JP2013060065A - Automobile temperature regulation system - Google Patents

Abstract

An automotive temperature control system is provided that can control the temperature of a battery without being limited by air conditioning and its air conditioning temperature using a single refrigerant circuit.
In an automotive temperature control system, a refrigerant circuit has an air conditioning refrigerant path and a battery temperature control refrigerant path separately from the air conditioning refrigerant path. The battery temperature adjustment refrigerant path 42 includes a battery heat exchanger 27 and a first decompressor 25 and a second decompressor 29 disposed on both sides of the battery heat exchanger 27. Therefore, in the temperature control system 10 for an automobile, the temperature of the battery heat exchanger 27 can be adjusted to an arbitrary temperature between the evaporation temperature and the condensation temperature separately from the air conditioning, and the vehicle-mounted battery 80 can be adjusted to an appropriate temperature. Can be adjusted to.
[Selection] Figure 1

Description

  The present invention relates to an automotive temperature control system, and more particularly to an automotive temperature control system in which an air-conditioning refrigerant circuit also serves as a battery cooling refrigerant circuit.

  2. Description of the Related Art Conventionally, as a temperature control system for an electric vehicle or the like, an air conditioner as disclosed in Patent Document 1 (Japanese Patent Laid-Open No. 11-23081) is widely known. The air conditioner includes a high pressure side electric expansion valve that depressurizes the high pressure refrigerant to an intermediate pressure, a low pressure side electric expansion valve that depressurizes the intermediate pressure refrigerant to a lower pressure, and a cooler installed between the two electric expansion valves. The cooling motor cools the traveling motor, the motor inverter, and the battery.

  In particular, for a battery, a usable temperature range is determined, and furthermore, there is an optimum temperature for charging / discharging, and therefore highly accurate temperature control is required.

  However, in the air conditioner, since the temperature control of the battery is limited by the air conditioning temperature, the battery cannot be adjusted to an optimum temperature.

  The subject of this invention is providing the temperature control system for motor vehicles which can temperature-control a battery, without being restrict | limited to air conditioning and its air-conditioning temperature using one refrigerant circuit.

  An automotive temperature control system according to a first aspect of the present invention is an automotive temperature control system that performs at least air conditioning and battery temperature control using a single refrigerant circuit, wherein the refrigerant circuit is a first refrigerant path. And a second refrigerant path. The first refrigerant path connects the air conditioner evaporator and the radiator. The second refrigerant path includes a battery heat exchanger for adjusting the temperature of the battery, and two decompressors disposed on both sides of the battery heat exchanger, and is connected in parallel with the first refrigerant path. The refrigerant pressure in the battery heat exchanger is set to any intermediate pressure between the high pressure side pressure and the low pressure side pressure of the refrigerant circuit.

  In this automotive temperature control system, the temperature of the battery heat exchanger can be adjusted to an arbitrary temperature between the evaporation temperature and the condensation temperature without being limited by the air conditioning temperature. As a result, the battery temperature is set within a usable temperature range.

  An automotive temperature control system according to a second aspect of the present invention is the automotive temperature control system according to the first aspect, wherein at least one of the two pressure reducers is an expansion valve with a variable opening. Moreover, the temperature control system for motor vehicles is provided with the control part which controls an expansion valve.

  In this automotive temperature control system, the temperature of the battery heat exchanger can be adjusted to any temperature between the evaporation temperature and the condensation temperature, and the temperature of the battery is controlled by controlling the opening of the expansion valve. It can be adjusted to the optimum temperature.

  An automotive temperature control system according to a third aspect of the present invention is the automotive temperature control system according to the first aspect, and includes a control unit that controls two decompressors. Moreover, an evaporator and a heat radiator are an external air heat exchanger and an internal air heat exchanger. The outside air heat exchanger serves as a radiator during cooling operation and serves as an evaporator during heating operation. The inside air heat exchanger serves as an evaporator during cooling operation and serves as a radiator during heating operation. The two pressure reducers are a variable first opening expansion valve and a second variable expansion expansion valve. The first expansion valve is connected between the battery heat exchanger and the outside air heat exchanger. The second expansion valve is connected between the battery heat exchanger and the internal air heat exchanger. The control unit controls the first expansion valve and the second expansion valve, and changes the refrigerant pressure in the battery heat exchanger to adjust the temperature of the battery.

  In this automotive temperature control system, the air conditioning of the battery heat exchanger is controlled by controlling the opening degree of the first expansion valve and the second expansion valve separately from the air conditioning regardless of whether the air conditioning is heating or cooling. The temperature can be adjusted to any temperature between the evaporation temperature and the condensation temperature. As a result, the battery temperature is adjusted to an optimum temperature.

  In the automotive temperature control system according to the first aspect of the present invention, the temperature of the battery heat exchanger can be adjusted to any temperature between the evaporation temperature and the condensation temperature without being limited by the air conditioning temperature. . As a result, the battery temperature is set within a usable temperature range.

  In the automotive temperature control system according to the second aspect of the present invention, the temperature of the battery heat exchanger can be adjusted to any temperature between the evaporation temperature and the condensation temperature, and the opening of the expansion valve is controlled. By doing so, the temperature of the battery can be adjusted to an optimum temperature.

  In the automotive temperature control system according to the third aspect of the present invention, the opening degree of the first expansion valve and the second expansion valve is controlled separately from the air conditioning regardless of whether the air conditioning is heating or cooling. By this, the temperature of the battery heat exchanger can be adjusted to any temperature between the evaporation temperature and the condensation temperature. As a result, the battery temperature is adjusted to an optimum temperature.

The block diagram of the temperature control system for motor vehicles based on one Embodiment of this invention. The block diagram of the temperature control system for motor vehicles which concerns on a 1st modification. The block diagram of the temperature control system for motor vehicles which concerns on a 2nd modification.

  Embodiments of the present invention will be described below with reference to the drawings. The following embodiments are specific examples of the present invention and do not limit the technical scope of the present invention.

(1) Overview of Automotive Temperature Control System 10 (1-1) Overall Configuration FIG. 1 is a configuration diagram of an automotive temperature control system 10 according to an embodiment of the present invention. In FIG. 1, the temperature control system 10 for an automobile is an air conditioning system that can perform a cooling operation and a heating operation, and includes a refrigerant circuit 40, an outside air fan 50, an inside air fan 60, and a control unit 70.

(1-2) Refrigerant circuit 40
In the refrigerant circuit 40, the compressor 11, the four-way switching valve 13, the outside air heat exchanger 15, and the inside air heat exchanger 23 are connected in a ring shape. Further, two refrigerant paths are formed between the outside air heat exchanger 15 and the inside air heat exchanger 23, one being an air conditioning refrigerant path 41 as a first refrigerant path, and the other being Is a battery temperature adjusting refrigerant path 42 as a second refrigerant path. The battery temperature adjustment refrigerant path 42 is connected in parallel with the air conditioning refrigerant path 41.

  The main expansion valve 17, the dehumidifying heat exchanger 19, and the dehumidifying expansion valve 21 are connected to the air conditioning refrigerant path 41 from the outside air heat exchanger 15 side.

  Further, the first pressure reducer 25, the battery heat exchanger 27, and the second pressure reducer 29 are connected to the battery temperature adjusting refrigerant path 42 from the outside air heat exchanger 15 side.

(1-3) Outside air fan 50
The outside air fan 50 is arranged so as to face the outside air heat exchanger 15, rotates to take in outside air and blow it to the outside air heat exchanger 15, and the refrigerant and outside air in the outside air heat exchanger 15 Promote heat exchange.

(1-4) Inside air fan 60
The inside air fan 60 is a blower generally called a blower. The inside air fan 60 is located on the upstream side of the air passage where the inside air heat exchanger 23 is installed, and blows air from the upstream side of the inside air heat exchanger 23 toward the inside air heat exchanger 23.

(1-5) Control unit 70
The control unit 70 controls the four-way switching valve 13, the first decompressor 25, the second decompressor 29, the valve openings of the main expansion valve 17 and the dehumidifying expansion valve 21, the compressor 11, the internal air fan 60, and the external air fan 50. The number of rotations is controlled to control the flow of the refrigerant circulating in the refrigerant circuit 40 and the heat exchange amount of the inside air heat exchanger 23, the dehumidifying heat exchanger 19, the outside air heat exchanger 15, and the battery heat exchanger 27.

(2) Detailed configuration (2-1) Compressor 11 and four-way switching valve 13
The compressor 11 sucks and compresses the gas refrigerant. The four-way switching valve 13 switches the direction of the refrigerant flow when switching between the cooling operation and the heating operation. During the cooling operation, the four-way switching valve 13 connects the discharge side of the compressor 11 and the gas side of the outside air heat exchanger 15 and connects the suction side of the compressor 11 and the gas side of the internal air heat exchanger 23. . That is, this is the state indicated by the solid line in the four-way selector valve 13 of FIG.

  Further, during the heating operation, the four-way switching valve 13 connects the discharge side of the compressor 11 and the gas side of the internal air heat exchanger 23 and connects the suction side of the compressor 11 and the gas side of the outside air heat exchanger 15. Connecting. That is, this is the state indicated by the dotted line in the four-way selector valve 13 of FIG.

(2-2) Outside air heat exchanger 15
The outside air heat exchanger 15 is a stacked heat exchanger, and can condense or evaporate the refrigerant flowing inside by heat exchange with outside air. Since there are many documents on the stacked heat exchanger, description thereof is omitted here. The outside air heat exchanger 15 is not limited to the stacked heat exchanger, and may be another heat exchanger.

(2-3) Main expansion valve 17
The main expansion valve 17 is a variable opening-type electric expansion valve, and is connected between the dehumidifying heat exchanger 19 and the outside air heat exchanger 15. The main expansion valve 17 reduces the refrigerant pressure to a pressure that can be evaporated by the dehumidifying heat exchanger 19 and the internal air heat exchanger 23 during the cooling operation. Further, the main expansion valve 17 reduces the refrigerant pressure to a pressure at which the outside air heat exchanger 15 can evaporate during the heating operation.

(2-4) Dehumidification heat exchanger 19
The dehumidifying heat exchanger 19 is an evaporator that mainly evaporates a part of the high-pressure refrigerant from the inside air heat exchanger 23 toward the second decompressor 29 during the heating operation in winter. The dehumidifying heat exchanger 19 exchanges heat between the refrigerant and the air in the passenger compartment, and adjusts the humidity of the passenger compartment to prevent fogging of the windshield of the electric vehicle. The dehumidifying heat exchanger 19 is a stacked heat exchanger, but is not limited thereto, and may be another heat exchanger.

(2-5) Expansion valve 21 for dehumidification
The dehumidifying expansion valve 21 is an electric expansion valve with a variable opening, and is connected between the dehumidifying heat exchanger 19 and the internal air heat exchanger 23. In addition, the dehumidifying expansion valve 21 adjusts the amount of pressure reduction so as to be a predetermined dehumidifying amount during the heating and dehumidifying operation.

(2-6) Inside air heat exchanger 23
The inside air heat exchanger 23 is installed in an air passage that communicates with the air outlet in front of the passenger compartment. The inside air heat exchanger 23 is a stacked heat exchanger, and condenses the refrigerant flowing inside by heat exchange with air taken from the outside of the vehicle or air taken from the passenger compartment (in the case of a supercritical refrigerant, heat is dissipated). Or it can be evaporated. The inside air heat exchanger 23 is not limited to the stacked heat exchanger, and may be another heat exchanger.

(2-7) Battery heat exchanger 27
The battery heat exchanger 27 is a heat exchanger that exchanges heat between the in-vehicle battery 80 that is a power source of a traveling motor of the electric vehicle and the refrigerant circulating in the refrigerant circuit 40. The battery heat exchanger 27 is connected in the middle of a battery temperature adjusting refrigerant path 42 that connects between the outside air heat exchanger 15 and the inside air heat exchanger 23. A first decompressor 25 and a second decompressor 29 are connected to both sides of the battery heat exchanger 27.

(2-8) First decompressor 25
The first decompressor 25 is a variable opening electric expansion valve, and is connected between the battery heat exchanger 27 and the outside air heat exchanger 15 in the battery temperature adjusting refrigerant path 42. The first decompressor 25 decompresses the high-pressure refrigerant from the outside air heat exchanger 15 to an intermediate pressure between the high pressure and the low pressure during the cooling operation. Further, during the heating operation, the first pressure reducer 25 reduces the refrigerant pressure to a pressure that can be evaporated by the outside air heat exchanger 15.

(2-9) Second decompressor 29
The second decompressor 29 is an electric expansion valve with a variable opening, and is connected between the battery heat exchanger 27 and the internal air heat exchanger 23 in the battery temperature adjusting refrigerant path 42. The second decompressor 29 decompresses the high-pressure refrigerant from the internal air heat exchanger 23 to an intermediate pressure between the high pressure and the low pressure during the heating operation. Further, the second pressure reducer 29 reduces the refrigerant pressure to a pressure at which the internal air heat exchanger 23 can evaporate during the cooling operation.

(3) Operation of Automotive Temperature Control System 10 (3-1) Flow of Refrigerant During Cooling Operation In FIG. 1, the four-way switching valve 13 is connected to the discharge side of the compressor 11 and the outside air heat exchanger 15 during the cooling operation. The gas side of the compressor 11 and the gas side of the internal air heat exchanger 23 are connected.

  Further, the dehumidifying expansion valve 21 has its opening fully expanded or opened to such an extent that the refrigerant is not decompressed. The opening of the main expansion valve 17 is adjusted so that the refrigerant pressure is reduced to a pressure that can be evaporated by the dehumidifying heat exchanger 19 and the internal air heat exchanger 23.

  The first decompressor 25 decompresses the high-pressure refrigerant from the outside air heat exchanger 15 to an intermediate pressure between the high pressure and the low pressure. Further, the second pressure reducer 29 reduces the pressure of the intermediate pressure refrigerant to a pressure at which the internal air heat exchanger 23 can evaporate. As a result, the outside air heat exchanger 15 functions as a refrigerant condenser, and the dehumidifying heat exchanger 19 and the inside air heat exchanger 23 function as a refrigerant evaporator.

  In the refrigerant circuit in such a state, the low-pressure refrigerant is sucked into the compressor 11 and discharged after being compressed to high pressure. The high-pressure refrigerant discharged from the compressor 11 is sent to the outside air heat exchanger 15 through the four-way switching valve 13.

  The high-pressure refrigerant sent to the outside air heat exchanger 15 is condensed by exchanging heat with outside air there. The high-pressure refrigerant condensed in the outside air heat exchanger 15 flows in two directions at a branch point C: an air conditioning refrigerant path 41 and a battery temperature adjusting refrigerant path 42.

  The high-pressure refrigerant that has flowed into the air conditioning refrigerant path 41 is depressurized by the main expansion valve 17 and enters the dehumidifying heat exchanger 19 and the internal air heat exchanger 23. The dehumidifying heat exchanger 19 and the inside air heat exchanger 23 function as one evaporator because the dehumidifying expansion valve 21 is almost fully open.

  On the other hand, the high-pressure refrigerant that has flowed into the battery temperature adjusting refrigerant path 42 is sent to the first pressure reducer 25 to be reduced to an intermediate pressure, and then enters the battery heat exchanger 27. The refrigerant that has decreased to the intermediate pressure flows through the battery heat exchanger 27 as a two-phase refrigerant. This two-layer refrigerant exchanges heat with the in-vehicle battery 80 via the battery heat exchanger 27. The in-vehicle battery 80 is cooled by the battery heat exchanger 27 and adjusted to a predetermined temperature.

  In the present embodiment, the intermediate pressure is adjusted and the refrigerant temperature is adjusted by appropriately controlling the opening of the first pressure reducer 25. With this action, the in-vehicle battery 80 is adjusted to an arbitrary temperature within the range of 20 ° C to 40 ° C. The intermediate pressure refrigerant exiting the battery heat exchanger 27 is decompressed to a pressure that can be evaporated by the dehumidifying heat exchanger 19 and the internal air heat exchanger 23 by the second decompressor 29, and the dehumidifying heat exchanger 19 and the internal air heat exchanger. Enter 23.

  The low-pressure refrigerant that has entered the dehumidifying heat exchanger 19 and the inside air heat exchanger 23 evaporates by exchanging heat with the air in the passenger compartment. The air cooled by the dehumidifying heat exchanger 19 and the inside air heat exchanger 23 is blown out into the passenger compartment and cools the passenger compartment. The low-pressure refrigerant evaporated in the dehumidifying heat exchanger 19 and the internal air heat exchanger 23 is again sucked into the compressor 11 through the four-way switching valve 13.

(3-2) Flow of Refrigerant During Heating Operation In FIG. 1, during the heating operation, the four-way switching valve 13 connects the discharge side of the compressor 11 and the gas side of the internal air heat exchanger 23 and the compressor 11. Are connected to the gas side of the outside air heat exchanger 15.

  Further, the dehumidifying expansion valve 21 has its opening fully expanded or opened to such an extent that the refrigerant is not decompressed. The opening of the main expansion valve 17 is adjusted so that the refrigerant pressure is reduced to a pressure that can be evaporated by the outside air heat exchanger 15.

  The second decompressor 29 decompresses the high-pressure refrigerant from the internal air heat exchanger 23 to an intermediate pressure between the high pressure and the low pressure. The first decompressor 25 decompresses the intermediate pressure refrigerant to a pressure at which the outside air heat exchanger 15 can evaporate. As a result, the inside air heat exchanger 23 and the dehumidifying heat exchanger 19 function as a refrigerant condenser, and the outside air heat exchanger 15 functions as a refrigerant evaporator.

  In the refrigerant circuit in such a state, the low-pressure refrigerant is sucked into the compressor 11 and discharged after being compressed to high pressure. The high-pressure refrigerant discharged from the compressor 11 is sent to the internal air heat exchanger 23 through the four-way switching valve 13.

  The high-pressure refrigerant sent to the inside air heat exchanger 23 condenses by exchanging heat with the air in the passenger compartment. The air heated by the inside air heat exchanger 23 is blown into the passenger compartment and warms the passenger compartment.

  The high-pressure refrigerant condensed in the internal air heat exchanger 23 flows in two directions, ie, an air conditioning refrigerant path 41 and a battery temperature adjustment refrigerant path 42 at a branch point D.

  The refrigerant that has flowed into the air conditioning refrigerant path 41 passes through the dehumidifying expansion valve 21 in a substantially fully opened state and enters the dehumidifying heat exchanger 19, where it further dissipates heat and enters a supercooled state. The refrigerant exiting the dehumidifying heat exchanger 19 is decompressed by the main expansion valve 17 and enters the outside air heat exchanger 15.

  On the other hand, the high-pressure refrigerant that has flowed into the battery temperature adjusting refrigerant path 42 is sent to the second decompressor 29 and decompressed to an intermediate pressure, and then enters the battery heat exchanger 27. The refrigerant that has decreased to the intermediate pressure flows through the battery heat exchanger 27 as a two-phase refrigerant. This two-layer refrigerant exchanges heat with the in-vehicle battery 80 via the battery heat exchanger 27. The in-vehicle battery 80 is cooled by the battery heat exchanger 27 and adjusted to a predetermined temperature.

  In the present embodiment, the intermediate pressure is adjusted and the refrigerant temperature is adjusted by appropriately controlling the opening of the second pressure reducer 29. With this action, the in-vehicle battery 80 is adjusted to an arbitrary temperature within the range of 20 ° C to 40 ° C. The intermediate-pressure refrigerant that has exited the battery heat exchanger 27 is reduced by the first pressure reducer 25 to a pressure at which the outside air heat exchanger 15 can evaporate, and enters the outside air heat exchanger 15.

  The low-pressure refrigerant that has entered the outside air heat exchanger 15 evaporates by exchanging heat with air outside the vehicle. The low-pressure refrigerant evaporated in the outside air heat exchanger 15 is sucked into the compressor 11 again through the four-way switching valve 13.

(3-3) Heating / Dehumidifying Operation In the heating / dehumidifying operation, the control unit 70 opens the main expansion valve 17 in the same refrigerant circulation cycle as in the heating operation, adjusts the opening degree of the dehumidifying expansion valve 21, and branches. The high-pressure refrigerant flowing from the point D to the air conditioning refrigerant path 41 is depressurized. The dehumidifying expansion valve 21 reduces the refrigerant pressure to a pressure that can be evaporated by the dehumidifying heat exchanger 19, and the refrigerant absorbs heat from its surroundings and evaporates. In addition, by adjusting the opening degree of the dehumidifying expansion valve 21 as appropriate, the depressurization amount is adjusted to adjust the dehumidification amount. The refrigerant exiting the dehumidifying heat exchanger 19 is decompressed by the main expansion valve 17 to a pressure at which it can be evaporated by the outside air heat exchanger 15, and is evaporated by exchanging heat with outside air in the outside air heat exchanger 15.

  Since the dehumidifying heat exchanger 19 cools the air passing therethrough, moisture in the air is condensed and dehumidified. Since the dehumidified air is heated by the inside air heat exchanger 23, the dehumidified warm air is blown out into the passenger compartment.

  On the other hand, the high-pressure refrigerant that has flowed into the battery temperature adjusting refrigerant path 42 is sent to the second decompressor 29 and decompressed to an intermediate pressure, and then enters the battery heat exchanger 27. The refrigerant that has decreased to the intermediate pressure flows through the battery heat exchanger 27 as a two-phase refrigerant. This two-layer refrigerant exchanges heat with the in-vehicle battery 80 via the battery heat exchanger 27. The in-vehicle battery 80 is cooled by the battery heat exchanger 27 and adjusted to a predetermined temperature.

  In the present embodiment, the in-vehicle battery 80 is adjusted to an arbitrary temperature within the range of 20 ° C. to 40 ° C. by appropriately controlling the opening degree of the second decompressor 29. The intermediate-pressure refrigerant that has exited the battery heat exchanger 27 is reduced by the first pressure reducer 25 to a pressure at which the outside air heat exchanger 15 can evaporate, and enters the outside air heat exchanger 15.

  The low-pressure refrigerant that has entered the outside air heat exchanger 15 evaporates by exchanging heat with air outside the vehicle. The low-pressure refrigerant evaporated in the outside air heat exchanger 15 is sucked into the compressor 11 again through the four-way switching valve 13.

(3-4) Battery heating operation (low temperature start mode)
In general, since the in-vehicle battery 80 is exposed to a low temperature atmosphere in a cold region, the chemical reaction inside the in-vehicle battery 80 becomes dull due to the low temperature, and the output tends to decrease. Therefore, in a cold region, it is necessary to heat the on-vehicle battery 80 to an appropriate temperature when the vehicle is started.

  When the temperature of the in-vehicle battery 80 at the time of starting is equal to or lower than a predetermined temperature (for example, 0 ° C.), the control unit 70 sets a low-temperature start mode in which the high-pressure refrigerant flows through the battery heat exchanger 27 and warms the in-vehicle battery 80 in a short time. Run. This is called battery heating operation.

  In the battery heating operation, the four-way switching valve 13 connects the discharge side of the compressor 11 and the gas side of the internal air heat exchanger 23 and connects the suction side of the compressor 11 and the gas side of the outside air heat exchanger 15. To do. The second pressure reducer 29 fully opens the valve. Further, the first pressure reducer 25 reduces the refrigerant pressure to a pressure at which the outside air heat exchanger 15 can evaporate. As a result, the inside air heat exchanger 23 and the battery heat exchanger 27 function as a refrigerant condenser, and the outside air heat exchanger 15 functions as a refrigerant evaporator.

  Further, the dehumidifying expansion valve 21 is fully closed. Furthermore, in order to suppress the condensation of the refrigerant in the inside air heat exchanger 23, the inside air fan 60 is stopped.

  In the refrigerant circuit in such a state, the low-pressure refrigerant is sucked into the compressor 11 and discharged after being compressed to high pressure. The high-pressure refrigerant discharged from the compressor 11 is sent to the internal air heat exchanger 23 through the four-way switching valve 13.

  Since the inside air fan 60 is stopped, the high-pressure refrigerant sent to the inside-air heat exchanger 23 is not promoted for heat exchange with the air in the passenger compartment of the passenger compartment, and is almost fully condensed and in a high-temperature and high-pressure gas state. It passes through the second pressure reducer 29 and enters the battery heat exchanger 27.

  The high-temperature and high-pressure gas refrigerant exchanges heat through the inside air heat exchanger 23 and the battery heat exchanger 27 and condenses. At that time, the refrigerant in the battery heat exchanger 27 exchanges heat with the in-vehicle battery 80. The in-vehicle battery 80 is heated by heat exchange with the refrigerant in the battery heat exchanger 27 and the temperature rises.

  The refrigerant that has left the battery heat exchanger 27 is decompressed by the first decompressor 25 to a pressure at which it can be evaporated by the outdoor air heat exchanger 15, and enters the outdoor air heat exchanger 15. The low-pressure refrigerant that has entered the outside air heat exchanger 15 evaporates by exchanging heat with air outside the vehicle. The low-pressure refrigerant evaporated in the outside air heat exchanger 15 is sucked into the compressor 11 again through the four-way switching valve 13.

  The controller 70 continues the battery heating operation until the temperature of the in-vehicle battery 80 reaches a predetermined temperature within the range of 20 ° C to 40 ° C.

(3-5) Battery Temperature Control Operation when Air Conditioning Operation is Stopped The control unit 70 can execute a quick charge mode in which the in-vehicle battery 80 is charged to a predetermined charge amount within a predetermined time. The quick charge mode can be executed even when the air-conditioning operation such as heating and cooling is performed or when the air-conditioning operation is stopped. However, since rapid charging is accompanied by a rapid temperature rise of the in-vehicle battery 80, temperature control of the in-vehicle battery 80 is necessary.

  In the present embodiment, when executing the quick charge mode when air conditioning is stopped, the control unit 70 is the same refrigerant as in the cooling operation with the main expansion valve 17 fully closed and the internal air fan 60 stopped. The refrigerant is caused to flow through the battery temperature adjusting refrigerant path 42 in a circulation cycle. As a result, the temperature of the in-vehicle battery 80 can be controlled without sending cool air into the passenger compartment.

(4) Features (4-1)
In the automotive temperature control system 10, the refrigerant circuit 40 includes an air conditioning refrigerant path 41 and a battery temperature control refrigerant path 42 separately from the air conditioning refrigerant path 41. The battery temperature adjustment refrigerant path 42 includes a battery heat exchanger 27 and a first decompressor 25 and a second decompressor 29 disposed on both sides of the battery heat exchanger 27. Therefore, in the temperature control system 10 for an automobile, the temperature of the battery heat exchanger 27 can be adjusted to an arbitrary temperature between the evaporation temperature and the condensation temperature separately from the air conditioning, and the vehicle-mounted battery 80 can be adjusted to an appropriate temperature. Can be adjusted to.

(4-2)
The first pressure reducer 25 and the second pressure reducer 29 are both variable opening degree expansion valves. When the on-vehicle battery 80 is below a predetermined temperature, the control unit 70 opens the second pressure reducer 29 fully to flow the high-pressure refrigerant from the internal air heat exchanger 23 to the battery heat exchanger 27 and warms the on-vehicle battery 80. Run the mode. Therefore, in this automotive temperature control system 10, the in-vehicle battery 80 is heated to an appropriate temperature in a short time. Further, since the low temperature start mode is automatically executed based on the temperature of the in-vehicle battery 80 at the start, it is convenient for the user.

(4-3)
Further, the control unit 70 executes the low temperature start mode in the same refrigerant circulation cycle as in the heating operation. Since it is generally considered that the start mode is executed when the outside air temperature is low, the passenger compartment also needs heating. Therefore, in the automotive temperature control system 10, it is not necessary to newly configure a refrigerant circuit for the start mode, and the circuit configuration is simple.

(4-4)
Further, since the control unit 70 stops the inside air fan 60 and executes the low temperature start mode, the condensation of the refrigerant in the inside air heat exchanger 23 is suppressed, and the high temperature high pressure refrigerant flows into the battery heat exchanger 27. The in-vehicle battery 80 is heated to an appropriate temperature in a short time.

(4-5)
In addition, when the quick charge mode is executed when the air conditioning is stopped, the control unit 70 stops the inside air fan 60 so as not to send cool air into the passenger compartment, and the same refrigerant circulation cycle as that during the cooling operation is performed. Then, the refrigerant is caused to flow through the battery temperature adjusting refrigerant path 42. As a result, the temperature increase during the rapid charging of the in-vehicle battery 80 can be suppressed and the in-vehicle battery 80 can be adjusted to an appropriate temperature, and the cool air is not sent to the passenger compartment in the vehicle. The situation that triggers is prevented.

(5) Modified Example (5-1) First Modified Example In the above embodiment, when the controller 70 executes the quick charge mode when the air conditioning is stopped, the cooling is performed with the inside air fan 60 stopped. Although the refrigerant flows through the battery temperature adjusting refrigerant path 42 in the same refrigerant circulation cycle as that during operation, the present invention is not limited to this.

  FIG. 2 is a configuration diagram of the automotive temperature control system 10 according to the first modification. In FIG. 2, the difference between the above embodiment and the first modification is that the refrigerant circuit 40 of the first modification has a bypass 43 and an on-off valve 45.

  Specifically, a refrigerant branch point E is provided between the branch point D and the second pressure reducer 29, and the bypass 43 exits from the branch point E and the inside air heat exchanger 23 and the four-way switching valve 13. Connected to the refrigerant path connecting The on-off valve 45 is provided in the bypass 43 and functions as switching means that can be switched to either the first state in which the refrigerant flows to the bypass 43 or the second state in which the refrigerant does not flow to the bypass 43.

  In the automotive temperature control system 10 according to the first modification, the operations of the cooling operation, the heating operation, the heating removal operation, and the battery heating operation are the same as those operations in the above embodiment. The control unit 70 closes the open / close valve 45 and does not allow the refrigerant to flow through the bypass 43 during each operation of the cooling operation, the heating operation, the heating removal operation, and the battery heating operation.

  On the other hand, when executing the quick charge mode without air conditioning, the control unit 70 closes the main expansion valve 17 and opens the on-off valve 45 to open the bypass 43, although it is the same refrigerant circulation cycle as in the cooling operation. The refrigerant is caused to flow through the battery air temperature adjusting refrigerant path 42 while suppressing the amount of refrigerant flowing through the internal air heat exchanger 23 and the dehumidifying heat exchanger 19.

  As a result, even when the in-vehicle battery 80 is rapidly charged, the temperature of the in-vehicle battery 80 can be suppressed and the battery can be adjusted to an appropriate temperature, and the inside air heat exchanger 23 and the dehumidifying heat exchanger 19 have almost no refrigerant. Since it does not flow, it is possible to prevent a situation in which cool air leaks into the passenger compartment of the vehicle and causes discomfort to the user.

(5-2) Second Modification FIG. 3 is a configuration diagram of an automotive temperature control system 10 according to a second modification. In FIG. 3, the difference between the above embodiment and the second modification is that the refrigerant circuit 40 of the second modification has a drive part cooling refrigerant path 47 as a third refrigerant path, and the compressor 11. Has an injection port EP for introducing a gas refrigerant during the compression process.

  The drive part cooling refrigerant path 47 is a refrigerant path that connects a branch point F provided between the branch point D and the second decompressor 29 and the injection port EP of the compressor 11. In the drive part cooling refrigerant path 47, the first check valve 31, the drive part cooling expansion valve 33, the inverter heat exchanger 35, and the motor heat exchanger 37 are connected in series from the branch point F side.

  The air conditioning refrigerant path 41 and the drive part cooling refrigerant path 47 are connected by a second check valve 32, and the refrigerant flowing between the branch point C and the main expansion valve 17 is connected to the first check valve. The refrigerant that flows between the valve 31 and the drive portion cooling expansion valve 33 is joined.

  The inverter heat exchanger 35 is a heat exchanger for adjusting the temperature of the inverter 85. The inverter 85 supplies the traveling motor 87 with an AC output controlled to have a predetermined waveform. The motor heat exchanger 37 is a heat exchanger for adjusting the temperature of the traveling motor 87.

  If the inverter 85 and the traveling motor 87 are not cooled, the temperature continues to rise and breaks. However, if the temperature is kept below 100 ° C., for example, the inverter 85 and the traveling motor 87 are not broken. Therefore, the drive part cooling expansion valve 33 functions as a flow rate adjusting valve rather than a decompressor, and controls the flow rate so that the outlet refrigerant of the motor heat exchanger 37 becomes superheated gas refrigerant. The inverter heat exchanger 35 and the motor heat exchanger 37 may be an integrated heat exchanger.

  In the refrigerant circuit in such a state, at the time of cooling operation, high-pressure liquid refrigerant flows from the air conditioning refrigerant path 41 through the second check valve 32 into the driving part cooling refrigerant path 47 to perform heating operation and heating dehumidification operation. Occasionally, high-pressure liquid refrigerant flows from the battery temperature adjustment refrigerant path 42 via the first check valve 31.

  The flow rate of the high-pressure liquid refrigerant is adjusted by the drive portion cooling expansion valve 33, enters the inverter heat exchanger 35 and the motor heat exchanger 37, and exchanges heat with the inverter 85 and the travel motor 87. The inverter 85 and the travel motor The temperature of 87 is maintained at a temperature that does not break.

  The refrigerant that has exited the motor heat exchanger 37 is injected from the injection port EP of the compressor 11 during the compression process. Since the refrigerant is injected to the intermediate pressure of the compressor 11, an increase in power of the compressor 11 is suppressed.

  As described above, in the automobile temperature control system 10 according to the second modification, the refrigerant circuit 40 includes the air conditioning refrigerant path 41, the battery temperature adjustment refrigerant path 42, and the drive unit cooling refrigerant path 47. doing. Therefore, in the automotive temperature control system 10, in addition to air conditioning, the temperature of the battery heat exchanger 27 can be adjusted to any temperature between the evaporation temperature and the condensation temperature. Apart from the battery temperature control, the temperature of the inverter 85 and the traveling motor 87 can be maintained at a predetermined temperature.

(6) Other Modifications In the above-described embodiment, the first modification, and the second modification, the first pressure reducer 25 and the second pressure reducer 29 are variable-opening-type electric expansion valves, but are not limited thereto. For example, a capillary tube may be used.

  However, in the low temperature start mode, since it is necessary to flow high-pressure refrigerant to the battery heat exchanger 27, the second decompressor 25 on the upstream side of the refrigerant flow during the heating operation is a variable opening type electric expansion valve, The first decompressor 25 on the downstream side may be a capillary tube.

  As described above, according to the temperature control system for an automobile of the present invention, the temperature of the battery can be controlled without being limited to the air conditioning and the air conditioning temperature by using one refrigerant circuit. Useful for automobiles.

DESCRIPTION OF SYMBOLS 10 Automotive temperature control system 15 Outside air heat exchanger 23 Inside air heat exchanger 25 1st pressure reduction device (1st expansion valve)
27 Battery heat exchanger 29 Second decompressor (second expansion valve)
40 Refrigerant circuit 41 Air conditioning refrigerant path (first refrigerant path)
42 Refrigerant path for battery temperature control (second refrigerant path)
70 Control unit 80 In-vehicle battery

Japanese Patent Laid-Open No. 11-23081

Claims (3)

An automotive temperature control system that performs at least air conditioning and temperature control of a battery (80) using one refrigerant circuit (40),
The refrigerant circuit (40)
A first refrigerant path (41) connecting an evaporator and a radiator for air conditioning;
A battery heat exchanger (27) for controlling the temperature of the battery (80), and two pressure reducers (25, 29) disposed on both sides of the battery heat exchanger (27). A second refrigerant path (42) connected in parallel with the refrigerant path (41);
Have
The refrigerant pressure in the battery heat exchanger (27) is set to any intermediate pressure between the high pressure side pressure and the low pressure side pressure of the refrigerant circuit (40).
Temperature control system for automobiles (10). At least one of the two pressure reducers (25, 29) is a variable opening type expansion valve,
A control unit (70) for controlling the expansion valve;
The temperature control system (10) for automobiles according to claim 1. A controller (70) for controlling the two pressure reducers;
The evaporator and the radiator are
An outside air heat exchanger (15) which becomes the radiator during cooling operation and becomes the evaporator during heating operation;
An internal air heat exchanger (23) that serves as the evaporator during cooling operation and serves as the radiator during heating operation;
And
The two pressure reducers
A first expansion valve (25) having a variable opening degree connected between the battery heat exchanger (27) and the outside air heat exchanger (15);
A variable expansion second expansion valve (29) connected between the battery heat exchanger (27) and the internal air heat exchanger (23);
And
The controller (70) controls the first expansion valve (25) and the second expansion valve (29) to change the refrigerant pressure in the battery heat exchanger (27) to change the battery (80). Temperature control,
The temperature control system (10) for automobiles according to claim 1.

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