JP2003279180A - Refrigerating cycle device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To effectively control a water hammer noise of a solenoid valve during a vehicle is stopping or traveling at a low speed. <P>SOLUTION: In a refrigerating cycle device for a vehicle circulating coolant to a plurality of evaporators 12, 22 connected in parallel by an electric compressor 31, solenoid valves 19, 29 are connected to a plurality of the evaporators 12, 22 respectively to intermit flow of coolant, the solenoid valves 19, 29 are opened and closed after tentatively dropping rotation speed of the electric compressor 31 by a control device 40 and rotation speed of the electric compressor 31 is dropped to lower rotation speed at low vehicle speed than that at high vehicle speed when the solenoid valves 19, 29 are opened or closed during operation of the electric compressor 31. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle refrigeration cycle apparatus in which a single compressor circulates a refrigerant through a plurality of evaporators connected in parallel.

[0002]

2. Description of the Related Art Conventionally, in a vehicle refrigeration cycle apparatus, a front seat side air conditioning unit for air conditioning the front seat side in a vehicle interior,
An evaporator is arranged in each of the rear seat air conditioning units that air-condition the rear seats, the front seat evaporator and the rear seat evaporator are connected in parallel to the refrigerant circuit, and the front seat evaporator is connected by one compressor. It is known that the refrigerant circulates in the rear seat evaporator.

In order to select whether or not to operate the rear seat side air conditioning unit depending on whether or not the rear seat side passenger is present, a solenoid valve is provided in the refrigerant passage of the rear seat side evaporator to operate the rear seat side air conditioning unit. Depending on the necessity, the solenoid valve is opened and closed to control the circulation of the refrigerant to the rear seat side evaporator.

[0004]

By the way, when the solenoid valve is closed in the operating state of the front seat side air conditioning unit, that is, in the operating state of the compressor, the circulation to the rear seat side evaporator in the cycle is performed. The refrigerant flow is suddenly shut off,
On the contrary, when the solenoid valve is opened, the refrigerant suddenly flows out to the rear seat side evaporator, so that noise due to the water hammer phenomenon is generated in the solenoid valve portion.

Here, the water hammer noise of the solenoid valve portion is not so noticeable due to engine noise, tire rotation noise, vehicle wind noise, etc. while the vehicle is running. Contrary to this, when the vehicle is stopped due to waiting for a signal or at low speed, the vehicle itself is in a quiet state, so that the water hammer noise of the solenoid valve is very noticeable.

In view of the above points, an object of the present invention is to effectively suppress the water hammer noise of the valve means when the vehicle is stopped or running at a low speed.

[0007]

In order to achieve the above-mentioned object, in the invention described in claim 1, one compressor (31) circulates a refrigerant through a plurality of evaporators (12, 22) connected in parallel. In the refrigeration cycle apparatus for vehicles adapted to operate, at least one of the plurality of evaporators (12, 22) is
Valve means (19, 2, 2) connected to one
9) and a control means (40) for controlling the refrigerant discharge capacity of the valve means (19, 29) and the compressor (31), and the valve means (19, 29) is operated during the operation of the compressor (31). When opening and closing, the refrigerant discharge capacity of the compressor (31) is temporarily reduced by the control means (40) and then the valve means (19, 2).
9) is opened and closed, and the refrigerant discharge capacity of the compressor (31) is lowered to a lower capacity at a low vehicle speed than at a high vehicle speed.

According to this, when opening and closing the valve means (19, 29), first, the refrigerant discharge capacity of the compressor (31) is temporarily reduced to bring the refrigerant flow rate into a reduced state, and then the valve means ( (19, 29) are opened and closed, the pressure wave accompanying the opening and closing of the valve means can be suppressed, and the water hammer noise can be reduced.

Moreover, since the refrigerant discharge capacity of the compressor (31) is lowered to a lower capacity at low vehicle speeds than at high vehicle speeds, the effect of reducing the water hammer sound at low vehicle speeds is further enhanced, and low vehicle speeds are achieved. You can maintain the quiet atmosphere of time.

On the other hand, at high vehicle speeds, the water hammer noise becomes inconspicuous due to engine operating noise, tire rotating noise, and the like. Therefore, when the vehicle speed is high, the compressor (3
By reducing the reduction of the refrigerant discharge capacity of 1), the water hammer noise is reduced to an inconspicuous level, while the reduction of the refrigerant flow rate due to the reduction of the refrigerant discharge capacity of the compressor (31) is suppressed to a small amount, and the evaporator ( It is possible to minimize the adverse effect of 12, 22) on the cooling performance.

It should be noted that, in claim 1, the terms "at high vehicle speed" and "at low vehicle speed" refer to a comparison relationship between vehicle speed and low vehicle speed that "at low vehicle speed" is lower than at "high vehicle speed". Is only expressed. And "at low vehicle speed"
Indicates that the vehicle speed is 0, that is, when the vehicle is stopped. Therefore,
"Reducing the refrigerant discharge capacity of the compressor (31) to a lower capacity at a low vehicle speed than at a high vehicle speed" means that the refrigerant discharge capacity of the compressor (31) is lower when the vehicle is stopped than when the vehicle is running. It involves reducing to capacity.

According to the invention described in claim 2, claim 1
In the above, specifically, the compressor is an electric compressor (31) whose rotation speed is adjustable, and if the reduction of the refrigerant discharge capacity is performed by reducing the rotation speed of the electric compressor (31), the electric compression is performed. The effect of claim 1 can be exerted by controlling the rotation speed of the machine (31).

According to the invention described in claim 3, claim 1
In the above, the compressor (31) is specifically a variable displacement compressor that changes the discharge capacity, and if the discharge capacity of the variable capacity compressor is reduced to reduce the refrigerant discharge capacity, the variable capacity is reduced. The effect of claim 1 can be exhibited by controlling the capacity of the die compressor.

According to a fourth aspect of the present invention, in any one of the first to third aspects, a plurality of evaporators (12, 2) are used.
Among the 2), the evaporator (1) to which the valve means (19) is connected
2) is configured as a cooling means for the on-vehicle battery (11), and another evaporator (22) among the plurality of evaporators (12, 22) is configured as a cooling means for the vehicle interior air conditioning unit (21). Characterize.

As a result, the effects of claims 1 to 3 can be exerted in the vehicle refrigeration cycle apparatus having both the cooling function for the on-vehicle battery (11) and the air conditioning function for the vehicle interior.

In particular, the valve means (19) connected to the evaporator (12) for cooling the on-vehicle battery (11) includes the on-vehicle battery (1).
Because of the temperature control of 1), it is automatically and frequently opened and closed regardless of the occupant's will, so the effect of reducing the water hammer noise is great.

According to a fifth aspect of the present invention, in any one of the first to third aspects, a plurality of evaporators (12, 2) are used.
2) is configured as a cooling means for a plurality of vehicle interior air conditioning units (21, 50).

Thereby, a plurality of evaporators (12, 22) are provided.
The effects of claims 1 to 3 can be exerted in a vehicle refrigeration cycle device that exerts an air conditioning function in the vehicle compartment by using.

The reference numerals in parentheses of the above-mentioned means indicate the correspondence with the concrete means described in the embodiments described later.

[0020]

BEST MODE FOR CARRYING OUT THE INVENTION (First Embodiment)
The present invention relates to a refrigeration cycle apparatus applied to a vehicle including an engine (internal combustion engine) and an electric motor as drive sources for driving a vehicle such as a hybrid vehicle.

FIG. 1 shows the overall system configuration of a refrigeration cycle apparatus. A battery cooling unit 10 is for cooling a traveling battery 11 for supplying electric power to a vehicle traveling electric motor (not shown). is there. Here, the traveling battery 11 is a chargeable / dischargeable secondary battery, and has a large capacity for supplying a large amount of electric power to the vehicle traveling electric motor. Therefore, the traveling battery 11 is used as the battery cooling unit 10
In this way, the evaporator 12 of the refrigeration cycle is forcibly cooled by using the cooling means.

That is, the battery cooling unit 10 cools the air blown by the blower 13 by the evaporator 12 and blows the cooling air to the battery 11 for running to cool the battery 11 for running. Battery 11 for running and evaporator 1
2 is arranged in a case 14 which constitutes an air passage, and an outlet passage of a blower 13 is connected to an upstream part of the air flow of the case 14.

The blower 13 has a structure in which a centrifugal blower fan is rotationally driven by an electric motor, and an inside / outside air switching box 15 is connected to an inlet of the blower 13. The inside / outside air switching box 15 has an inside / outside air switching door 16 for the inside air (air inside the vehicle).
And outside air (air outside the passenger compartment) are switched. The inside / outside air switching door 16 is an actuator 17 such as a servo motor.
Controls the door position. A temperature sensor 18 for detecting the evaporator outlet temperature is arranged in the case 14 immediately after the outlet of the evaporator 12. In addition, the battery for traveling 1
1, a temperature sensor 11a for detecting the battery temperature is arranged.

A solenoid valve 19 is provided in the inlet refrigerant passage of the evaporator 12.
And the decompression device 20 are connected in series. Pressure reducing device 2
Zero is constituted by a well-known thermal expansion valve whose valve opening is controlled so that the superheat degree of the outlet refrigerant of the evaporator 12 becomes a predetermined value, or a fixed throttle such as a capillary tube or an orifice. The battery cooling unit 10 is mounted in the trunk room of the rear of a passenger car type vehicle in this example.

On the other hand, the air conditioning unit 21 is for air conditioning the interior of the vehicle, and the evaporator 2 serves as a cooling means for air conditioning.
2 is provided in the case 23. The case 23 constitutes an air passage through which conditioned air flows toward the passenger compartment, and a heat exchanger 24 for heating of a hot water heat source and an air mix door 25 are arranged on the downstream side of the evaporator 22 in the case 23. The conditioned air, the temperature of which is adjusted by the air mix door 25, is blown into the vehicle compartment through a predetermined blowout opening selected from the plurality of blowout openings 26a to 26c. The plurality of outlet openings are known face openings 26a, foot openings 26b, and defroster openings 26.
c.

The upstream portion of the evaporator 22 in the case 23 is connected to the blowout passage of the blower 27. This blower 27
Has the same configuration as the blower 13 described above, and is configured such that a centrifugal blower fan is rotationally driven by an electric motor.
An unillustrated inside / outside air switching box is connected to the suction port of the blower 27. The inside / outside air switching box also has the same structure as the inside / outside air switching box 15, and an inside / outside air switching door (not shown).
By this, the inside air (air inside the vehicle) and the outside air (air outside the vehicle) are switched and introduced. Further, a temperature sensor 28 is arranged in the case 23 immediately after the evaporator 22 blows out.

An electromagnetic valve 29 is provided in the inlet refrigerant passage of the evaporator 22.
And the decompression device 30 are connected in series. Here, the decompression device 30 is composed of a well-known thermal expansion valve whose valve opening is controlled so that the superheat degree of the outlet refrigerant of the evaporator 22 becomes a predetermined value. The air conditioning unit 21 is mounted in a space inside the instrument panel in the front part of the passenger compartment. The solenoid valve 29 is arranged in the engine room outside the vehicle compartment.

On the other hand, the compressor 31 has an electric motor 32 for driving.
Is an electric compressor integrally configured with, and sucks and compresses a refrigerant. The condenser 33 exchanges heat between the high pressure gas refrigerant discharged from the electric compressor 31 and the outside air to cool and condense the high pressure gas refrigerant. The liquid receiver 34 is composed of a tank member into which the high pressure refrigerant from the outlet of the condenser 33 is introduced,
The gas-liquid of the high-pressure refrigerant is separated to collect the liquid refrigerant.

On the outlet side of the liquid receiver 34, an electromagnetic valve 29 → pressure reducing device 30 → air-conditioning refrigerant passage 35 extending from the evaporator 22 to the suction side of the electric compressor 31, and the solenoid valve 19 → pressure reducing device described above. The battery cooling refrigerant passage 36 extending from 20 to the evaporator 12 to the suction side of the electric compressor 31 is provided in parallel.
The electric compressor 31, the condenser 33, and the liquid receiver 34
Is located in the engine room.

Next, FIG. 2 is an electric control block diagram.
The air-conditioning control device 40, the engine control device 41, and the battery control device 42 are configured by a well-known microcomputer including a CPU, a ROM, a RAM, and the like, and its peripheral circuits.

The air conditioning control unit 40 includes a temperature sensor 2
Detection signals of the evaporator outlet temperatures Te1 and Te2 are input from 8 and 18. In addition to the temperature sensors 28 and 18 described above,
For air conditioning control, various detection signals are input from a well-known sensor group 43 that detects the inside temperature Tr, the outside temperature Tam, the amount of solar radiation Ts, the hot water temperature Tw, and the like. Further, the air conditioning control panel 44 installed near the instrument panel in the vehicle compartment is provided with various operation switch groups 45 that are manually operated by the occupant, and the operation signals of the operation switch groups 45 are also input to the air conditioning controller 40. It The operation switch group 45 includes an air conditioner switch 45a for generating a command signal for turning on and off the compressor 31, a temperature setting switch for generating a temperature setting signal for the vehicle interior, an air volume changeover switch, a blowout mode switch, an inside / outside air changeover switch and the like. It is provided.

As is well known, the engine control unit 41 comprehensively controls the fuel injection amount to the vehicle engine, the ignition timing, etc. based on a signal from a sensor group 41a for detecting the operating condition of the vehicle engine. A vehicle speed signal, an engine speed signal, and the like are input to the air conditioning control device 40 from the engine control device 41. Further, the battery control device 42 controls the charge / discharge balance of the traveling battery 11, and the air conditioning control device 40 receives the battery temperature signal from the battery control device 42. The air-conditioning control device 40 controls the operation of various air-conditioning equipments (13, 17, 19, 29, 32) by performing a predetermined arithmetic processing according to a preset program.

Next, the operation of the first embodiment will be described based on the flowchart shown in FIG.

The control routine of FIG. 3 is executed by the air conditioning controller 40.
Is started by turning on the ignition switch (not shown) of the vehicle engine,
First, it is determined whether or not the air conditioner switch 45a of the air conditioning control panel 44 is turned on (S10). When the air conditioner switch 45a is turned on, the solenoid valve 29 on the air conditioning side is opened (S20), and the electric compressor 31 is started (S30).

Here, when the air conditioner switch 45a is turned on, the rotation speed of the electric compressor 31 is controlled so that the actual blowout temperature Te1 of the air conditioning side evaporator 22 becomes the target evaporator temperature TEO. This target evaporator temperature TEO is determined based on the target blower temperature TAO of the air blown into the vehicle compartment, the outside air temperature Tam, and the like.

Next, it is determined whether the battery temperature TB detected by the battery temperature sensor 11a has risen above the third predetermined temperature Tc in FIG. 4 (S40). Here, the third predetermined temperature Tc
Is the high temperature level that requires cooling the battery with cold air.

When the battery temperature TB rises above the third predetermined temperature Tc in FIG. 4, first, the rotational speed of the electric compressor 31 is temporarily reduced to a predetermined rotational speed determined by the vehicle speed (S50). FIG. 5 exemplifies the rotational speed reduction value of the electric compressor 31 depending on the vehicle speed. The example of FIG. 5 basically determines whether the vehicle is running or stopped based on the vehicle speed signal, thereby The rotation speed reduction value of the compressor 31 is determined. Therefore, the threshold for vehicle speed determination is 5
A low speed value of 10 km / h immediately before stopping is used, and when the vehicle speed falls below 5 km / h, the electric compressor 31
The number of revolutions is reduced to Nc1, specifically 2000 rpm. When the vehicle speed is higher than 10 km / h, the rotation speed of the electric compressor 31 is set to Nc2, specifically 4000 rpm.
Lower to.

The rotation speed of the electric compressor 31 is controlled so that the actual outlet temperature Te1 of the air conditioning side evaporator 22 becomes the target evaporator temperature TEO as described above, and the electric compressor 31 is controlled.
The control range of the number of revolutions is, for example, 600 to 8000 rpm
Therefore, if the rotation speed of the electric compressor 31 is reduced to Nc1 or Nc2 or less at the time of determination in step S40, it is not necessary to reduce the compressor rotation speed in step S50.

On the contrary, if the rotation speed of the electric compressor 31 is higher than Nc1 or Nc2 at the time of the determination at step S40, the compressor rotation speed is changed to Nc at step S50.
1 or Nc2 is forced down. Then, after a lapse of a predetermined time t (for example, 1 second) from the reduction of the rotation speed, the battery side solenoid valve 19 is opened (S60). afterwards,
The rotation speed of the electric compressor 31 is returned to the rotation speed determined based on the target evaporator temperature TEO (S70).

The blower 13 of the battery cooling unit 10
When the battery temperature is higher than the third predetermined temperature Tc, the air flow rate of Hi is (for example, 100 m ³ /
h). Further, the inside / outside air switching door 16 compares the inside air temperature Tr with the outside air temperature Tam, and selects the inside air mode when the inside air temperature Tr is lower, and selects the outside air mode when the outside air temperature Tam is lower. .

The liquid receiver 34 is opened by opening the solenoid valve 19 on the battery side.
A part of the high-pressure liquid refrigerant is branched into the battery cooling refrigerant passage 36, and is depressurized to a low-pressure gas-liquid two-phase state by the decompression device 20, and the low-pressure refrigerant is blown from the blown air of the blower 13 by the evaporator 12. It absorbs heat and evaporates. Then, the cool air cooled by the evaporator 12 is sent to the battery 11 to cool the battery 11.
The air that has cooled the battery 11 is discharged to the outside of the vehicle.

Next, it is determined whether or not the battery temperature TB has dropped below the third predetermined temperature Tc of FIG. 4 (S80), and the battery temperature TB
Is equal to or higher than Tc, the rotation speed of the electric compressor 31 determined based on the target evaporator temperature TEO is maintained (S9).
0).

On the other hand, the battery 1 is cooled by the cold air from the evaporator 12.
When the battery temperature TB falls below Tc as the cooling of No. 1 progresses, the compressor rotation speed is set to the predetermined rotation speed Nc determined by the vehicle speed.
It is temporarily lowered to 1 or Nc2 (S100). Then, after a lapse of a predetermined time t after the rotation speed is reduced, the battery side solenoid valve 19 is closed (S110), and thereafter, the rotation speed of the electric compressor 31 is determined based on the target evaporator temperature TEO. The number is restored (S120).

By closing the battery side solenoid valve 19, the refrigerant flow into the battery cooling refrigerant passage 36 is stopped, and the cooling action by the evaporator 12 is also stopped. Therefore, the battery 11 is the blower 1
The state of only cooling by the blown air of No. 3, that is, the air cooling state.

The above operation is performed when the air conditioner switch 45a is turned on, that is, when the cooling operation in the air conditioning unit 21 and the battery cooling operation in the battery cooling unit 10 are simultaneously performed. (When the cooling of the air conditioning unit 21 is stopped), step S10
From step S210, it is determined whether the battery temperature TB has risen above the third predetermined temperature Tc.

When the battery temperature TB is equal to or higher than the third predetermined temperature Tc, the battery side solenoid valve 19 is opened (S220) and the electric compressor 31 is started (S230). As described above, the refrigerant circulates only in the battery cooling refrigerant passage 36, and the cool air cooled by the evaporator 12 can be blown to the battery 11 to cool the battery 11. That is, the refrigeration cycle is in the state of battery cooling independent operation.

Therefore, the rotation speed of the electric compressor 31 is determined by the blowout temperature T of the evaporator 12 detected by the temperature sensor 18.
It is controlled so that e2 becomes the battery-side target evaporator temperature TEO ′ determined based on the battery temperature TB.

The next step S240 is to determine the ON state of the air conditioner switch 45a after execution of this battery cooling single operation, and if the air conditioner switch 45a is OFF, the battery cooling single operation is continued.

On the other hand, when the air conditioner switch 45a is turned on after the battery cooling independent operation is executed, the process proceeds to step S250, and the compressor rotation speed is temporarily reduced to a predetermined rotation speed Nc1 or Nc2 determined by the vehicle speed. Then, after a lapse of a predetermined time t after the rotation speed is reduced, the air conditioning side electromagnetic valve 29 is opened (S260), and then the rotation speed of the electric compressor 31 is determined based on the target evaporator temperature TEO on the air conditioning side. The number of revolutions is increased to the determined number (S270).

In the battery cooling unit 10,
When the battery temperature TB falls below the third predetermined temperature Tc, the battery side solenoid valve 19 is closed as described above, and when the battery temperature TB falls below the second predetermined temperature Tb (Tb <Tc), a blower. The air volume is reduced from Hi (for example, 100 m ³ / h) to Lo (for example, 50 m ³ / h). Furthermore,
When the battery temperature TB falls below the first predetermined temperature Ta (Ta <Tb), the blower 13 is stopped and the air blow to the battery 11 is stopped, so that the battery cooling action is completely stopped.
FIG. 6 is a chart collectively showing the above operations.

Next, the function and effect of the first embodiment will be described. (1) As shown in FIGS. 4 and 6, the battery cooling unit 1
The cooling action of the evaporator 12 at 0, and the blower 13
By changing the air flow rate, the temperature state of the large-capacity running battery 11 having a large charge / discharge balance can be maintained in an appropriate range, and the performance of the running battery 11 can be satisfactorily exhibited.

(2) Solenoid valve 29 → pressure reducing device 30 → air-conditioning refrigerant passage 35 reaching the suction side of the electric compressor 31 via the evaporator 22, and solenoid valve 19 → pressure reducing device 20 → electric compression via the evaporator 12. Coolant passage 3 for battery cooling to the suction side of the machine 31
The refrigerant flow to the parallel passage with the solenoid valve 6 is controlled by the solenoid valves 19, 29.
When connecting by opening and closing, first, the electric compressor 31
The number of rotations is reduced to bring the refrigerant flow rate in the cycle into a reduced state, and then the solenoid valves 19 and 29 are opened and closed.

As a result, when the solenoid valves 19 and 29 are opened, the pressure wave resulting from the rapid inflow of a large amount of refrigerant can be suppressed and the water hammer noise can be reduced. Also, solenoid valve 1
When the valves 9 and 29 are closed, the water hammer noise can be reduced by suppressing the pressure wave that accompanies the sudden cutoff of a large amount of refrigerant flow.

In particular, the solenoid valve 19 on the battery side is automatically opened and closed a number of times for the purpose of controlling the battery temperature regardless of the occupant's intention, so that the effect of reducing the water hammer noise is great.

(3) The reduction value of the rotation speed of the electric compressor 31 is determined according to the vehicle speed as shown in FIG. 5, and when the vehicle is in a very quiet state, the rotation speed Nc is lower than that during traveling.
Since the rotation speed of the electric compressor 31 is reduced to 1, the effect of reducing the water hammer noise when the vehicle is stopped can be further enhanced, and a quiet atmosphere when the vehicle is stopped can be maintained.

On the other hand, the water hammer noise becomes inconspicuous due to engine operating noise, tire rotating noise, etc. during traveling. Therefore, when traveling, the rotation speed of the electric compressor 31 is reduced to a rotation speed Nc2 higher than the reduction speed Nc1 when the vehicle is stopped. As a result, the water hammer noise is reduced to an inconspicuous level, the reduction in the refrigerant flow rate due to the reduction in the rotation speed of the electric compressor 31 is suppressed to a small amount, and the adverse effect on the cooling performance of the evaporators 12 and 22 is minimized. be able to.

Although FIG. 5 exemplifies a case where the reduction value of the rotation speed of the electric compressor 31 is switched to two stages of Nc1 and Nc2 depending on the vehicle speed, the electric compressor 31
Needless to say, the reduction value of the rotation speed may be continuously reduced by decreasing the vehicle speed.

Further, in the control of FIG. 3, when the air conditioner switch 45a is turned on after the battery cooling single operation is executed, the compressor speed is temporarily set to the predetermined speed Nc1 or Nc2 determined by the vehicle speed in step S250. Although the air-conditioning solenoid valve 29 is opened after that, the heat load for cooling the battery is significantly smaller than the heat load for cooling the vehicle interior, so the refrigerant flow rate during the single battery cooling operation is cooling. It is originally smaller than the refrigerant flow rate during operation.
Therefore, the water hammer noise is often small even if the air conditioning side solenoid valve 29 is directly opened without lowering the compressor rotation speed after the battery cooling single operation is executed.

Therefore, in such a case, step S250 in FIG. 3 may be omitted and the air conditioning side solenoid valve 29 may be opened directly by turning on the air conditioning switch 45a.

In the first embodiment, the solenoid valve 1
9, 29 constitute the valve means of the present invention, and the air conditioning control device 4
0 constitutes the control means of the present invention.

(Second Embodiment) In the first embodiment, an air-conditioning refrigerant passage 35 and a battery cooling refrigerant passage 36 are provided in parallel, and a vehicle refrigeration system that exhibits both a cooling function and a battery cooling function in the vehicle interior is provided. Although the cycle device has been described, in the second embodiment, the air-conditioning refrigerant passage on the front seat side and the air-conditioning refrigerant passage on the rear seat side are provided in parallel so that the front seat side region in the vehicle interior and the rear seat side in the vehicle interior. The present invention relates to a vehicle refrigeration cycle apparatus that air-conditions both areas.

FIG. 7 shows the second embodiment, and the front seat side air conditioning unit 21 is for air conditioning the front seat side area in the passenger compartment, and may have the same structure as the first embodiment. The rear seat side air conditioning unit 50 is the battery cooling unit 10 of the first embodiment.
However, the air conditioner is arranged in the rear seat side region of the vehicle compartment to air-condition the rear seat side.

The intake port of the blower 13 of the rear seat side air conditioning unit 50 is opened directly into the passenger compartment, and the blower 13 is configured only for intake of inside air. Therefore, the inside / outside air switching box 1 of the first embodiment is used.
5 is not provided.

Inside the case 14, a heating heat exchanger 51 of a hot water heat source and an air mix door 52 are arranged on the downstream side of the evaporator 12, and the conditioned air whose temperature is adjusted by the air mix door 52 is placed on the rear seat side. Face opening 53
Alternatively, it is blown out into the passenger compartment from the foot opening 54 on the rear seat side.

Since the front seat side air conditioning unit 21 is not normally stopped and only the rear seat side air conditioning unit 50 is not operated independently, in the second embodiment, the air conditioning side solenoid valve 29 of the first embodiment is used.
Has been abolished.

In the second embodiment, since the water hammer sound is generated by opening / closing the rear seat side solenoid valve 19, the opening / closing of the rear seat side solenoid valve 19 is preceded by a temporary rotation speed of the electric compressor 31. Can be lowered in the same manner as in the first embodiment.

(Other Embodiments) In the second embodiment,
The refrigeration cycle device for a vehicle in which the air conditioning refrigerant passage 35 on the front seat side and the air conditioning refrigerant passage 36 on the rear seat side are provided in parallel has been described, but instead of the air conditioning refrigerant passage 36 on the rear seat side, a refrigerator mounted in the vehicle. The present invention may be applied to a vehicular refrigeration cycle device that has both the air-conditioning refrigerant passage 35 and the air-conditioning refrigerant passage 35 provided in parallel to perform both the air-conditioning function and the refrigerator function.

In each of the first and second embodiments, the electric compressor 31 is provided and the rotational speed of the electric compressor 31 is temporarily lowered before opening / closing the solenoid valves 19 and 29. As the compressor 31 in the refrigeration cycle apparatus for use, a well-known variable displacement compressor that varies the discharge capacity based on the output signal of the control device 40, for example, the inclination angle of the swash plate is changed based on the output signal of the control device 40. Therefore, when a variable displacement swash plate compressor that changes the piston stroke to change the discharge capacity is used, the solenoid valve 1
Temporarily reducing the discharge capacity of the variable displacement compressor 31 immediately before opening and closing the valves 9 and 29 can reduce the water hammer noise as in the case of using the electric compressor 31.

[Brief description of drawings]

FIG. 1 is a refrigerant circuit diagram of a vehicle refrigeration cycle device showing a first embodiment of the present invention.

FIG. 2 is a block diagram of electric control according to the first embodiment.

FIG. 3 is a flowchart showing the operation of the first embodiment.

FIG. 4 is an operation explanatory view of the first embodiment.

FIG. 5 is an explanatory diagram of a rotation speed reduction value of the electric compressor according to the first embodiment.

FIG. 6 is a chart collectively showing the operation of the first embodiment.

FIG. 7 is a refrigerant circuit diagram of a vehicle refrigeration cycle device showing a second embodiment.

[Explanation of symbols]

19, 29 ... Solenoid valve (valve means), 12, 22 ... Evaporator,
31 ... Electric compressor, 40 ... Air-conditioning control device (control means).

Claims (5)

[Claims] 1. A plurality of evaporators (12, 2) connected in parallel.
In a refrigeration cycle apparatus for a vehicle in which a compressor (31) circulates a refrigerant in 2), the refrigerant flow is intermittently connected to at least one of the plurality of evaporators (12, 22). A valve means (19, 29), and a control means (40) for controlling the refrigerant discharge capacity of the valve means (19, 29) and the compressor (31), and during operation of the compressor (31). The valve means (19, 2)
When opening and closing 9), the control means (40) temporarily lowers the refrigerant discharge capacity of the compressor (31) and then opens and closes the valve means (19, 29), and the compressor (31). ) The refrigerating cycle device for a vehicle, wherein the refrigerant discharge capacity is reduced to a lower capacity at a low vehicle speed than at a high vehicle speed. 2. The compressor is an electric compressor (31) whose rotation speed is adjustable, and the refrigerant discharge capacity is reduced by reducing the rotation speed of the electric compressor (31). Item 1. A vehicle refrigeration cycle device according to Item 1. 3. The compressor (31) is a variable displacement type compressor that changes a discharge capacity, and the refrigerant discharge capacity is reduced by reducing the discharge capacity of the variable displacement compressor. Item 1. A vehicle refrigeration cycle device according to Item 1. 4. The evaporator (12), to which the valve means (19) is connected, of the plurality of evaporators (12, 22) is configured as a cooling means for a vehicle-mounted battery (11), 4. The vehicle according to any one of claims 1 to 3, characterized in that, of the devices (12, 22), another evaporator (22) is configured as a cooling means for the vehicle interior air conditioning unit (21). Refrigeration cycle device. 5. A plurality of evaporators (12, 22) are configured as cooling means for a plurality of vehicle interior air conditioning units (21, 50) according to any one of claims 1 to 3. Refrigeration cycle device for vehicles.