JP6838527B2 - Vehicle air conditioner - Google Patents

Description

The present invention relates to an air conditioner used in a vehicle.

Conventionally, Patent Document 1 describes a battery temperature control device that performs air conditioning (that is, cooling and heating) and battery temperature control.

This battery temperature controller includes a compressor, an indoor condenser, an outdoor condenser, an evaporator, an expansion valve, a low temperature heat exchanger, and a battery temperature control unit. Then, when the battery is charged from the outside of the vehicle, the battery is preheated by the electric power received from the outside of the vehicle, and the heat stored in the battery is used for heating or the like.

This battery temperature control device determines the necessity of heat storage in the battery when charging from the outside of the vehicle, and when it is determined that heat storage is necessary, the battery being charged is more than when it is determined that heat storage is unnecessary. Set the target temperature high.

In this battery temperature control device, the target temperature of the battery is not set uniformly, but when it is determined that heat storage is necessary, the target temperature is set higher than when it is determined that heat storage is not necessary. Therefore, when heat storage is not required, power consumption during external charging can be suppressed, while when heat storage is required, heat that can be dissipated can be stored in the battery.

Therefore, the battery can be effectively used as a heat storage unit while eliminating waste of power consumption during external charging. As a result, the heat stored in the battery can be used for heating or the like to save energy in heating.

JP-A-2015-179609

However, in the above-mentioned conventional technique, since heat is stored in the battery itself, it is not possible to store heat in excess of the heat capacity of the battery, and the amount of heat storage is limited. Therefore, there is a problem that there is a limit to energy saving.

In view of the above points, it is an object of the present invention to increase the amount of heat stored during charging in an air conditioner that cools and heats air to further save energy.

In order to achieve the above object, the vehicle air conditioner according to claim 1 is used.
A compressor (11) that sucks in refrigerant, compresses it, and discharges it.
Heating units (12, 22) that heat the air blown to the air-conditioned space using the heat of the refrigerant discharged from the compressor (11) as a heat source.
Heat dissipation parts (12, 23, 81) that dissipate the heat of the refrigerant to the outside air,
A cooling unit (14) that cools the air using the cold heat of the refrigerant, and
A heat medium cooling heat exchanger (17) that cools the heat medium by exchanging heat between the refrigerant and the heat medium.
A decompression unit (80, 13, 16) capable of depressurizing the refrigerant flowing into the heat medium cooling heat exchanger (17), and
The air heating mode in which the heat medium absorbs heat from the heat medium to the refrigerant in the heat medium cooling heat exchanger (17) and heats the air in the heating section (12, 22), and the outside air from the refrigerant in the heat dissipation section (12, 23, 81). A mode switching unit (18, 54, 80) that switches between an air cooling mode that dissipates heat and cools the air with the cooling unit (14),
A battery (33) that supplies electric power to the vehicle's running motor, generates heat when it is charged, and is cooled by a heat medium.
A heating device (36) that generates heat when the battery (33) is being charged and is cooled by a heat medium.
Traveling system heat generating devices (35, 37) that generate heat when receiving electric power from the battery (33), have a higher allowable temperature than the battery (33), and circulate the heat medium.
A heat medium circuit (30) that circulates a heat medium through a heat medium cooling heat exchanger (17),
It is a valve capable of blocking the circulation of the heat medium to the battery (33), the heat generating device (36) and the traveling system heat generating device (35, 37), and the refrigerant flows through the heat medium cooling heat exchanger (17). If the temperature of the heat medium of the heat medium circuit (30) is estimated to be equal to or higher than the switching temperature (T1) when the battery (33) is being charged by an external power source, the battery (33) and the heat generating device The flow of the heat medium in the heat medium circuit (30) is circulated so that the heat medium circulates between at least one of (36), the heat medium cooling heat exchanger (17), and the traveling system heat generating device (35, 37). It is provided with a heat medium flow switching unit (24, 38, 39, 42) for switching.

According to this, the air cooling mode can be realized by the refrigerant cooling the air in the cooling unit (14) and the refrigerant dissipating heat to the outside air in the heat radiating unit (12, 23, 81).

Further, the air heating mode can be realized by the refrigerant absorbing heat from the outside air at the heat radiating unit (12, 23, 81) and heating the air using the heat generated by the heating unit (12, 22).

Then, when the battery (33) is charged by an external power source, the heat generated by at least one of the battery (33) and the heat generating device (36) is stored in the heat medium of the heat medium circuit (30), so that the battery Heat can be stored in excess of the heat capacity of at least one of (33) and the heat generating device (36). Therefore, since the amount of heat storage can be increased, the heat generated by charging can be used more effectively to further save energy.

The reference numerals in parentheses of each means described in this column and in the claims indicate the correspondence with the specific means described in the embodiments described later.

It is an overall block diagram of the air conditioner in 1st Embodiment. It is a block diagram of the cooling water circuit of the air conditioner in 1st Embodiment. It is a block diagram which shows the electric control part of the air conditioner in 1st Embodiment. It is a block diagram which shows the cooling water flow in the cooling mode in 1st Embodiment. It is a block diagram which shows another example of the cooling water flow in the cooling mode in 1st Embodiment. It is a block diagram which shows the cooling water flow in the heating mode in 1st Embodiment. It is a block diagram which shows another example of the cooling water flow in the heating mode in 1st Embodiment. It is a block diagram which shows the cooling water flow at the time of quick charge in 1st Embodiment. It is a block diagram which shows another example of the cooling water flow at the time of quick charge in 1st Embodiment. It is a block diagram which shows another example of the cooling water flow at the time of quick charge in 1st Embodiment. It is a block diagram which shows another example of the cooling water flow at the time of quick charge in 1st Embodiment. It is a block diagram which shows another example of the cooling water flow at the time of quick charge in 1st Embodiment. It is a block diagram which shows another example of the cooling water flow at the time of quick charge in 1st Embodiment. It is a block diagram of the cooling water circuit of the air conditioner in 2nd Embodiment. It is a block diagram of the cooling water circuit of the air conditioner in 3rd Embodiment.

Hereinafter, embodiments will be described with reference to the drawings. In each of the following embodiments, parts that are the same or equal to each other are designated by the same reference numerals in the drawings.

(First Embodiment)
Hereinafter, embodiments will be described with reference to the drawings. The vehicle air conditioner 1 shown in FIGS. 1 and 2 is an air conditioner that adjusts the vehicle interior space (in other words, the space subject to air conditioning) to an appropriate temperature. The vehicle air conditioner 1 has a refrigeration cycle device 10. In the present embodiment, the refrigeration cycle device 10 is mounted on a hybrid vehicle that obtains driving force for vehicle traveling from an engine (in other words, an internal combustion engine) and a traveling motor (in other words, an electric motor).

The hybrid vehicle of the present embodiment is configured as a plug-in hybrid vehicle capable of charging the electric power supplied from an external power source (in other words, a commercial power source) when the vehicle is stopped to a battery mounted on the vehicle (in other words, an in-vehicle battery). Has been done. As the battery, for example, a lithium ion battery can be used.

As a charging mode, it has a quick charging mode for rapidly charging at a high voltage. The high voltage is a voltage higher than the voltage of the household power supply, and is, for example, a voltage such as 400V or 500V.

The driving force output from the engine is used not only for traveling the vehicle but also for operating the generator. Then, the electric power generated by the generator and the electric power supplied from the external power source can be stored in the battery, and the electric power stored in the battery constitutes not only the traveling motor but also the refrigeration cycle device 10. It is supplied to various in-vehicle devices including electric components.

The refrigeration cycle device 10 includes a compressor 11, a condenser 12, a first expansion valve 80, an outdoor heat exchanger 81, a second expansion valve 13, an air cooling evaporator 14, a constant pressure valve 15, a third expansion valve 16, and cooling. It is a vapor compression type refrigerator provided with an evaporator 17 for water cooling. The refrigeration cycle apparatus 10 of the present embodiment uses a fluorocarbon-based refrigerant as the refrigerant, and constitutes a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant.

The refrigeration cycle device 10 includes a series refrigerant flow path 10a, a first parallel refrigerant flow path 10b, a second parallel refrigerant flow path 10c, an outdoor unit bypass flow path 10d, and an evaporator bypass flow path 10e. The series refrigerant flow path 10a, the first parallel refrigerant flow path 10b, the second parallel refrigerant flow path 10c, the outdoor unit bypass flow path 10d, and the evaporator bypass flow path 10e are flow paths through which the refrigerant flows.

The series refrigerant flow path 10a, the first parallel refrigerant flow path 10b, and the second parallel refrigerant flow path 10c form a refrigerant circulation circuit in which the refrigerant circulates. The first parallel refrigerant flow path 10b and the second parallel refrigerant flow path 10c are connected to the series refrigerant flow path 10a so that the refrigerants flow in parallel with each other.

In the series refrigerant flow path 10a, the compressor 11, the condenser 12, the first expansion valve 80, and the outdoor heat exchanger 81 are arranged in series with each other in this order in the flow of the refrigerant.

In the first parallel refrigerant flow path 10b, a second expansion valve 13, an air cooling evaporator 14, and a constant pressure valve 15 are arranged in series with each other in this order in the flow of the refrigerant.

In the second parallel refrigerant flow path 10c, the third expansion valve 16 and the cooling water cooling evaporator 17 are arranged in series with each other in this order in the flow of the refrigerant.

The refrigerant circulates in the order of the compressor 11, the condenser 12, the second expansion valve 13, the air cooling evaporator 14, the constant pressure valve 15, and the compressor 11 by the series refrigerant flow path 10a and the first parallel refrigerant flow path 10b. A circulation circuit is formed.

The series refrigerant flow path 10a and the second parallel refrigerant flow path 10c form a refrigerant circulation circuit in which the refrigerant circulates in the order of the compressor 11, the condenser 12, the third expansion valve 16, and the cooling water cooling evaporator 17.

The outdoor unit bypass flow path 10d is a flow path in which the refrigerant flowing out of the condenser 12 flows by bypassing the outdoor heat exchanger 81. The evaporator bypass flow path 10e is a flow path through which the refrigerant flowing out of the outdoor heat exchanger 81 bypasses the air cooling evaporator 14.

The confluence of the outdoor unit bypass flow path 10d and the series refrigerant flow path 10a is located on the downstream side of the refrigerant flow from the confluence of the evaporator bypass flow path 10e and the series refrigerant flow path 10a.

A check valve 82 that prevents backflow of refrigerant between the confluence of the evaporator bypass flow path 10e and the series refrigerant flow path 10a and the confluence of the outdoor unit bypass flow path 10d and the series refrigerant flow path 10a. Is placed.

An outdoor unit bypass solenoid valve 83 is arranged in the outdoor unit bypass flow path 10d. The outdoor unit bypass solenoid valve 83 opens and closes the outdoor unit bypass flow path 10d. The operation of the outdoor unit bypass solenoid valve 83 is controlled by the control device 60.

By controlling the outdoor unit bypass solenoid valve 83 so that the refrigerant flowing out of the condenser 12 flows through the outdoor unit bypass flow path 10d, the flow rate of the refrigerant flowing through the outdoor heat exchanger 81 is reduced, and the outdoor heat exchanger 81 The amount of heat exchange in the above can be reduced.

An evaporator bypass solenoid valve 84 is arranged in the evaporator bypass flow path 10e. The evaporator bypass solenoid valve 84 opens and closes the evaporator bypass flow path 10e. The operation of the evaporator bypass solenoid valve 84 is controlled by the control device 60.

By controlling the evaporator bypass electromagnetic valve 84 so that the refrigerant flowing out of the outdoor heat exchanger 81 flows through the evaporator bypass flow path 10e, the flow rate of the refrigerant flowing through the air cooling evaporator 14 is reduced to cool the air. The amount of heat exchange in the evaporator 14 can be reduced.

The compressor 11 is an electric compressor driven by electric power supplied from a battery, and sucks in the refrigerant of the refrigerating cycle device 10 to compress and discharge the refrigerant. The compressor 11 may be a variable displacement compressor driven by a belt.

The condenser 12 is a high-pressure side refrigerant heat medium heat exchanger that condenses the high-pressure side refrigerant by exchanging heat between the high-pressure side refrigerant discharged from the compressor 11 and the cooling water of the high-temperature cooling water circuit 20. The condenser 12 is a heat medium heating heat exchanger that heats the cooling water of the high-temperature cooling water circuit 20 by exchanging heat between the high-pressure side refrigerant discharged from the compressor 11 and the cooling water of the high-temperature cooling water circuit 20. ..

The cooling water of the high-temperature cooling water circuit 20 is a fluid as a heat medium. The cooling water of the high temperature cooling water circuit 20 is a high temperature heat medium. In this embodiment, as the cooling water of the high temperature cooling water circuit 20, a liquid containing at least ethylene glycol, dimethylpolysiloxane or nanofluid, or an antifreeze liquid is used. The high-temperature cooling water circuit 20 is a high-temperature heat medium circuit in which a high-temperature heat medium circulates.

The first expansion valve 80 is a first decompression unit that decompresses and expands the liquid phase refrigerant flowing out of the condenser 12. The first expansion valve 80 is an electric variable throttle mechanism, and has a valve body and an electric actuator. The valve body is configured so that the passage opening of the refrigerant passage (in other words, the throttle opening) can be changed. The electric actuator has a stepping motor that changes the throttle opening of the valve body.

The first expansion valve 80 is composed of a variable throttle mechanism with a fully open function that fully opens the refrigerant passage. The operation of the first expansion valve 80 is controlled by a control signal output from the control device 60.

The outdoor heat exchanger 81 is a refrigerant outside air heat exchanger that exchanges heat between the refrigerant expanded under reduced pressure by the first expansion valve 80 and the outside air. The outdoor heat exchanger 81 is a heat radiating unit that dissipates the heat of the refrigerant to the outside air.

When the temperature of the refrigerant flowing through the outdoor heat exchanger 81 is lower than the temperature of the outside air, the outdoor heat exchanger 81 functions as a heat absorber that absorbs the heat of the outside air into the refrigerant. When the temperature of the refrigerant flowing through the outdoor heat exchanger 81 is higher than the temperature of the outside air, the outdoor heat exchanger 81 functions as a radiator that dissipates the heat of the refrigerant to the outside air.

The first expansion valve 80 is a mode switching unit that switches between a heating mode and a cooling mode. By controlling the throttle opening degree of the first expansion valve 80, it is possible to switch between a state in which the outdoor heat exchanger 81 functions as a heat absorber and a state in which the outdoor heat exchanger 81 functions as a radiator.

By making the outdoor heat exchanger 81 function as a heat absorber, the heat of the outside air can be used for heating. By making the outdoor heat exchanger 81 function as a radiator, excess heat among the heat generated by the refrigeration cycle apparatus 10 can be dissipated to the outside air.

The second expansion valve 13 is a second decompression unit that decompresses and expands the liquid phase refrigerant flowing out of the outdoor heat exchanger 81. The second expansion valve 13 is a mechanical temperature expansion valve. The mechanical expansion valve is a temperature expansion valve that has a temperature sensitive portion and drives the valve body by a mechanical mechanism such as a diaphragm.

A first on-off valve 18 is arranged in the first parallel refrigerant flow path 10b. The first on-off valve 18 is a solenoid valve that opens and closes the first parallel refrigerant flow path 10b. The operation of the first on-off valve 18 is controlled by a control signal output from the control device 60. The first on-off valve 18 is a mode switching unit that switches between a heating mode and a cooling mode.

The second expansion valve 13 is composed of a variable throttle mechanism with a fully closed function that completely closes the refrigerant passage. That is, the second expansion valve 13 can shut off the flow of the refrigerant by fully closing the refrigerant passage. The operation of the second expansion valve 13 is controlled by a control signal output from the control device 60 shown in FIG.

The air cooling evaporator 14 is an air cooling heat exchanger that cools the air blown into the vehicle interior by exchanging heat between the refrigerant flowing out from the second expansion valve 13 and the air blown into the vehicle interior. The air cooling evaporator 14 is a cooling unit that cools air by utilizing the cold heat of the refrigerant. In the air cooling evaporator 14, the refrigerant absorbs heat from the air blown into the vehicle interior.

The constant pressure valve 15 is a pressure adjusting unit (in other words, a pressure adjusting decompression unit) that maintains the pressure of the refrigerant at the outlet side of the air cooling evaporator 14 at a predetermined value.

The constant pressure valve 15 is composed of a mechanical variable throttle mechanism. Specifically, the constant pressure valve 15 reduces the passage area (that is, the throttle opening) of the refrigerant passage when the pressure of the refrigerant on the outlet side of the air cooling evaporator 14 falls below a predetermined value, and the air cooling evaporator 14 When the pressure of the refrigerant on the outlet side of the above exceeds a predetermined value, the passage area (that is, the throttle opening) of the refrigerant passage is increased.

When the fluctuation of the flow rate of the circulating refrigerant circulating in the cycle is small, a fixed throttle made of an orifice, a capillary tube, or the like may be adopted instead of the constant pressure valve 15.

The third expansion valve 16 is a third decompression unit that decompresses and expands the liquid phase refrigerant flowing out of the outdoor heat exchanger 81. The third expansion valve 16 is a mechanical temperature expansion valve similar to the second expansion valve 13.

A second on-off valve 19 is arranged in the second parallel refrigerant flow path 10c. The second on-off valve 19 is a solenoid valve that opens and closes the second parallel refrigerant flow path 10c. The operation of the second on-off valve 19 is controlled by a control signal output from the control device 60.

The cooling water cooling evaporator 17 is a low-pressure side refrigerant heat medium heat exchanger that evaporates the low-pressure refrigerant by exchanging heat between the low-pressure refrigerant flowing out of the third expansion valve 16 and the cooling water of the low-temperature cooling water circuit 30. .. The cooling water cooling evaporator 17 is a heat medium cooling heat exchanger that cools the cooling water of the low temperature cooling water circuit 30 by exchanging heat between the refrigerant and the cooling water of the low temperature cooling water circuit 30. The vapor-phase refrigerant evaporated in the cooling water cooling evaporator 17 is sucked into the compressor 11 and compressed.

The cooling water of the low temperature cooling water circuit 30 is a fluid as a heat medium. The cooling water of the low temperature cooling water circuit 30 is a low temperature heat medium. In this embodiment, as the cooling water of the low temperature cooling water circuit 30, a liquid containing at least ethylene glycol, dimethylpolysiloxane or nanofluid, or an antifreeze liquid is used. The low temperature cooling water circuit 30 is a low temperature heat medium circuit in which a low temperature heat medium circulates.

In the high temperature cooling water circuit 20, a condenser 12, a high temperature side pump 21, a heater core 22, a radiator 23, a two-way valve 24, and a high temperature side reserve tank 25 are arranged.

The high temperature side pump 21 is a heat medium pump that sucks in and discharges cooling water. The high temperature side pump 21 is an electric pump.

The high temperature side pump 21 is a high temperature side flow rate adjusting unit that adjusts the flow rate of the cooling water circulating in the high temperature cooling water circuit 20. The first low temperature side pump 31 and the second low temperature side pump 34 are low temperature side flow rate adjusting units that adjust the flow rate of the cooling water circulating in the low temperature cooling water circuit 30.

The heater core 22 is an air heating heat exchanger that heats the air blown into the vehicle interior by exchanging heat between the cooling water of the high-temperature cooling water circuit 20 and the air blown into the vehicle interior. The heater core 22 is an air heating heat exchanger that heats the air by exchanging heat between the cooling water of the high-temperature cooling water circuit 20 and the air blown into the vehicle interior.

The condenser 12 and the heater core 22 are heating units that heat the air blown to the air-conditioned space by using the heat of the refrigerant discharged from the compressor 11 as a heat source.

The radiator 23 is a high-temperature heat medium outside air heat exchanger that exchanges heat between the cooling water of the high-temperature cooling water circuit 20 and the outside air. The condenser 12 and the radiator 23 are heat radiating units that dissipate the heat of the refrigerant to the outside air.

The radiator 23 is a radiator common to both the high temperature cooling water circuit 20 and the low temperature cooling water circuit 30. Outside air is blown to the radiator 23 and the outdoor heat exchanger 81 by the outdoor blower 41.

The radiator 23 is a radiator common to both the high temperature cooling water circuit 20 and the low temperature cooling water circuit 30. Outside air is blown to the radiator 23 and the outdoor heat exchanger 81 by the outdoor blower 41 shown in FIG.

The outdoor blower 41 is an outside air blower that blows outside air toward the radiator 23 and the outdoor heat exchanger 81. The outdoor blower 41 is an electric blower that drives a fan with an electric motor. The radiator 23, the outdoor heat exchanger 81, and the outdoor blower 41 are arranged at the front of the vehicle. Therefore, when the vehicle is traveling, the traveling wind can be applied to the radiator 23 and the outdoor heat exchanger 81.

The condenser 12, the high temperature side pump 21, and the heater core 22 are arranged in the high temperature side circulation flow path 20a. The high temperature side circulation flow path 20a is a flow path through which the high temperature side cooling water circulates.

The radiator 23 and the two-way valve 24 are arranged in the radiator flow path 20b. The radiator flow path 20b is a flow path through which the high-temperature side cooling water flows in parallel with the heater core 22.

A part of the radiator flow path 20b constitutes a part of the low temperature cooling water circuit 30. That is, a part of the radiator flow path 20b is a cooling water flow path common to both the high temperature cooling water circuit 20 and the low temperature cooling water circuit 30.

The two-way valve 24 is a solenoid valve that opens and closes the radiator flow path 20b. The operation of the two-way valve 24 is controlled by the control device 60. The two-way valve 24 is a high-temperature switching unit that switches the flow of cooling water in the high-temperature cooling water circuit 20.

The two-way valve 24 may be a thermostat. The thermostat is a cooling water temperature-responsive valve having a mechanical mechanism for opening and closing the cooling water flow path by displace the valve body with a thermowax whose volume changes with temperature.

The high temperature side reserve tank 25 is a cooling water storage unit for storing excess cooling water. By storing the surplus cooling water in the high temperature side reserve tank 25, it is possible to suppress a decrease in the amount of cooling water circulating in each flow path.

The high temperature side reserve tank 25 is a closed type reserve tank or an air open type reserve tank. The closed reserve tank is a reserve tank in which the pressure at the liquid level of the stored cooling water becomes a predetermined pressure. The open-air reserve tank is a reserve tank in which the pressure at the liquid level of the stored cooling water becomes atmospheric pressure.

The low-temperature cooling water circuit 30 includes a cooling water cooling evaporator 17, a first low-temperature side pump 31, a radiator 23, a battery 33, a second low-temperature side pump 34, an inverter 35, a charger 36, a motor generator 37, and a first three-way valve. 38, a second three-way valve 39 and a low temperature side reserve tank 40 are arranged.

The first low temperature side pump 31 and the second low temperature side pump 34 are heat medium pumps that suck in and discharge the cooling water. The first low temperature side pump 31 and the second low temperature side pump 34 are electric pumps.

The battery 33, the inverter 35, the charger 36, and the motor generator 37 shown in FIGS. 1 and 2 are in-vehicle devices mounted on the vehicle and generate heat as they operate. The battery 33 and the charger 36 are rechargeable heat generating devices that generate heat as the battery 33 is charged. The inverter 35 and the motor generator 37 are traveling system heat generating devices that generate heat when power is supplied from the battery 33.

The battery 33, the inverter 35, the charger 36, and the motor generator 37 dissipate the waste heat generated by the operation to the cooling water of the low temperature cooling water circuit 30. In other words, the battery 33, the inverter 35, the charger 36 and the motor generator 37 supply heat to the cooling water of the low temperature cooling water circuit 30.

The inverter 35 is a power conversion unit that converts the DC power supplied from the battery 33 into AC power and outputs it to the motor generator 37. The charger 36 is a charger for charging the battery 33. The motor generator 37 uses the electric power output from the inverter 35 to generate a driving force for traveling, and also generates a regenerative electric power during deceleration or downhill.

For example, the upper limit temperature of the battery 33 is about 50 ° C. The upper limit temperature of the inverter 35 and the motor generator 37 is higher than the upper limit temperature of the battery 33, for example, about 65 ° C. The upper limit temperature of the charger 36 is higher than the upper limit temperature of the inverter 35 and the motor generator 37. The battery 33, the inverter 35, the charger 36, and the motor generator 37 need to be kept at a temperature equal to or lower than the upper limit temperature (in other words, the protection temperature) in order to prevent deterioration and failure.

The low temperature side reserve tank 40 is a cooling water storage unit that stores excess cooling water. By storing the excess cooling water in the low temperature side reserve tank 40, it is possible to suppress a decrease in the amount of cooling water circulating in each flow path.

The low temperature side reserve tank 40 is a closed type reserve tank or an air open type reserve tank. The closed reserve tank is a reserve tank in which the pressure at the liquid level of the stored cooling water becomes a predetermined pressure. The open-air reserve tank is a reserve tank in which the pressure at the liquid level of the stored cooling water becomes atmospheric pressure.

The first three-way valve 38, the first low-temperature side pump 31, the cooling water cooling evaporator 17, and the low-temperature side reserve tank 40 are arranged in the low-temperature side main flow path 30a. The low temperature side main flow path 30a is a flow path through which the low temperature side cooling water flows.

The battery 33 and the charger 36 are arranged in the battery flow path 30c. The battery flow path 30c is connected to the low temperature side main flow path 30a. The low temperature side main flow path 30a and the battery flow path 30c form a cooling water circuit in which the low temperature side cooling water circulates.

A first three-way valve 38 is arranged at a connection portion between the low temperature side main flow path 30a and the battery flow path 30c. The first three-way valve 38 switches between a state in which the cooling water in the low temperature side main flow path 30a circulates in the battery flow path 30c and a state in which the cooling water does not circulate. The operation of the first three-way valve 38 is controlled by the control device 60.

The second low temperature side pump 34, the inverter 35, and the motor generator 37 are arranged in the equipment flow path 30d. The low temperature side main flow path 30a and the equipment flow path 30d form a cooling water circuit in which the low temperature side cooling water circulates.

A bypass flow path 30e is connected to the device flow path 30d. The equipment flow path 30d and the bypass flow path 30e form a cooling water circuit in which the low temperature side cooling water circulates.

A second three-way valve 39 is arranged at the connection portion between the equipment flow path 30d and the bypass flow path 30e. The second three-way valve 39 switches between a state in which the cooling water in the low temperature side main flow path 30a circulates in the equipment flow path 30d and a state in which it does not circulate, and a state in which the cooling water in the equipment flow path 30d circulates in the bypass flow path 30e. Switch between non-circulating states. The operation of the second three-way valve 39 is controlled by the control device 60.

The first three-way valve 38 and the second three-way valve 39 are low-temperature switching units that switch the flow of cooling water in the low-temperature cooling water circuit 30.

The radiator connection flow paths 30f and 30g are cooling water flow paths that connect the low temperature side main flow path 30a and the radiator flow path 20b. The low temperature side main flow path 30a, the radiator connection flow paths 30f, 30g, and the radiator flow path 20b form a cooling water circuit in which the low temperature side cooling water circulates.

A radiator two-way valve 42 is arranged in the radiator connection flow path 30f. The radiator two-way valve 42 opens and closes the radiator connection flow path 30f. The operation of the radiator two-way valve 42 is controlled by the control device 60. The radiator two-way valve 42 is a low temperature switching unit that switches the flow of cooling water in the low temperature cooling water circuit 30. The radiator two-way valve 42 may be a thermostat.

The air cooling evaporator 14 and the heater core 22 are housed in a casing 51 (hereinafter, referred to as an air conditioning casing) of the indoor air conditioning unit 50 shown in FIG. The indoor air-conditioning unit 50 is arranged inside an instrument panel (not shown) at the front of the vehicle interior. The air conditioning casing 51 is an air passage forming member that forms an air passage.

The heater core 22 is arranged on the downstream side of the air flow of the air cooling evaporator 14 in the air passage in the air conditioning casing 51. An inside / outside air switching box 52 and an indoor blower 53 are arranged in the air conditioning casing 51. The inside / outside air switching box 52 is an inside / outside air switching unit that switches and introduces the inside air and the outside air into the air passage in the air conditioning casing 51. The indoor blower 53 sucks in and blows the inside air and the outside air introduced into the air passage in the air conditioning casing 51 through the inside / outside air switching box 52.

An air mix door 54 is arranged between the air cooling evaporator 14 and the heater core 22 in the air passage in the air conditioning casing 51. The air mix door 54 adjusts the air volume ratio of the cold air that has passed through the air cooling evaporator 14 to the cold air that flows into the heater core 22 and the cold air that flows through the cold air bypass passage 55. The air mix door 54 is an air heating amount adjusting unit that adjusts the heating amount of air in the heater core 22. The air mix door 54 is a mode switching unit that switches between a heating mode and a cooling mode.

The cold air bypass passage 55 is an air passage through which cold air that has passed through the air cooling evaporator 14 flows by vising the heater core 22.

The air mix door 54 is a rotary door having a rotary shaft rotatably supported by the air conditioning casing 51 and a door substrate portion coupled to the rotary shaft. By adjusting the opening position of the air mix door 54, the temperature of the air conditioning air blown from the air conditioning casing 51 into the vehicle interior can be adjusted to a desired temperature.

The rotating shaft of the air mix door 54 is driven by a servomotor. The operation of the servomotor is controlled by the control device 60.

The air mix door 54 may be a sliding door that slides in a direction substantially orthogonal to the air flow. The sliding door may be a plate-shaped door formed of a rigid body. It may be a film door made of a flexible film material.

The conditioned air whose temperature is adjusted by the air mix door 54 is blown into the vehicle interior from the air outlet 56 formed in the air conditioning casing 51.

The control device 60 shown in FIG. 3 is composed of a well-known microcomputer including a CPU, ROM, RAM, and the like, and peripheral circuits thereof. The control device 60 performs various calculations and processes based on the control program stored in the ROM. Various controlled devices are connected to the output side of the control device 60. The control device 60 is a control unit that controls the operation of various controlled devices.

The devices to be controlled controlled by the control device 60 are the compressor 11, the first expansion valve 80, the second expansion valve 13, the third expansion valve 16, the outdoor blower 41, the high temperature side pump 21, the two-way valve 24, and the first. The low temperature side pump 31, the second low temperature side pump 34, the first three-way valve 38, the second three-way valve 39, the radiator two-way valve 42, and the like.

The software and hardware for controlling the electric motor of the compressor 11 in the control device 60 is a refrigerant discharge capacity control unit. Of the control devices 60, the software and hardware for controlling the first expansion valve 80, the second expansion valve 13, and the third expansion valve 16 are throttle control units.

The software and hardware that control the high-temperature side pump 21 of the control device 60 is the high-temperature heat medium flow rate control unit. The software and hardware for controlling the first low temperature side pump 31 and the second low temperature side pump 34 in the control device 60 is a low temperature heat medium flow rate control unit.

The software and hardware that control the outdoor blower 41 of the control device 60 is an outside air blower capacity control unit. The software and hardware that control the two-way valve 24 of the control device 60 is the two-way valve control unit.

The software and hardware that control the first three-way valve 38 of the control device 60 is the first three-way valve control unit. The software and hardware that control the second three-way valve 39 of the control device 60 is the second three-way valve control unit.

On the input side of the control device 60, the inside air temperature sensor 61, the outside air temperature sensor 62, the solar radiation amount sensor 63, the evaporator temperature sensor 64, the heater core temperature sensor 65, the refrigerant pressure sensor 66, the high temperature cooling water temperature sensor 67, and the low temperature cooling water Various control sensor groups such as a temperature sensor 68 and a window surface humidity sensor 69 are connected.

The inside air temperature sensor 61 detects the vehicle interior temperature Tr. The outside air temperature sensor 62 detects the outside air temperature Tam. The solar radiation sensor 63 detects the solar radiation Ts in the vehicle interior.

The evaporator temperature sensor 64 is a temperature detection unit that detects the temperature of the air cooling evaporator 14. The evaporator temperature sensor 64 is, for example, a fin thermista that detects the temperature of the heat exchange fins of the air cooling evaporator 14, a refrigerant temperature sensor that detects the temperature of the refrigerant flowing through the air cooling evaporator 14, and the like.

The heater core temperature sensor 65 is a temperature detection unit that detects the temperature of the heater core 22. The heater core temperature sensor 65 includes, for example, a fin thermistor that detects the temperature of the heat exchange fins of the heater core 22, a refrigerant temperature sensor that detects the temperature of the cooling water flowing through the heater core 22, and air that detects the temperature of the air flowing out from the heater core 22. A temperature sensor, etc.

The refrigerant pressure sensor 66 is a refrigerant pressure detecting unit that detects the pressure of the refrigerant discharged from the compressor 11. A refrigerant temperature sensor may be connected to the input side of the control device 60 instead of the refrigerant pressure sensor 66. The refrigerant temperature sensor is a refrigerant pressure detecting unit that detects the temperature of the refrigerant discharged from the compressor 11. The control device 60 may estimate the pressure of the refrigerant based on the temperature of the refrigerant.

The high-temperature cooling water temperature sensor 67 is a temperature detection unit that detects the temperature of the cooling water of the high-temperature cooling water circuit 20. For example, the high temperature cooling water temperature sensor 67 detects the temperature of the cooling water of the condenser 12.

The low-temperature cooling water temperature sensor 68 is a temperature detection unit that detects the temperature of the cooling water of the low-temperature cooling water circuit 30. For example, the low temperature cooling water temperature sensor 68 detects the temperature of the cooling water of the cooling water cooling evaporator 17.

The window surface humidity sensor 69 includes a window humidity sensor, a window air temperature sensor, and a window surface temperature sensor.

The window humidity sensor detects the relative humidity of the vehicle interior air near the windshield in the vehicle interior (hereinafter referred to as the window relative humidity). The air temperature sensor near the window detects the temperature of the air inside the vehicle near the windshield. The window surface temperature sensor detects the surface temperature of the windshield.

Various operation switches (not shown) are connected to the input side of the control device 60. Various operation switches are provided on the operation panel 70 and are operated by an occupant. The operation panel 70 is arranged near the instrument panel at the front of the vehicle interior. Operation signals from various operation switches are input to the control device 60.

Various operation switches are an air conditioner switch, a temperature setting switch, and the like. The air conditioner switch sets whether or not to cool the air in the indoor air conditioning unit 50. The temperature setting switch sets the set temperature in the vehicle interior.

Next, the operation in the above configuration will be described. The control device 60 switches the operation mode to either the cooling mode shown in FIGS. 4 to 5 or the heating mode shown in FIGS. 6 to 7 based on the target blowing temperature TAO or the like. The cooling mode is an air cooling mode for cooling the air blown into the vehicle interior. The heating mode is an air heating mode that heats the air blown into the vehicle interior.

The target blowing temperature TAO is the target temperature of the blowing air blown into the vehicle interior. The control device 60 calculates the target blowout temperature TAO based on the following mathematical formula.

TAO = Kset x Tset-Kr x Tr-Kam x Tam-Ks x Ts + C
In this formula, Tset is the vehicle interior set temperature set by the temperature setting switch of the operation panel 70, Tr is the inside air temperature detected by the inside air temperature sensor 61, Tam is the outside air temperature detected by the outside air temperature sensor 62, and Ts is. This is the amount of solar radiation detected by the solar radiation amount sensor 63. Kset, Kr, Kam, and Ks are control gains, and C is a correction constant.

When the control device 60 determines in the heating mode that the window of the vehicle may become cloudy, the control device 60 switches to the dehumidifying / heating mode. For example, in the heating mode, the control device 60 calculates the relative humidity RHW (hereinafter referred to as the window surface relative humidity) of the vehicle interior side surface based on the detection value of the window surface humidity sensor 69, and calculates the vehicle interior side surface relative humidity. Determine if the vehicle window may be fogged based on the relative humidity RHW.

The window surface relative humidity RHW is an index indicating the possibility that the windshield becomes cloudy. Specifically, the larger the value of the window surface relative humidity RHW, the higher the possibility that the windshield becomes cloudy.

Next, the operation in the cooling mode, the heating mode, and the dehumidifying heating mode will be described.

(1) Cooling Mode In the cooling mode, the control device 60 sets the first expansion valve 80 in the fully open state, the second expansion valve 13 in the throttle state, and the third expansion valve 16 in the fully closed state.

The control device 60 determines the operating state (control signals output to the various control devices) of the various control devices connected to the control device 60 based on the target blowout temperature TAO, the detection signal of the sensor group, and the like.

Regarding the control signal output to the second expansion valve 13, the degree of superheat of the refrigerant flowing into the compressor 11 approaches a predetermined target degree of superheat so that the coefficient of performance (so-called COP) of the cycle approaches the maximum value. Is decided.

Regarding the control signal output to the servomotor of the air mix door 54, the air mix door 54 is located at the solid line position in FIG. 1 to block the air passage of the heater core 22, and the air that has passed through the air cooling evaporator 14 The total flow rate is determined to flow around the air passage of the heater core 22.

In the cooling mode, the compressor 11 and the high temperature side pump 21 are operated. In the cooling mode, the two-way valve 24 opens the radiator flow path 20b. As a result, as shown by the thick line in the high-temperature cooling water circuit 20 of FIG. 4, the cooling water of the high-temperature cooling water circuit 20 circulates in the radiator 23, and the radiator 23 dissipates heat from the cooling water to the outside air.

At this time, the cooling water of the high-temperature cooling water circuit 20 also circulates in the heater core 22, but since the air mix door 54 blocks the air passage of the heater core 22, the heater core 22 almost dissipates heat from the cooling water to the air. I can't.

In the refrigerating cycle device 10 in the cooling mode, the refrigerant flows as shown by the broken line arrow in FIG. 1, and the state of the refrigerant circulating in the cycle changes as follows.

That is, the high-pressure refrigerant discharged from the compressor 11 flows into the condenser 12. The refrigerant that has flowed into the condenser 12 dissipates heat to the cooling water of the high-temperature cooling water circuit 20. As a result, the refrigerant is cooled by the condenser 12 and condensed.

The refrigerant flowing out of the condenser 12 flows into the first expansion valve 80. Since the first expansion valve 80 is in the fully open state, the refrigerant is not expanded under reduced pressure in the first expansion valve 80.

The refrigerant flowing out of the first expansion valve 80 flows into the outdoor heat exchanger 81 and dissipates heat to the outside air. As a result, the refrigerant is cooled and condensed even in the first expansion valve 80.

The refrigerant flowing out of the first expansion valve 80 flows into the second expansion valve 13 and is decompressed and expanded by the second expansion valve 13 until it becomes a low-pressure refrigerant. The low-pressure refrigerant decompressed by the second expansion valve 13 flows into the air cooling evaporator 14, absorbs heat from the air blown into the vehicle interior, and evaporates. As a result, the air blown into the vehicle interior is cooled.

Then, the refrigerant flowing out of the air cooling evaporator 14 flows to the suction side of the compressor 11 and is compressed again by the compressor 11.

As described above, in the cooling mode, the air cooling evaporator 14 allows the low-pressure refrigerant to absorb heat from the air, and the cooled air can be blown out into the vehicle interior. As a result, it is possible to realize cooling in the vehicle interior.

In the cooling mode, when it is necessary to cool at least one of the battery 33, the inverter 35, the charger 36, and the motor generator 37, the third expansion valve 16 is throttled and the first low temperature side pump 31 is operated.

As a result, as shown by the solid arrow in FIG. 1, the refrigerant flowing out of the outdoor heat exchanger 81 flows into the third expansion valve 16 and is decompressed and expanded by the third expansion valve 16 until it becomes a low-pressure refrigerant. .. The low-pressure refrigerant decompressed by the third expansion valve 16 flows into the cooling water cooling evaporator 17, and absorbs heat from the cooling water of the low-temperature cooling water circuit 30 and evaporates. As a result, the cooling water of the low temperature cooling water circuit 30 is cooled.

When it is necessary to cool the battery 33 and the charger 36, the first three-way valve 38 brings the cooling water of the low temperature side main flow path 30a into a state of circulating in the battery flow path 30c. As a result, as shown by the thick line in the low temperature cooling water circuit 30 of FIG. 4, the cooling water of the low temperature cooling water circuit 30 circulates in the battery 33 and the charger 36 to cool the battery 33.

When it is necessary to cool the inverter 35 and the motor generator 37, the second three-way valve 39 brings the cooling water of the low temperature side main flow path 30a to circulate in the equipment flow path 30d. As a result, as shown by the thick line in the low temperature cooling water circuit 30 of FIG. 5, the cooling water of the low temperature cooling water circuit 30 circulates in the inverter 35 and the motor generator 37 to cool the inverter 35 and the motor generator 37.

(2) Heating Mode In the heating mode, the control device 60 sets the first expansion valve 80 in the throttled state, the second expansion valve 13 in the fully closed state, and the third expansion valve 16 in the throttled state.

The control device 60 determines the operating state (control signals output to the various control devices) of the various control devices connected to the control device 60 based on the target blowout temperature TAO, the detection signal of the sensor group, and the like.

The control signal output to the first expansion valve 80 is determined so that the temperature of the refrigerant flowing into the outdoor heat exchanger 81 is equal to or lower than the outside air temperature.

Regarding the control signal output to the third expansion valve 16, the degree of superheat of the refrigerant flowing into the compressor 11 is determined so as to approach a predetermined target degree of superheat. The target degree of superheat is set so that the coefficient of performance of the cycle (so-called COP) approaches the maximum value.

Regarding the control signal output to the servomotor of the air mix door 54, the air mix door 54 is located at the broken line position in FIG. 1, the air passage of the heater core 22 is fully opened, and the air that has passed through the air cooling evaporator 14 is used. The total flow rate is determined to pass through the air passage of the heater core 22.

In the heating mode, the compressor 11, the high temperature side pump 21, and the first low temperature side pump 31 are operated. In the heating mode, the two-way valve 24 closes the radiator flow path 20b. As a result, as shown by the thick line in the high-temperature cooling water circuit 20 of FIG. 6, the cooling water of the high-temperature cooling water circuit 20 circulates in the heater core 22, and the cooling water in the heater core 22 dissipates heat to the air blown into the vehicle interior. Will be done.

In the heating mode, the first three-way valve 38 closes the battery flow path 30c, and the second three-way valve 39 closes the equipment flow path 30d and the bypass flow path 30e. As a result, as shown by the thick line in the low temperature cooling water circuit 30 of FIG. 6, the cooling water of the low temperature cooling water circuit 30 circulates in the radiator 23.

In the refrigerating cycle device 10 in the heating mode, the refrigerant flows as shown by the solid arrow in FIG. 1, and the state of the refrigerant circulating in the cycle changes as follows.

That is, the high-pressure refrigerant discharged from the compressor 11 flows into the condenser 12 and exchanges heat with the cooling water of the high-temperature cooling water circuit 20 to dissipate heat. As a result, the cooling water of the high-temperature cooling water circuit 20 is heated.

The refrigerant flowing out of the condenser 12 flows into the first expansion valve 80 and is depressurized so as to be below the outside air temperature. Then, the refrigerant decompressed by the first expansion valve 80 flows into the outdoor heat exchanger 81 and hardly exchanges heat with the outside air or absorbs heat from the outside air.

The refrigerant flowing out of the first expansion valve 80 flows into the third expansion valve 16 and is depressurized until it becomes a low-pressure refrigerant. Then, the low-pressure refrigerant decompressed by the third expansion valve 16 flows into the cooling water cooling evaporator 17, absorbs heat from the cooling water of the low-temperature cooling water circuit 30, and evaporates.

Then, the refrigerant flowing out of the cooling water cooling evaporator 17 flows to the suction side of the compressor 11 and is compressed again by the compressor 11.

As described above, in the heating mode, the heat of the high-pressure refrigerant discharged from the compressor 11 is radiated to the cooling water of the high-temperature cooling water circuit 20 by the condenser 12, and the heat of the cooling water of the high-temperature cooling water circuit 20 is dissipated. The heater core 22 can dissipate heat to the air, and the air heated by the heater core 22 can be blown out into the vehicle interior. As a result, heating of the vehicle interior can be realized.

Since the cooling water of the low-temperature cooling water circuit 30 circulates in the radiator 23, heat is absorbed from the outside air into the cooling water of the low-temperature cooling water circuit 30, and the cooling water of the low-temperature cooling water circuit 30 is used as a low-pressure refrigerant by the cooling water cooling evaporator 17. Can absorb heat. Therefore, the heat of the outside air can be used for heating the interior of the vehicle.

In the heating mode, the outdoor unit bypass solenoid valve 83 may be opened so that the refrigerant flowing out of the condenser 12 bypasses the first expansion valve 80 and the outdoor heat exchanger 81.

In the heating mode, as shown by the thick line in the low-temperature cooling water circuit 30 of FIG. 7, the cooling water of the low-temperature cooling water circuit 30 is circulated to the battery 33, the inverter 35, the charger 36, and the motor generator 37 to circulate the battery 33. , The waste heat of the inverter 35, the charger 36 and the motor generator 37 is absorbed by the cooling water of the low temperature cooling water circuit 30, and the cooling water of the low temperature cooling water circuit 30 is absorbed by the low temperature refrigerant by the cooling water cooling evaporator 17. Can be done.

Therefore, the waste heat of the battery 33, the inverter 35, the charger 36, and the motor generator 37 can be used for heating the vehicle interior. Further, the waste heat of the battery 33, the inverter 35, the charger 36 and the motor generator 37 can be used for defrosting the radiator 23.

By circulating the cooling water of the low temperature cooling water circuit 30 to at least one of the battery 33, the inverter 35, the charger 36 and the motor generator 37, at least one of the battery 33, the inverter 35, the charger 36 and the motor generator 37 is circulated. Waste heat can be used for heating and defrosting the interior of the vehicle.

(3) Defrosting after the heating mode In the heating mode, the cooling water of the low temperature cooling water circuit 30 absorbs heat from the outside air in the radiator 23, so that frost is formed on the radiator 23. Therefore, when the vehicle is stopped after the heating mode is executed, the radiator 23 is defrosted by utilizing the heat remaining in the cooling water of the high-temperature cooling water circuit 20.

That is, by connecting the radiator 23 to the high temperature cooling water circuit 20, the temperature of the radiator 23 rises due to the heat remaining in the cooling water of the high temperature cooling water circuit 20, and the frost adhering to the surface of the radiator 23 is melted. Can be done.

(4) Dehumidifying and heating mode In the dehumidifying and heating mode, the control device 60 sets the first expansion valve 80 in the throttled state, the second expansion valve 13 in the throttled and fully closed state, and the third expansion valve 16 in the fully closed state.

The control device 60 determines the operating state (control signals output to the various control devices) of the various control devices connected to the control device 60 based on the target blowout temperature TAO, the detection signal of the sensor group, and the like.

The control signal output to the first expansion valve 80 is determined so that the temperature of the refrigerant flowing into the outdoor heat exchanger 81 is lower than the outside air temperature.

Regarding the control signal output to the third expansion valve 16, the degree of superheat of the refrigerant flowing into the third expansion valve 16 is determined so as to approach a predetermined target degree of superheat. The target degree of superheat is set so that the coefficient of performance of the cycle (so-called COP) approaches the maximum value.

Regarding the control signal output to the servomotor of the air mix door 54, the air mix door 54 fully opens the air passage of the heater core 22, and the total flow rate of the air passing through the air cooling evaporator 14 passes through the air passage of the heater core 22. Determined to pass.

In the dehumidifying / heating mode, the compressor 11, the high temperature side pump 21, and the first low temperature side pump 31 are operated. In the dehumidifying and heating mode, the two-way valve 24 closes the radiator flow path 20b. As a result, as shown by the thick line in the high-temperature cooling water circuit 20 of FIG. 6, the cooling water of the high-temperature cooling water circuit 20 circulates in the heater core 22, and the cooling water in the heater core 22 dissipates heat to the air blown into the vehicle interior. Will be done.

In the refrigerating cycle device 10 in the dehumidifying / heating mode, the refrigerant flows as shown by the broken line arrow in FIG. 1, and the state of the refrigerant circulating in the cycle changes as follows.

That is, the high-pressure refrigerant discharged from the compressor 11 flows into the condenser 12 and exchanges heat with the cooling water of the high-temperature cooling water circuit 20 to dissipate heat. As a result, the cooling water of the high-temperature cooling water circuit 20 is heated.

The refrigerant flowing out of the condenser 12 flows into the first expansion valve 80 and is depressurized so as to be lower than the outside air temperature. Then, the refrigerant decompressed by the first expansion valve 80 flows into the outdoor heat exchanger 81 and absorbs heat from the outside air.

The refrigerant flowing out of the outdoor heat exchanger 81 flows into the second expansion valve 13 and is depressurized until it becomes a low-pressure refrigerant. Then, the low-pressure refrigerant decompressed by the second expansion valve 13 flows into the air cooling evaporator 14 and absorbs heat from the air blown into the vehicle interior to evaporate. As a result, the air blown into the vehicle interior is cooled and dehumidified. Then, the refrigerant flowing out of the air cooling evaporator 14 flows to the suction side of the compressor 11 and is compressed again by the compressor 11.

As described above, in the dehumidifying / heating mode, the heat of the high-pressure refrigerant discharged from the compressor 11 is radiated to the cooling water of the high-temperature cooling water circuit 20 by the condenser 12, and the heat of the cooling water of the high-temperature cooling water circuit 20 is dissipated. Is radiated to the air by the heater core 22.

Further, the low-pressure refrigerant decompressed by the third expansion valve 16 absorbs heat from the air blown into the vehicle interior by the air cooling evaporator 14, and the air cooled and dehumidified by the air cooling evaporator 14 is cooled and dehumidified by the air cooling evaporator 14 to the heater core. It can be heated at 22 and blown into the vehicle interior. As a result, dehumidifying and heating of the vehicle interior can be realized.

In the dehumidifying and heating mode, by setting the first expansion valve 80 in the throttled state, the refrigerant decompressed by the first expansion valve 80 flows into the outdoor heat exchanger 81 and absorbs heat from the outside air. Therefore, the heat of the outside air can be used for heating the interior of the vehicle.

By setting the third expansion valve 16 in the throttled state in the dehumidifying / heating mode, the low-pressure refrigerant decompressed by the third expansion valve 16 flows into the cooling water cooling evaporator 17 to cool the low-temperature cooling water circuit 30. It absorbs heat from water and evaporates.

Then, as shown by the thick line in the low-temperature cooling water circuit 30 of FIG. 6, the cooling water of the low-temperature cooling water circuit 30 is circulated through the radiator 23 to absorb heat from the outside air to the cooling water of the low-temperature cooling water circuit 30 for cooling. The water cooling evaporator 17 can absorb heat from the cooling water of the low temperature cooling water circuit 30 to the low pressure refrigerant. Therefore, the heat of the outside air can be used for heating the interior of the vehicle.

Further, as shown by the thick line in the low temperature cooling water circuit 30 of FIG. 7, the cooling water cooled by the cooling water cooling evaporator 17 is also circulated to the battery 33, the inverter 35, the charger 36 and the motor generator 37. , The waste heat of the battery 33, the inverter 35, the charger 36 and the motor generator 37 is absorbed by the cooling water of the low temperature cooling water circuit 30, and the cooling water of the low temperature cooling water circuit 30 is changed to a low pressure refrigerant by the cooling water cooling evaporator 17. It can absorb heat. Therefore, the waste heat of the battery 33, the inverter 35, the charger 36, and the motor generator 37 can be used for heating the vehicle interior.

As described above, in the vehicle air conditioner 1 of the present embodiment, the refrigerant flow to the air cooling evaporator 14 and the cooling water cooling evaporator 17 and the cooling water flow in the high temperature cooling water circuit 20 and the low temperature cooling water circuit 30 By switching between, it is possible to perform appropriate cooling, heating and dehumidifying heating in the vehicle interior, and by extension, comfortable air conditioning in the vehicle interior can be realized.

When the quick charge mode in which the battery 33 is rapidly charged at a high voltage is executed during parking, as shown in FIG. 8, in the control device 60, the first three-way valve 38 has the battery flow path 30c and the first low temperature side. The first three-way valve 38 and the second three-way valve 39 are controlled so that the second three-way valve 39 communicates with the pump 31 and closes the equipment flow path 30d and the bypass flow path 30e. Further, the control device 60 controls the radiator two-way valve 42 so that the radiator two-way valve 42 closes the radiator connection flow path 30f. As a result, as shown by the thick line in the low temperature cooling water circuit 30 of FIG. 8, a cooling water circuit in which the cooling water circulates is formed between the cooling water cooling evaporator 17, the battery 33, and the charger 36.

Therefore, the amount of heat generated by the battery 33 due to rapid charging can be stored in the cooling water circuit including the cooling water cooling evaporator 17, so that the stored heat amount can be used for heating after the start of the heating operation. Therefore, the heating performance and the cycle efficiency (so-called COP) can be improved.

Further, since the amount of heat absorbed from the outside air can be reduced in the outdoor heat exchanger 81 and the radiator 23, frost formation in the outdoor heat exchanger 81 and the radiator 23 can be suppressed. Therefore, it is possible to suppress a decrease in heating performance and cycle efficiency (so-called COP) due to frost formation.

In the quick charge mode, when the temperature of the cooling water circulating between the cooling water cooling evaporator 17 and the battery 33 becomes equal to or higher than the switching temperature T1, the temperature of the first three-way valve 38 becomes low as shown in FIG. The side main flow path 30a and the battery flow path 30c are all communicated with each other, and the second three-way valve 39 opens the device flow path 30d and closes the bypass flow path 30e. Further, the radiator two-way valve 42 closes the radiator connection flow path 30f. The switching temperature T1 is a temperature (for example, 45 ° C.) that may exceed the upper limit temperature (for example, about 50 ° C.) of the battery 33.

As a result, as shown by the thick line in the low temperature cooling water circuit 30 of FIG. 9, the cooling water circulates between the cooling water cooling evaporator 17, the battery 33, the charger 36, the inverter 35, and the motor generator 37. A circuit is formed.

Therefore, the amount of heat generated by the battery 33 and the charger 36 due to quick charging can be stored in the cooling water circuit including not only the evaporator 17 for cooling the cooling water but also the inverter 35 and the motor generator 37, so that the amount of heat stored can be stored. As a result, the heating performance and cycle efficiency (so-called COP) can be further improved.

In the quick charge mode, when the temperature of the cooling water circulating between the cooling water cooling evaporator 17, the battery 33, and the charger 36 becomes equal to or higher than the switching temperature T1 (for example, 45 ° C.), as shown in FIG. , The radiator two-way valve 42 may open the radiator connection flow path 30f. As a result, a cooling water circuit in which cooling water circulates is formed between the cooling water cooling evaporator 17, the battery 33, the charger 36, the inverter 35, the motor generator 37, and the radiator 23.

At this time, since the outdoor blower 41 is stopped and does not blow air to the radiator 23, the radiator 23 hardly dissipates heat from the cooling water to the outside air.

Therefore, the amount of heat generated by the battery 33 and the charger 36 due to quick charging can be stored in the cooling water circuit including not only the cooling water cooling evaporator 17, but also the inverter 35, the motor generator 37, and the radiator 23. , The amount of heat storage can be further increased, and the heating performance and cycle efficiency (so-called COP) can be further improved.

In the quick charge mode, when the temperature of the cooling water circulating between the cooling water cooling evaporator 17 and the battery 33 becomes equal to or higher than the switching temperature T1, the radiator two-way valve 42 becomes the radiator as shown in FIG. The connecting flow path 30f may be opened and the two-way valve 24 may open the radiator flow path 20b.

As a result, as shown by the thick line in FIG. 11, the cooling water circuit in which the cooling water circulates between the cooling water cooling evaporator 17, the battery 33, the charger 36, the inverter 35, the motor generator 37, and the condenser 12 is formed. It is formed.

At this time, since the outdoor blower 41 is stopped and does not blow air to the radiator 23, the radiator 23 hardly dissipates heat from the cooling water to the outside air. Further, since the indoor blower 53 is stopped and does not blow air to the heater core 22, heat is hardly dissipated from the cooling water to the air in the heater core 22.

Therefore, the amount of heat generated by the battery 33 due to rapid charging can be stored in the cooling water circuit including the condenser 12 as well as the cooling water cooling evaporator 17, the inverter 35, and the motor generator 37. The amount can be further increased, and thus the heating performance and cycle efficiency (so-called COP) can be further improved.

In the quick charge mode, when the temperature of the cooling water circulating between the cooling water cooling evaporator 17 and the battery 33 becomes the heat radiation temperature T2 or higher, the first three-way valve 38 has a low temperature as shown in FIG. The side main flow path 30a and the battery flow path 30c are all communicated with each other, and the second three-way valve 39 closes the low temperature side main flow path 30a side to open the bypass flow path 30e. Further, the radiator two-way valve 42 opens the radiator connection flow path 30f, and the two-way valve 24 opens the radiator flow path 20b. The heat dissipation temperature T2 is a temperature near the upper limit temperature of the battery 33 (for example, 50 ° C.).

As a result, as shown by the thick line in FIG. 12, the cooling water circuit in which the cooling water circulates between the cooling water cooling evaporator 17, the battery 33, the charger 36, the radiator 23, the condenser 12, and the heater core 22 A cooling water circuit in which cooling water circulates is formed between the inverter 35, the motor generator 37, and the bypass flow path 30e.

Therefore, the heat of the cooling water circulating in the battery 33 can be dissipated to the outside air by the radiator 23, so that the battery 33 can be prevented from exceeding the upper limit temperature and the battery 33 can be protected.

Further, the amount of heat generated by the inverter 35 and the motor generator 37 can be stored in the cooling water circuit including the inverter 35, the motor generator 37, and the bypass flow path 30e. Therefore, it is possible to achieve both protection of the battery 33 and an increase in the amount of heat storage.

In the quick charge mode, when the temperature of the battery 33 becomes the bypass temperature T3 or higher and the temperatures of the inverter 35 and the motor generator 37 also reach the bypass temperature T3 or higher, as shown in FIG. 13, the first three-way valve 38 has a low temperature. The side main flow path 30a and the battery flow path 30c are all communicated with each other, and the second three-way valve 39 closes the low temperature side main flow path 30a side to open the bypass flow path 30e. Further, the radiator two-way valve 42 opens the radiator connection flow path 30f, and the two-way valve 24 closes the radiator flow path 20b. The bypass temperature T3 is a temperature near the upper limit temperature of the battery 33 (for example, 50 ° C.).

As a result, as shown by the thick line in FIG. 13, the cooling water circuit in which the cooling water circulates between the cooling water cooling evaporator 17, the battery 33, and the radiator 23, the inverter 35, the motor generator 37, and the bypass flow path. A cooling water circuit in which cooling water circulates is formed with 30e.

Therefore, when the battery 33 is likely to exceed the upper limit temperature, the heat of the cooling water circulating in the battery 33 can be dissipated to the outside air by the radiator 23, so that the battery 33 can be suppressed from exceeding the upper limit temperature. Can be protected.

Since the upper limit temperature of the inverter 35 and the motor generator 37 is higher than the upper limit temperature of the battery 33, the temperature of the inverter 35 and the motor generator 37 at this time has a margin with respect to the upper limit temperature. In view of this point, the amount of heat generated by the inverter 35 and the motor generator 37 is stored in the cooling water circuit including the inverter 35, the motor generator 37, and the bypass flow path 30e, so that the battery 33 is protected and the amount of heat storage is increased. Can be compatible with each other.

In the present embodiment, the first three-way valve 38 and the second three-way valve 39 are cooled between the battery 33 and the charger 36 and the cooling water cooling evaporator 17 when the battery 33 is rapidly charged by an external power source. The flow of the cooling water in the low temperature cooling water circuit 30 is switched so that the water circulates.

According to this, when the battery 33 is charged by an external power source, the heat generated by the battery 33 and the charger 36 is stored in the cooling water of the low temperature cooling water circuit 30, so that the heat storage exceeds the heat capacity of the battery 33 and the charger 36. can do. Therefore, since the amount of heat storage can be increased, the heat generated by quick charging can be used more effectively to further save energy.

In particular, in a vehicle having a large capacity of the battery 33, the amount of heat generated by the battery 33 and the charger 36 is large, so that significant energy saving can be achieved by increasing the amount of heat storage as in the present embodiment. ..

In the present embodiment, in the first three-way valve 38 and the second three-way valve 39, it is estimated that the temperature of the cooling water of the low-temperature cooling water circuit 30 is equal to or higher than the switching temperature T1 when the battery 33 is charged by an external power source. If so, the flow of the cooling water in the low temperature cooling water circuit 30 is switched so that the cooling water circulates between the battery 33, the cooling water cooling evaporator 17, the inverter 35, and the motor generator 37.

As a result, when the battery 33 is charged by an external power source, the heat generated by the battery 33, the inverter 35 and the motor generator 37 is stored in the cooling water of the low temperature cooling water circuit 30, so that the battery 33 , the inverter 35 and the motor generator It is possible to store heat in excess of the heat capacity of 37. Therefore, since the amount of heat storage can be increased, the heat generated by quick charging can be used more effectively to further save energy.

In the present embodiment, the two-way valve 24, the first three-way valve 38, the second three-way valve 39, and the radiator two-way valve 42 are the cooling water of the low-temperature cooling water circuit 30 when the battery 33 is charged by an external power source. When it is estimated that the temperature of is equal to or higher than the switching temperature T1, the low temperature cooling water circuit 30 and the high temperature cooling water circuit 20 are connected.

As a result, when the battery 33 is charged by an external power source, the heat generated by the battery 33 and the charger 36 is stored not only in the cooling water of the low temperature cooling water circuit 30 but also in the cooling water of the high temperature cooling water circuit 20. The amount of heat storage can be further increased beyond the heat capacity of the battery 33 and the charger 36.

In the present embodiment, the first three-way valve 38 and the radiator two-way valve 42 estimate that the temperature of the cooling water in the low-temperature cooling water circuit 30 is equal to or higher than the heat dissipation temperature T2 when the battery 33 is charged by an external power source. If so, the flow of the cooling water in the low temperature cooling water circuit 30 is switched so that the cooling water circulates between the battery 33 and the cooling water outside air heat exchanger 32.

As a result, it is possible to prevent the battery 33 from exceeding the upper limit temperature, and thus protect the battery 33.

In the present embodiment, it is estimated that in the first three-way valve 38 and the second three-way valve 39, the battery 33, the inverter 35, and the motor generator 37 have a bypass temperature of T3 or higher when the battery 33 is charged by an external power source. In this case, the flow of the cooling water in the low temperature cooling water circuit 30 is switched between the inverter 35, the motor generator 37, and the bypass flow path 30e so that the cooling water circulates independently of the battery 33.

According to this, the cooling water circulates between the cooling water cooling evaporator 17, the battery 33, and the radiator 23, and the cooling water circulates between the inverter 35, the motor generator 37, and the bypass flow path 30e. A cooling water circuit is formed.

In this cooling water circuit, since the cooling water circulates independently of the battery 33, it is possible to prevent the battery 33 from exceeding the upper limit temperature due to the heat generated by the inverter 35 and the motor generator 37, and thus protect the battery 33.

At this time, since the temperatures of the inverter 35 and the motor generator 37 have a margin with respect to the upper limit temperature, the amount of heat generated by the inverter 35 and the motor generator 37 includes the inverter 35, the motor generator 37, and the bypass flow path 30e. Heat is stored in the cooling water circuit. As a result, it is possible to achieve both protection of the battery 33 and an increase in the amount of heat storage.

When it is predicted that the cooling mode will be executed after the quick charge, the first three-way valve 38 and the second three-way valve 39 circulate the cooling water between the battery 33 and the charger 36 and the cooling water outside air heat exchanger 32. The flow of the cooling water in the low temperature cooling water circuit 30 may be switched so as to do so.

According to this, when it is predicted that the cooling mode will be executed after the quick charge, it is not necessary to store heat for heating during the quick charge, so that the battery 33, the charger 36, and the cooling water outside air heat exchanger 32 are used. By circulating the cooling water between the battery 33 and the charger 36, the heat generated by the battery 33 and the charger 36 can be dissipated to the outside air.

(Second Embodiment)
In the above embodiment, the charger 36 is arranged in the battery flow path 30c, but in the present embodiment, as shown in FIG. 14, the charger 36 is arranged in the device flow path 30d. Also in this embodiment, the same effects as those in the above embodiment can be obtained.

In the present embodiment, the first three-way valve 38 and the second three-way valve 39 have a charger 36 when the temperature of the low-temperature cooling water circuit 30 is less than the breaking temperature T4 when the battery 33 is charged by an external power source. When the cooling water circulates between the battery 33 and the battery 33 and the temperature of the low temperature cooling water circuit 30 is equal to or higher than the cutoff temperature T4, the low temperature cooling water circuit prevents the cooling water from circulating between the charger 36 and the battery 33. The flow of the cooling water at 30 is switched. The cutoff temperature T4 is a temperature near the upper limit temperature of the battery 33 (for example, 50 ° C.).

According to this, considering that the permissible temperature of the charger 36 is higher than the permissible temperature of the battery 33, it is possible to achieve both protection of the battery 33 and an increase in the amount of heat storage.

(Third Embodiment)
In this embodiment, as shown in FIG. 15, the heat storage device 85 is arranged in the cooling water circuit. The heat storage device 85 is a heat storage unit that stores the heat of the cooling water. The heat storage device 85 has a larger heat capacity per unit volume than the cooling water.

The heat storage device 85 is arranged in the low temperature side main flow path 30a, the battery flow path 30c, and the equipment flow path 30d. The heat storage device 85 may be arranged in at least one of the low temperature side main flow path 30a, the battery flow path 30c, and the equipment flow path 30d.

In other words, the heat storage device 85 is a portion of the low temperature cooling water circuit 30 in which cooling water circulates between the battery 33 and the charger 36 and the cooling water cooling evaporator 17, and the battery 33, the charger 36 and the inverter 35. It is arranged at least one of the parts where the cooling water circulates with the motor generator 37.

According to this, since the heat storage device 85 can store the heat of the cooling water during the quick charging, the amount of heat generated by the battery 33 during the quick charging can be further stored in the cooling water circuit. Therefore, the amount of heat storage can be further increased, so that the heating performance and cycle efficiency (so-called COP) can be further improved.

(Other embodiments)
The above embodiment can be variously modified as follows, for example.

(1) In the above embodiment, the second expansion valve 13 and the third expansion valve 16 are mechanical temperature expansion valves, but the second expansion valve 13 and the third expansion valve 16 are electric with a fully closed function. It may be the variable aperture mechanism of the formula. In this case, the first on-off valve 18 and the second on-off valve 19 can be abolished.

The electric variable throttle mechanism has a valve body and an electric actuator. The valve body is configured so that the passage opening of the refrigerant passage (in other words, the throttle opening) can be changed. The electric actuator has a stepping motor that changes the throttle opening of the valve body.

The operation of the second expansion valve 13 and the third expansion valve 16 can be controlled by the control signal output from the control device 60.

(2) In the above embodiment, the constant pressure valve 15 is a mechanical variable throttle mechanism, but the constant pressure valve 15 may be an electric variable throttle mechanism. In this case, the operation of the constant pressure valve 15 can be controlled by the control signal output from the control device 60.

(3) In the above embodiment, when the radiator 23 does not dissipate heat from the cooling water to the outside air, the outdoor blower 41 is stopped, but the radiator bypass flow path and the bypass switching valve may be provided. The radiator bypass flow path is a cooling water flow path through which the cooling water flows by bypassing the radiator 23. The bypass switching valve is a solenoid valve that switches between a state in which cooling water flows through the radiator 23 and a state in which the cooling water does not flow through the radiator 23. The operation of the bypass switching valve can be controlled by a control signal output from the control device 60.

When the radiator 23 does not dissipate heat from the cooling water to the outside air, the switching valve may be controlled so that the cooling water does not flow to the radiator bypass flow path and the cooling water does not flow to the radiator 23.

(4) The charger 36 does not necessarily have to be mounted on the vehicle, and may be provided on the equipment on the external power supply side.

(5) In the above embodiment, cooling water is used as the heat medium, but various media such as oil may be used as the heat medium.

A nanofluid may be used as the heat medium. A nanofluid is a fluid in which nanoparticles having a particle size on the order of nanometers are mixed. By mixing the nanoparticles into the heat medium, the following effects can be obtained in addition to the effects of lowering the freezing point to make antifreeze like cooling water using ethylene glycol.

That is, the action effect of improving the thermal conductivity in a specific temperature zone, the action effect of increasing the heat capacity of the heat medium, the action effect of preventing the corrosion of metal pipes and the deterioration of rubber pipes, and the action effect of preventing deterioration of rubber pipes, and the heat medium at extremely low temperatures. It is possible to obtain the effect of increasing the fluidity of the material.

Such effects vary depending on the particle composition, particle shape, compounding ratio, and additive substance of the nanoparticles.

According to this, since the thermal conductivity can be improved, it is possible to obtain the same cooling efficiency even with a small amount of heat medium as compared with the cooling water using ethylene glycol.

Further, since the heat capacity of the heat medium can be increased, the amount of cold storage heat due to the sensible heat of the heat medium itself can be increased.

By increasing the amount of cold storage heat, even when the compressor 11 is not operated, cooling / heating using the cold storage heat can be performed for a certain period of time, so that the power saving of the vehicle air conditioner becomes possible.

The aspect ratio of the nanoparticles is preferably 50 or more. This is because sufficient thermal conductivity can be obtained. The aspect ratio is a shape index representing the aspect ratio of nanoparticles.

As the nanoparticles, those containing any of Au, Ag, Cu and C can be used. Specifically, Au nanoparticles, Ag nanoparticles, CNTs, graphene, graphite core-shell type nanoparticles, Au nanoparticles-containing CNTs, and the like can be used as constituent atoms of the nanoparticles.

CNTs are carbon nanotubes. Graphite core-shell nanoparticles are particles such as carbon nanotubes or the like that surround the atoms.

(6) In the refrigeration cycle apparatus 10 of the above embodiment, a fluorocarbon-based refrigerant is used as the refrigerant, but the type of the refrigerant is not limited to this, and a natural refrigerant such as carbon dioxide, a hydrocarbon-based refrigerant, or the like can be used. You may use it.

Further, the refrigeration cycle 10 of the above embodiment constitutes a subcritical refrigeration cycle in which the high pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant, but a supercritical refrigeration cycle in which the high pressure side refrigerant pressure exceeds the critical pressure of the refrigerant. It may be configured.

(7) In the above embodiment, the radiator 23 common to both the high temperature cooling water circuit 20 and the low temperature cooling water circuit 30 is provided, but the high temperature cooling water circuit 20 and the low temperature cooling water circuit 30 have separate radiators. It may be provided. The separate radiators may be joined together by common fins.

(8) In the above embodiment, the low-pressure refrigerant flows through the air-cooling evaporator 14, but the intermediate-pressure refrigerant or the high-pressure refrigerant may flow through the air-cooling evaporator 14. That is, the throttle openings of the first expansion valve 80 and the second expansion valve 13 may be adjusted so that the intermediate pressure refrigerant or the high pressure refrigerant flows through the air cooling evaporator 14.

(9) In the above embodiment, the air cooling evaporator 14 exchanges heat between the low pressure refrigerant and the air to cool the air, but the low pressure refrigerant and the air may be exchanged for heat via the cooling water. ..

For example, an air cooling heat exchanger that cools the air by exchanging heat between the cooling water and the air may be arranged in the low temperature cooling water circuit 30.

11 Compressor 12 Condenser (heating part, heat dissipation part)
13 Second expansion valve (pressure reducing part)
14 Air cooling evaporator (cooling unit)
16 Third expansion valve (pressure reducing part)
17 Cooling water cooling evaporator (heat medium cooling heat exchanger)
18 1st on-off valve (mode switching part)
20 High-temperature cooling water circuit (high-temperature heat medium circuit)
22 Heater core (air heating part)
23 Radiator (heat dissipation part)
24 Two-way valve (heat medium flow switching part)
30 Low temperature cooling water circuit (heat medium circuit, low temperature heat medium circuit)
33 Battery 35 Inverter (driving system heat generating equipment)
36 Charger (heat generating device)
37 Motor generator (driving system heat generating equipment)
38 1st three-way valve (heat medium flow switching part)
39 Second three-way valve (heat medium flow switching part)
42 Radiator two-way valve (heat medium flow switching part)
54 Air mix door (mode switching unit)
80 First expansion valve (pressure reducing part, mode switching part)
81 Outdoor heat exchanger (refrigerant outside air heat exchanger)

Claims (11)

A compressor (11) that sucks in refrigerant, compresses it, and discharges it.
Heating units (12, 22) that heat the air blown to the air-conditioned space using the heat of the refrigerant discharged from the compressor as a heat source.
Heat dissipation units (12, 23, 81) that dissipate the heat of the refrigerant to the outside air,
A cooling unit (14) that cools the air using the cold heat of the refrigerant, and
A heat medium cooling heat exchanger (17) that cools the heat medium by exchanging heat between the refrigerant and the heat medium.
A decompression unit (80, 13, 16) capable of depressurizing the refrigerant flowing into the heat medium cooling heat exchanger, and
The air heating mode in which the heat medium absorbs heat from the heat medium to the refrigerant in the heat medium cooling heat exchanger and heats the air in the heating unit, and the cooling unit dissipates heat from the refrigerant to the outside air in the heat dissipation unit. A mode switching unit (18, 54, 80) for switching between the air cooling mode for cooling the air and
A battery (33) that supplies electric power to a vehicle's traveling motor, generates heat when it is charged, and is cooled by the heat medium.
A heating device (36) that generates heat when the battery is being charged and is cooled by the heat medium.
Traveling system heat generating devices (35, 37) that generate heat when receiving electric power from the battery, have a higher allowable temperature than the battery, and circulate the heat medium.
A heat medium circuit (30) that circulates the heat medium in the heat medium cooling heat exchanger, and
A valve capable of blocking the circulation of the heat medium to the battery, the heat generating device and the traveling system heat generating device, the refrigerant does not flow through the heat medium cooling heat exchanger, and the battery is supplied by the external power source. When it is estimated that the temperature of the heat medium in the heat medium circuit is equal to or higher than the switching temperature (T1), at least one of the battery and the heat generating device and the heat medium cooling heat exchange with the battery and the heat generating device. For vehicles including a heat medium flow switching unit (24, 38, 39, 42) that switches the flow of the heat medium in the heat medium circuit so that the heat medium circulates between the device and the traveling system heat generating device. Air conditioner.
The heating unit includes a heat medium heating heat exchanger (12) that heats the heat medium by exchanging heat between the refrigerant discharged from the compressor and the heat medium, and the heat medium heating heat exchanger (12). It has an air heating heat exchanger (22) that heats the air by exchanging heat between the heat medium heated in) and the air.
The heat medium circuit is a low temperature heat medium circuit (30).
Further, a high temperature heat medium circuit (20) through which the heat medium flows independently of the low temperature heat medium circuit is provided.
When the temperature of the heat medium of the heat medium circuit is estimated to be equal to or higher than the switching temperature (T1) when the battery is charged by the external power source, the heat medium flow switching unit performs the low temperature heat. The vehicle air conditioner according to claim 1 , wherein the low temperature heat medium circuit and the high temperature heat medium circuit are connected by circulating the heat medium between the medium circuit and the high temperature heat medium circuit. The heat radiating unit has a heat medium outside air heat exchanger (32) that exchanges heat between the heat medium and the outside air.
When the temperature of the heat medium in the heat medium circuit is estimated to be equal to or higher than the heat dissipation temperature (T2) when the battery is being charged by the external power source, the heat medium flow switching unit may be used with the battery. The vehicle air conditioner according to claim 1 or 2 , wherein the flow of the heat medium in the heat medium circuit is switched so that the heat medium circulates with the heat medium outside air heat exchanger. A bypass flow path (30e) for circulating the heat medium to the traveling system heat generating device by bypassing the battery is provided.
When it is estimated that the battery and the traveling system heat generating device have reached the bypass temperature (T3) or higher when the battery is being charged by the external power source, the heat medium flow switching unit is the traveling system heat generating device. The one according to any one of claims 1 to 3, wherein the flow of the heat medium in the heat medium circuit is switched so that the heat medium circulates between the and the bypass flow path independently of the battery. Vehicle air conditioner. The heat generating device is a charger (36) that charges the battery, has a higher allowable temperature than the traveling system heat generating device, and circulates the heat medium with the traveling system heat generating device.
When the temperature of the heat medium circuit is lower than the breaking temperature (T4) when the battery is being charged by the external power source, the heat medium flow switching unit is said to be between the charger and the battery. When the heat medium circulates and the temperature of the heat medium circuit is equal to or higher than the breaking temperature, the flow of the heat medium in the heat medium circuit is flowed so that the heat medium does not circulate between the charger and the battery. The vehicle air conditioner according to any one of claims 1 to 4 to be switched. The heat radiating unit has a heat medium outside air heat exchanger (32) that exchanges heat between the heat medium and the outside air.
When it is predicted that the air cooling mode will be executed after the battery is charged, the heat medium flow switching unit circulates the heat medium between the battery and the heat medium outside air heat exchanger. The vehicle air conditioner according to any one of claims 1 to 5 , wherein the flow of the heat medium in the heat medium circuit is switched as described above. The heat radiating unit has a heat medium outside air heat exchanger (32) that exchanges heat between the heat medium and the outside air.
When it is predicted that the air cooling mode will be executed after the battery is charged, the heat medium flow switching unit circulates the heat medium between the heat generating device and the heat medium outside air heat exchanger. The vehicle air conditioner according to any one of claims 1 to 6, wherein the flow of the heat medium in the heat medium circuit is switched so as to be performed. In the heat medium circuit, a heat storage device (85) arranged at a portion where the heat medium circulates between the battery and the heat medium cooling heat exchanger and having a larger heat capacity per unit volume than the heat medium is provided. The vehicle air conditioner according to any one of claims 1 to 7. A heat storage device (85) that is arranged in a portion of the heat medium circuit where the heat medium circulates between the heat generating device and the heat medium cooling heat exchanger, and has a larger heat capacity per unit volume than the heat medium. The vehicle air conditioner according to any one of claims 1 to 7. A claim including a heat storage device (85) arranged in a portion of the heat medium circuit where the heat medium circulates between the battery and the traveling system heat generating device, and having a heat capacity per unit volume larger than that of the heat medium. Item 4. The vehicle air conditioner according to any one of Items 1 to 7. A heat storage device (85) is provided in the heat medium circuit, which is arranged at a portion where the heat medium circulates between the heat generating device and the traveling system heat generating device, and has a larger heat capacity per unit volume than the heat medium. The vehicle air conditioner according to any one of claims 1 to 7.

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