuit 33 is formed. It can be said that there is.
According to the battery temperature control apparatus configured as described above, the battery 322 can be heated by the heat radiation from the SC capacitor 23, so that it is not necessary to provide a heater for heating the battery 322. Alternatively, the heater can be reduced in size.
Incidentally, the SC capacitor 23 in the low water temperature circuit 3 is specifically arranged as follows.
Here, in order to promote the heat radiation from the refrigeration circuit 2 to the low water temperature circuit 3 performed by the SC capacitor 23 during cooling, the SC capacitor 23 needs to be disposed as follows as an arrangement condition during cooling. That is, the low water temperature circuit 3 is a cooling water circulation circuit formed during cooling and needs to be arranged in a circulation circuit including the sub radiator 312. As such a circulation circuit, the vehicle air conditioner 1 forms a drive device circuit 31 as shown in FIGS. 3A and 11D during cooling. Therefore, the SC capacitor 23 needs to be arranged in the driving device circuit 31 in order to satisfy the arrangement condition during cooling.
In order to recover the heat transported by the SC condenser 23 from the refrigeration circuit 2 to the low water temperature circuit 3 during heating by the refrigerant-water heat exchanger 27, the SC condenser 23 is arranged as follows as an arrangement condition during heating. Need to be done. That is, the low water temperature circuit 3 is a circulation circuit for the cooling water formed during heating and needs to be arranged in the circulation circuit including the refrigerant-water heat exchanger 27. And as such a circulation circuit, the vehicle air conditioner 1 forms the battery circuit 32 and the battery heating circuit 33 as shown in FIG. 3B, FIG. 8, FIG. 11A, and FIG. Therefore, the SC capacitor 23 needs to be arranged in the battery circuit 32 or the battery heating circuit 33 in order to satisfy the arrangement condition during heating.
In order to satisfy the arrangement condition at the time of cooling, for example, as shown in FIG. 12, it is conceivable to arrange the SC capacitor 23 between the water pump 311 and the sub radiator 312. Further, in order to satisfy the arrangement condition at the time of heating, for example, as shown in FIG. 13, it is conceivable to arrange the SC capacitor 23 between the water pump 321 and the three-way valve 361.
However, in these cases, both the cooling and heating arrangement conditions cannot be satisfied. Further, the drive device circuit 31 formed during cooling and the battery circuit 32 formed during heating do not have a common flow path. For this reason, in the vehicle air conditioner 1, the SC capacitor 23 is arranged in a flow path common to the drive device circuit 31 and the battery heating circuit 33. Thereby, both the arrangement conditions at the time of cooling and heating can be satisfied. Therefore, the SC capacitor 23 is preferably arranged in this way.
The embodiment of the present invention has been described above. However, the above embodiment only shows a part of application examples of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. Absent.
In the above embodiment, the case where the vehicle air conditioner 1 includes the motor 313 and the inverter 314 has been described. However, the motor 313 and the inverter 314 may be at least one of the motor 313 and the inverter 314.
In the above embodiment, the vehicle air conditioner 1 mounted on an electric vehicle has been described as an example, but the vehicle air conditioner 1 may be mounted on a fuel cell vehicle or a hybrid vehicle.
This application claims priority based on Japanese Patent Application No. 2014-49129 filed with the Japan Patent Office on March 12, 2014, and Japanese Patent Application No. 2014-195462 filed with the Japan Patent Office on September 25, 2014 The entire contents of this application are hereby incorporated by reference.
A heat medium circuit in which the heat medium circulates;
A supercooling unit that cools the refrigerant by exchanging heat between the compression unit that compresses the refrigerant, the condensing unit that condenses the refrigerant compressed by the compression unit, the refrigerant that is condensed by the condensing unit, and the heat medium. A refrigerating circuit that adjusts the temperature of a temperature adjustment target, and an expansion unit that expands the refrigerant cooled by the supercooling unit, and an evaporation unit that evaporates the refrigerant expanded by the expansion unit. ,
The heat medium circuit has a heat radiating part that radiates heat from the heat medium that has exchanged heat with the refrigerant in the subcooling part.
In-vehicle temperature controller.
The on-vehicle temperature control device according to claim 1,
The condensing unit radiates the refrigerant to a fluid different from the heat medium.
A vehicle air conditioner comprising the on-vehicle temperature control device according to claim 1 or 2,
The temperature control target is air used for vehicle interior air conditioning,
The evaporating unit includes an air conditioning evaporating unit that absorbs heat from air used for vehicle interior air conditioning,
The vehicle air conditioner according to claim 3,
The evaporation unit further includes an endothermic evaporation unit that absorbs heat from the heat medium,
During heating,
The condensing part radiates heat to air used for vehicle interior air conditioning directly or indirectly,
The heat medium circuit stops circulation of the heat medium to the heat radiating unit, and circulates the heat medium between the supercooling unit and the heat absorption evaporation unit.
The vehicle air conditioner according to claim 4,
The heat medium circuit is
Furthermore, provided to perform heat exchange between the battery and the heat medium,
Forming a battery heating circuit that circulates the heat medium between the supercooling unit, the battery, and the endothermic evaporation unit during heating;
The vehicle air conditioner according to claim 5,
The battery heating circuit is further provided to exchange heat between a driving device including at least one of a motor and an inverter and the heat medium,
The heat medium circuit forms the battery heating circuit when the temperature of the battery and the temperature of the driving device are higher than a predetermined temperature.
The heat medium circuit is further provided to perform heat exchange between a drive device including at least one of a motor and an inverter, a battery, and the heat medium,
When the temperature of the battery is higher than a predetermined temperature and the temperature of the driving device is lower than the temperature of the battery, the heat medium circuit includes the supercooling unit, the driving device, and the heat dissipation unit. A drive device circuit for circulating the heat medium is formed, and a battery circuit for circulating the heat medium between the battery and the heat absorption evaporation unit is formed.
The vehicle air conditioner according to claim 7,
The heat medium circuit further forms the drive device circuit during cooling,
During heating, when the temperature of the battery is higher than a predetermined temperature and the temperature of the driving device is lower than the temperature of the battery, the flow rate of the heat medium circulating in the driving device circuit is the driving device during cooling. Smaller than the flow rate of the heat medium circulating in the circuit,
The refrigeration circuit is
An outdoor heat exchange unit that is arranged between the supercooling unit and the condensing unit and exchanges heat between the refrigerant and air outside the vehicle compartment, and bypasses the condensing unit and is connected to the outdoor heat exchanging unit A condensing part bypass flow path to
The refrigerant is configured to circulate between the compression unit, the condensing unit bypass flow path, the outdoor heat exchange unit, the supercooling unit, and the evaporation unit during cooling.
The vehicle air conditioner according to claim 9,
A heating-time expansion unit provided between the condensing unit and the outdoor heat exchange unit, and an evaporation unit bypass flow path that bypasses the evaporation unit,
During heating, the refrigerant is configured to circulate between the compression unit, the condensing unit, the heating expansion unit, the outdoor heat exchange unit, the supercooling unit, and the evaporation unit bypass flow path.
The vehicle air conditioner according to claim 10,
The heat medium circuit is further provided to exchange heat between at least one of a motor and an inverter and the heat medium,
The supercooling unit absorbs heat from the heat medium during heating.
The vehicle air conditioner according to claim 11,
The heat medium circuit is provided so as to exchange heat between the heat medium and at least one of the motor, the inverter, and the battery obtained by adding a battery to the motor and the inverter.
A battery temperature control device comprising the on-vehicle temperature control device according to claim 1 or 2,
The temperature control target is a battery,
The heat medium circuit is further provided to exchange heat between the battery and the heat medium;
The evaporation section includes an endothermic evaporation section that absorbs heat from the heat medium,
The condensing part radiates heat directly or indirectly to the air,
The heat medium circuit forms a circuit that circulates the heat medium between the subcooling unit and the heat radiating unit when cooling the battery, and the heat medium circuit between the battery and the heat absorption evaporation unit. Forming a battery circuit for circulating the medium,
Battery temperature control device.
The battery temperature control device according to claim 13,
The heating medium circuit forms a circuit for circulating the heating medium between the supercooling unit and the battery when the battery is heated.
PCT/JP2014/079260 2014-03-12 2014-11-04 In-vehicle temperature adjusting device, vehicle air-conditioning device, and battery temperature adjsuting device WO2015136768A1 (en)
JP2014-049129 2014-03-12
JP2014049129 2014-03-12
JP2014-195462 2014-09-25
JP2014195462A JP2015186989A (en) 2014-03-12 2014-09-25 On-vehicle temperature control device, vehicle air conditioner, and battery temperature control device
EP14885782.4A EP3118035A4 (en) 2014-03-12 2014-11-04 In-vehicle temperature adjusting device, vehicle air-conditioning device, and battery temperature adjsuting device
CN201480077099.3A CN106103154A (en) 2014-03-12 2014-11-04 Vehicle-mounted register, air conditioner for vehicles and battery register
US15/125,067 US20170021698A1 (en) 2014-03-12 2014-11-04 Vehicle-mounted temperature adjustment device, vehicle air-conditioning device, and battery temperature adjustment device
WO2015136768A1 true WO2015136768A1 (en) 2015-09-17
ID=54071234
PCT/JP2014/079260 WO2015136768A1 (en) 2014-03-12 2014-11-04 In-vehicle temperature adjusting device, vehicle air-conditioning device, and battery temperature adjsuting device
US (1) US20170021698A1 (en)
EP (1) EP3118035A4 (en)
JP (1) JP2015186989A (en)
CN (1) CN106103154A (en)
WO (1) WO2015136768A1 (en)
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2014-09-25 JP JP2014195462A patent/JP2015186989A/en not_active Withdrawn
2014-11-04 EP EP14885782.4A patent/EP3118035A4/en not_active Withdrawn
2014-11-04 WO PCT/JP2014/079260 patent/WO2015136768A1/en active Application Filing
2014-11-04 US US15/125,067 patent/US20170021698A1/en not_active Abandoned
2014-11-04 CN CN201480077099.3A patent/CN106103154A/en not_active IP Right Cessation
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JP2015186989A (en) 2015-10-29
EP3118035A1 (en) 2017-01-18
CN106103154A (en) 2016-11-09
US20170021698A1 (en) 2017-01-26
EP3118035A4 (en) 2017-04-19
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