JP2014034301A - Refrigeration cycle device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a refrigeration cycle device structured to adjust temperatures of a plurality of types of temperature adjustment objects and adequately adjust the temperatures of the temperature adjustment objects.SOLUTION: A flow of a refrigerant discharged from a compressor 11 is branched at a first branch part 12a, heat is exchanged between one of the branched refrigerant and blowing air for indoor by an indoor condenser 13, and heat is exchanged between the other branched refrigerant and blowing air for a battery by a battery heat exchanger 15. Then, the refrigerant flowing out from the indoor compressor 13 and the refrigerant flowing out from the battery heat exchanger 15 are merged at a first merging part 12b. A flow rate adjusting valve 14 for adjusting a refrigerant flow rate distributing through a low pressure loss side refrigerant passage is arranged on a low pressure loss side refrigerant passage with a small passage pressure loss out of a first refrigerant passage R1 from the first branch part 12a through the indoor condenser 13 to the first merging part 12b and a second refrigerant passage R2 from the first branch part 12a through the battery heat exchanger 15 to the first merging part 12b.

Description

  The present invention relates to a refrigeration cycle apparatus that performs temperature adjustment of a plurality of types of temperature adjustment objects.

  Conventionally, in an electric vehicle such as an electric vehicle or a hybrid vehicle, electric power stored in a power storage means such as a secondary battery is supplied to an electric motor to output a driving force for traveling the vehicle. In this type of secondary battery, the chemical reaction is suppressed in a low-temperature environment such as winter, and the input / output characteristics deteriorate. Therefore, if the secondary battery is used in a low-temperature environment, sufficient power cannot be output. And regenerative power may not be fully charged.

  On the other hand, Patent Document 1 discloses a technique for warming up a secondary battery using a refrigeration cycle apparatus used for air conditioning in a vehicle interior.

  Specifically, in the refrigeration cycle apparatus disclosed in Patent Document 1, the flow of the high-temperature and high-pressure refrigerant discharged from the compressor is branched at the branching portion, and one of the branched high-temperature and high-pressure refrigerant is brought into the vehicle interior by the indoor condenser. Heat is exchanged with the blown room air to be blown, and the other branched high-temperature and high-pressure refrigerant is exchanged with battery blown air blown to the secondary battery by the battery heat exchanger. And the structure which joins the refrigerant | coolant which flowed out from the heat exchanger for batteries, and the refrigerant | coolant which flowed out from the indoor condenser in a junction part is employ | adopted.

  That is, in the refrigeration cycle apparatus of Patent Document 1, the indoor condenser and the battery heat exchanger are connected in parallel to the refrigerant flow, and the indoor air and the battery air are used in each heat exchanger. A plurality of types of temperature adjustment objects (temperature adjustment object fluids) are configured to perform temperature adjustment.

  Furthermore, in the refrigeration cycle apparatus of Patent Document 1, a flow rate adjusting valve is arranged in the refrigerant passage from the branching portion to the battery heat exchanger. Then, by changing the valve opening degree of the flow rate adjusting valve and adjusting the flow rate ratio between the refrigerant flow rate flowing out from the branching portion to the indoor condenser side and the refrigerant flow rate flowing out to the battery heat exchanger side, I am trying to adjust the heating capacity of battery air in the heat exchanger.

Japanese Patent Laid-Open No. 10-162867

  However, in the refrigeration cycle apparatus of Patent Document 1, even if the opening degree of the flow rate adjustment valve is adjusted, the battery air cannot be sufficiently heated, and the secondary battery may not be warmed up properly. .

  Then, when the present inventors investigated the cause, the passage pressure loss in the battery side refrigerant passage from the branch part to the junction part via the battery heat exchanger is transferred from the branch part to the junction part via the indoor condenser. It was found that this was caused by the fact that the pressure loss was larger than the passage pressure loss in the air conditioning side refrigerant passage.

  More specifically, in a general vehicle, a compressor or the like is disposed in a hood in front of the vehicle, an indoor condenser is disposed in front of the vehicle interior, and a secondary battery is disposed in a rear seat or luggage room (trunk room) in the vehicle interior. The battery heat exchanger is disposed at the rear of the vehicle.

  For this reason, the passage pressure loss in the battery side refrigerant passage becomes larger than the passage pressure loss in the air conditioning side refrigerant passage, and the refrigerant branched at the branching portion hardly flows to the battery side refrigerant passage. As a result, even if the valve opening degree of the flow rate adjustment valve arranged in the battery side refrigerant passage where the refrigerant does not flow easily is fully opened, sufficient refrigerant cannot be flown into the battery side refrigerant passage, and the secondary battery is appropriately You will not be able to warm up.

  In view of the above points, an object of the present invention is to appropriately adjust the temperature of a temperature adjustment object in a refrigeration cycle apparatus configured to be able to realize temperature adjustment of a plurality of types of temperature adjustment objects.

The present invention has been devised in order to achieve the above object. In the invention according to claim 1, the compressor (11) compresses and discharges the refrigerant, and the compressor (11) discharges the refrigerant. A branch part (12a) for branching the flow of the refrigerant, and a first heating heat exchanger (13) for heating the first temperature adjustment object using one of the refrigerants branched at the branch part (12a) as a heat source, From the second heating heat exchanger (15, 15a) that heats the second temperature adjustment object using the other refrigerant branched at the branching section (12a) as a heat source, and the first heating heat exchanger (13) A refrigeration cycle apparatus comprising a joining portion (12b) for joining the flow of refrigerant flowing out and the flow of refrigerant flowing out of the second heating heat exchanger (15, 15a),
The first refrigerant passage (R1) extends from the branch part (12a) through the first heating heat exchanger (13) to the junction part (12b), and the second heating heat exchanger (15) from the branch part (12a). , 15a) as the second refrigerant passage (R2) reaching the junction (12b), and further, the refrigerant passage having the smaller passage pressure loss among the first refrigerant passage (R1) and the second refrigerant passage (R2). Is the low pressure loss side refrigerant passage,
A refrigerant flow rate adjusting means (14) is provided for adjusting the flow rate of the refrigerant flowing through the low pressure loss side refrigerant passage by changing the refrigerant passage area of the low pressure loss side refrigerant passage.

  According to this, among the first refrigerant passage (R1) and the second refrigerant passage (R2), the refrigerant flow rate adjusting means for changing the refrigerant passage area of the low pressure loss side refrigerant passage into which the refrigerant discharged from the compressor (11) is likely to flow. (14), the flow rate of refrigerant flowing into the first refrigerant passage (R1) from the branch portion (12a) and the branch portion, compared with the case where the refrigerant passage area of the refrigerant passage having the larger passage pressure loss is changed. It is easy to adjust the flow rate ratio with the refrigerant flow rate flowing from (12a) to the second refrigerant passage (R2) side.

  Therefore, the heating capability of heating the first temperature adjustment object in the first heating heat exchanger (13) and the heating capability of heating the second temperature adjustment object in the second heating heat exchanger (15, 15a); The heating capacity ratio can be easily adjusted. As a result, it is possible to appropriately adjust the temperatures of a plurality of types of temperature adjustment objects such as the first and second temperature adjustment objects. The “passage pressure loss” in the present claims means a pressure loss that occurs when a predetermined flow rate of refrigerant flows through the refrigerant passage.

  Furthermore, in the invention according to claim 2, in the refrigeration cycle apparatus according to claim 1, the refrigerant flow rate adjusting means (14) is arranged in the low pressure loss side refrigerant passage among the low pressure loss side refrigerant passages. The first heating heat exchanger (13) or the second heating heat exchanger (15, 15a) is disposed downstream of the refrigerant flow.

  According to this, since the pressure of the refrigerant can be reduced downstream of the heating heat exchanger disposed in the low pressure loss side refrigerant passage, the refrigerant in the heating heat exchanger disposed in the low pressure loss side refrigerant passage. The heat radiation temperature can be set to a temperature higher than the refrigerant heat radiation temperature in the heat exchanger for heating that is not disposed in the low pressure loss side refrigerant passage.

  Further, according to a third aspect of the present invention, in the refrigeration cycle apparatus according to the first aspect, the refrigerant flow rate adjusting means (14) is disposed in the low pressure loss side refrigerant passage among the low pressure loss side refrigerant passages. The first heating heat exchanger (13) or the second heating heat exchanger (15, 15a) is arranged on the upstream side of the refrigerant flow.

  According to this, since the pressure of the refrigerant can be reduced on the upstream side of the heat exchanger for heating arranged in the low pressure loss side refrigerant passage, the refrigerant in the heat exchanger for heating arranged in the low pressure loss side refrigerant passage The heat radiation temperature can be set to a temperature lower than the refrigerant heat radiation temperature in the heating heat exchanger that is not disposed in the low pressure loss side refrigerant passage.

  In addition, the code | symbol in the bracket | parenthesis of each means described in this column and the claim is an example which shows a corresponding relationship with the specific means as described in embodiment mentioned later.

It is a whole lineblock diagram of the refrigerating cycle device of a 1st embodiment. It is a whole block diagram which shows the refrigerant | coolant flow in the heating + warming-up mode of the refrigerating-cycle apparatus of 1st Embodiment. It is a Mollier diagram which shows the state of the refrigerant | coolant in the heating + warming-up mode of the refrigerating-cycle apparatus of 1st Embodiment. It is a whole block diagram which shows the refrigerant | coolant flow in the heating mode of the refrigerating-cycle apparatus of 1st Embodiment. It is a Mollier diagram which shows the state of the refrigerant | coolant in the heating mode of the refrigerating-cycle apparatus of 1st Embodiment. It is a whole block diagram which shows the refrigerant | coolant flow in the battery warming-up mode of the refrigeration cycle apparatus of 1st Embodiment. It is a Mollier diagram which shows the state of the refrigerant | coolant in the battery warming-up mode of the refrigerating-cycle apparatus of 1st Embodiment. It is a whole block diagram which shows the refrigerant | coolant flow in the air_conditioning | cooling mode of the refrigerating-cycle apparatus of 1st Embodiment. It is a Mollier diagram which shows the state of the refrigerant | coolant in the air_conditioning | cooling mode of the refrigerating-cycle apparatus of 1st Embodiment. It is a whole block diagram of the refrigerating-cycle apparatus of 2nd Embodiment. It is a whole block diagram which shows the refrigerant | coolant flow in the heating + warming-up mode of the refrigerating-cycle apparatus of 3rd Embodiment. It is a Mollier diagram which shows the state of the refrigerant | coolant in heating + warming-up mode of the refrigerating-cycle apparatus of 3rd Embodiment. It is a whole refrigeration cycle apparatus block diagram of 4th Embodiment. It is a whole block diagram of the refrigerating-cycle apparatus of 5th Embodiment.

(First embodiment)
A first embodiment of the present invention will be described with reference to FIGS. In the present embodiment, the refrigeration cycle apparatus 10 of the present invention is applied to an electric vehicle that obtains a driving force for traveling of a vehicle from an electric motor for traveling. Furthermore, in this electric vehicle, the refrigeration cycle apparatus 10 is used to adjust the temperature (warm-up) of the battery 55, which is power storage means for storing electric power supplied to the air conditioning (cooling and heating) of the passenger compartment and the electric motor for traveling. It is used to do.

  Accordingly, the refrigeration cycle apparatus 10 functions to adjust the temperature of the indoor air blown into the vehicle interior, which is the air-conditioning target space, and adjusts the temperature of the battery air blown toward the battery 55. Fulfills the function. In other words, the refrigeration cycle apparatus 10 includes a plurality of types of temperature adjustment objects (temperature adjustment object fluids) such as indoor blowing air (first temperature adjustment object) and battery blowing air (second temperature adjustment object). Adjust the temperature.

  The battery 55 is one of in-vehicle devices mounted on the vehicle. In the present embodiment, the secondary battery can be repeatedly discharged by charging (in this embodiment, a lithium ion battery). Is adopted.

  Next, the refrigeration cycle apparatus 10 will be described. The compressor 11 sucks the refrigerant in the refrigeration cycle apparatus 10 and compresses and discharges the refrigerant. The compressor 11 is configured as an electric compressor that rotationally drives a fixed capacity type compression mechanism with a fixed discharge capacity by an electric motor. Yes. The operation (the number of rotations) of the electric motor of the compressor 11 is controlled by a control signal output from a control device described later.

  The refrigeration cycle apparatus 10 employs an HFC refrigerant (specifically, R134a) as the refrigerant, and constitutes a vapor compression subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the refrigerant critical pressure. ing. Of course, an HFO refrigerant (specifically, R1234yf) or the like may be adopted as the refrigerant. Further, the refrigerant is mixed with refrigerating machine oil for lubricating the compressor 11, and a part of the refrigerating machine oil circulates in the cycle together with the refrigerant.

  The refrigerant inlet of the first branch portion 12 a that branches the flow of the high-pressure refrigerant discharged from the compressor 11 is connected to the discharge port side of the compressor 11. The first branch portion 12a is formed of a three-way joint, and one of the three inflow / outflow ports is a refrigerant inflow port, and the remaining two are the refrigerant outflow ports. Such a three-way joint may be formed by joining pipes having different pipe diameters, or may be formed by providing a plurality of refrigerant passages in a metal block or a resin block.

  The refrigerant inlet side of the indoor condenser 13 is connected to one refrigerant outlet of the first branch part 12a. The indoor condenser 13 is disposed in the casing 31 of the indoor air conditioning unit 30 that forms an air passage for indoor blast air that is blown toward the vehicle interior, and is one of the branches branched by the first branching portion 12a. It is a heat exchanger for heating which heat-exchanges indoor air by heat-exchanging high-pressure refrigerant and indoor air after passing through an indoor evaporator 20 described later.

  That is, the indoor condenser 13 is configured as a first heating heat exchanger that heats the indoor blown air that is the first temperature adjustment object using one of the refrigerants branched at the first branching portion 12a as a heat source. Yes. The detailed configuration of the indoor air conditioning unit 30 will be described later.

  The refrigerant outlet side of the indoor condenser 13 is connected to the inlet side of a flow rate adjusting valve 14 that adjusts the flow rate of the refrigerant flowing out of the indoor condenser 13. The flow rate adjusting valve 14 is configured to include a valve body configured to be able to change the refrigerant passage area of the refrigerant passage, and an electric actuator including a stepping motor that changes the throttle opening degree of the valve body. The flow rate adjusting valve is controlled by a control signal output from the control device.

  Further, the flow rate adjusting valve 14 is a flow rate adjusting valve with a fully open / closed function that functions as a simple refrigerant passage by fully opening the valve opening, and shuts off the refrigerant passage by fully closing the valve opening. . In addition, one refrigerant inlet side of the first merging portion 12 b is connected to the refrigerant outlet side of the flow rate adjusting valve 14. The 1st junction part 12b is comprised by the three-way joint similar to the 1st branch part 12a, and makes two refrigerant outlets among three inflow / outflow ports, and makes the remaining one refrigerant outlet. .

  On the other hand, the refrigerant inlet side of the battery heat exchanger 15 is connected to the other refrigerant outlet of the first branch portion 12a. The battery heat exchanger 15 is disposed in the casing 51 of the battery pack 50 that forms an air passage for the battery blowing air that is blown toward the battery 55, and is branched at the first branch portion 12a. It is a heat exchanger for heating which heat-exchanges the blast air for batteries by heat-exchanging the high pressure refrigerant | coolant and blast air for batteries.

  That is, the battery heat exchanger 15 constitutes a second heating heat exchanger that heats the air blown for the battery, which is the second temperature adjustment object, using one of the refrigerants branched at the first branch portion 12a as a heat source. doing. The detailed configuration of the battery pack 50 will be described later.

  The other refrigerant inlet side of the first junction 12b is connected to the refrigerant outlet side of the battery heat exchanger 15. Therefore, in the 1st junction part 12b, the flow of the refrigerant | coolant which flowed out from the indoor condenser 13 and the flow of the refrigerant | coolant which flowed out from the heat exchanger 15 for batteries merge. Further, on the refrigerant outlet side of the first merging portion 12b, the heating expansion as a decompression means for depressurizing the refrigerant flowing out from the first merging portion 12b when heating the air blown in the room and heating the vehicle interior. The inlet side of the valve 16 is connected.

  The heating expansion valve 16 has a valve body configured to be able to change the throttle opening, and an electric actuator composed of a stepping motor that changes the throttle opening of the valve body, like the flow rate adjustment valve 14. The operation of the electric expansion valve is controlled by a control signal output from the control device. Further, the heating expansion valve 16 is an expansion valve with a fully open function that hardly exerts a pressure reducing action by fully opening the throttle opening of the valve body.

  The refrigerant inlet side of the outdoor heat exchanger 17 is connected to the refrigerant outlet side of the heating expansion valve 16. The outdoor heat exchanger 17 exchanges heat between the refrigerant flowing out of the heating expansion valve 16 and the outside air blown from the blower fan 17a. More specifically, the outdoor heat exchanger 17 functions as an evaporator that evaporates low-pressure refrigerant and exerts an endothermic effect during heating and the like, and functions as a radiator that radiates heat from the high-pressure refrigerant during cooling and the like. To do.

  The blower fan 17a is an electric blower in which the operating rate, that is, the rotation speed (the amount of blown air) is controlled by a control voltage output from the control device. The outlet side of the outdoor heat exchanger 17 is connected to the refrigerant inlet of the second branch portion 12 c that branches the flow of the refrigerant flowing out of the outdoor heat exchanger 17.

  The refrigerant inlet side of the indoor evaporator 20 is connected to one refrigerant outlet of the second branch portion 12c via the cooling expansion valve 19. In addition, one refrigerant inlet of the second merging portion 12d is connected to the other refrigerant outlet of the second branching portion 12c via the on-off valve 21. The basic configuration of the second branching portion 12c and the second joining portion 12d is the same as that of the first branching portion 12a and the first joining portion 12b.

  The cooling expansion valve 19 is an electric expansion valve having a configuration similar to that of the heating expansion valve 16, and the refrigerant flowing into the indoor evaporator 20 is cooled when the air blown into the passenger compartment is cooled. A decompression means for decompressing. Further, the cooling expansion valve 19 has a fully-closed function of closing the refrigerant passage from the second branch portion 12 c to the indoor evaporator 20 with the throttle passage fully closed.

  The indoor evaporator 20 is disposed in the casing 31 of the indoor air conditioning unit 30 and is located upstream of the indoor condenser 13 in the air flow, and is decompressed by the cooling expansion valve 19 in the cooling mode. It is a heat exchanger for cooling which cools indoor air by making heat exchange with indoor air and evaporating. On the refrigerant outlet side of the indoor evaporator 20, the other refrigerant inlet of the second merging portion 12d is connected.

  The on-off valve 21 opens and closes a refrigerant passage extending from the other refrigerant outlet of the second branch part 12c to one refrigerant inlet of the second junction part 12d, and operates according to a control signal output from the control device. Is a solenoid valve to be controlled. Note that the above-described flow rate adjustment valve 14 with a fully-open / close function, the cooling expansion valve 19 with a fully-close function, and the on-off valve 21 are refrigerant circuit switching that switches a refrigerant circuit that circulates a cycle by opening and closing a refrigerant passage. Means.

  The inlet side of the accumulator 23 is connected to the refrigerant outlet of the second junction 12d. The accumulator 23 is a gas-liquid separator that separates the gas-liquid refrigerant flowing into the accumulator 23 and stores excess refrigerant in the cycle. The suction side of the compressor 11 is connected to the gas phase refrigerant outlet of the accumulator 23. Therefore, the accumulator 23 functions to prevent the liquid compression of the compressor 11 by preventing the liquid phase refrigerant from being sucked into the compressor 11.

  Next, the indoor air conditioning unit 30 will be described. The indoor air conditioning unit 30 blows the temperature-adjusted indoor air to the vehicle interior, and is disposed inside the foremost instrument panel (instrument panel) in the vehicle interior and forms a casing 31 thereof. The blower 32, the indoor condenser 13, the indoor evaporator 20, the air mix door 34, and the like are accommodated therein.

  The casing 31 forms an air passage for indoor blown air inside, and is formed of a resin (for example, polypropylene) having a certain degree of elasticity and excellent in strength. An inside / outside air switching device 33 for switching and introducing vehicle interior air (inside air) and outside air is disposed on the most upstream side of the air flow of the indoor blast air in the casing 31.

  The inside / outside air switching device 33 is formed with an inside air introduction port for introducing inside air into the casing 31 and an outside air introduction port for introducing outside air. Furthermore, inside / outside air switching device 33 is provided with an inside / outside air switching door that continuously adjusts the opening area of the inside air introduction port and the outside air introduction port to change the air volume ratio between the inside air volume and the outside air volume. Has been.

  On the downstream side of the air flow of the inside / outside air switching device 33, a blower 32 that blows air sucked through the inside / outside air switching device 33 toward the vehicle interior is arranged. The blower 32 is an electric blower that drives a centrifugal multiblade fan (sirocco fan) with an electric motor, and the number of rotations (air flow rate) is controlled by a control voltage output from the control device.

  On the downstream side of the air flow of the blower 32, the indoor evaporator 20 and the indoor condenser 13 are arranged in this order with respect to the flow of the indoor blown air. In other words, the indoor evaporator 20 is disposed upstream of the indoor condenser 13 in the flow direction of the indoor blast air.

  Further, on the downstream side of the air flow of the indoor evaporator 20 and on the upstream side of the air flow of the indoor condenser 13, the ratio of the amount of air passing through the indoor condenser 13 in the blown air after passing through the indoor evaporator 20. An air mix door 34 for adjusting the air pressure is disposed. Further, on the downstream side of the air flow of the indoor condenser 13, the blown air heated by exchanging heat with the refrigerant in the indoor condenser 13 and the blown air not heated while bypassing the indoor condenser 13 are mixed. A mixing space 35 is provided.

In the most downstream portion of the air flow of the casing 31, an opening hole is provided for blowing the blown air (air conditioned air) mixed in the mixing space 35 into the vehicle interior that is the air conditioned space. Specifically, the opening hole includes a face opening hole that blows air-conditioned air toward the upper body of the passenger in the passenger compartment, a foot opening hole that blows air-conditioned air toward the feet of the passenger, and an inner surface of the front window glass of the vehicle. A defroster opening hole (both not shown) for blowing the conditioned air toward is provided.

  These face opening holes, foot opening holes, and defroster opening holes are respectively provided on the downstream side of the blown air flow through ducts that form air passages, face outlets, foot outlets, and defroster outlets provided in the passenger compartment. (Both not shown).

  Therefore, the temperature of the conditioned air mixed in the mixing space 35 is adjusted by adjusting the ratio of the air volume that the air mix door 34 passes through the indoor condenser 13, and the temperature of the conditioned air blown out from each opening hole. Is adjusted. That is, the air mix door 34 constitutes a temperature adjusting means for adjusting the temperature of the conditioned air blown into the vehicle interior.

  The air mix door 34 is driven by an electric actuator for driving the air mix door, and the operation of the electric actuator for driving the air mix door is controlled by a control signal output from the control device.

  Furthermore, on the upstream side of the air flow of the face opening hole, foot opening hole, and defroster opening hole, a face door that adjusts the opening area of the face opening hole, a foot door that adjusts the opening area of the foot opening hole, and a defroster opening hole, respectively A defroster door (none of which is shown) for adjusting the opening area is arranged.

  These face doors, foot doors, and defroster doors constitute the outlet mode switching means for switching the outlet mode, and are linked to and linked to the electric actuator for driving the outlet mode door via a link mechanism or the like. And rotated. The operation of the electric actuator for driving the outlet mode door is also controlled by a control signal output from the control device.

  In addition, as the outlet mode switched by the outlet mode switching means, specifically, a face mode in which the face outlet is fully opened and air is blown out from the face outlet toward the upper body of the passenger in the passenger compartment, the face outlet and the foot. Bi-level mode that opens both air outlets and blows air toward the upper body and feet of passengers in the passenger compartment, opens the foot air outlet fully and opens the defroster air outlet only by a small opening, mainly from the foot air outlet There are a foot mode for blowing air, a foot defroster mode for opening the foot blower outlet and the defroster blower outlet to the same extent, and blowing air from both the foot blower outlet and the defroster blower outlet.

  Next, the battery pack 50 will be described. The battery pack 50 is disposed on the bottom surface side of the vehicle between the luggage room (trunk room) and the rear seat in the rear of the vehicle, and is placed in a metal casing 51 that has been subjected to electrical insulation processing (for example, insulation coating). An air passage for circulating and blowing battery air is formed, and the blower 52, the battery heat exchanger 15 and the battery 55 are accommodated in the air passage.

  The blower 52 is disposed on the upstream side of the air flow of the battery heat exchanger 15 and blows the battery blown air toward the battery heat exchanger 15. The blower 52 is operated by the control voltage output from the control device. That is, it is an electric blower in which the rotation speed (the amount of blown air) is controlled. Further, a battery 55 is disposed on the downstream side of the air flow of the battery heat exchanger 15, and the downstream side of the air flow of the battery 55 communicates with the suction port side of the blower 52.

  Therefore, when the blower 52 is operated, the battery air that has been adjusted in temperature by the battery heat exchanger 15 is blown to the battery 55, and the temperature of the battery 55 is adjusted. Further, the battery blown air whose temperature has been adjusted for the battery 55 is sucked into the blower 52 and blown again toward the battery heat exchanger 15.

  As is clear from the above description, among the constituent devices constituting the refrigeration cycle apparatus 10, the indoor condenser 13 and the indoor evaporator 20 are disposed in the casing 31 of the indoor air conditioning unit 30 disposed in the foremost part of the vehicle interior. The battery heat exchanger 15 is arranged in the casing 51 of the battery pack 50 arranged on the rear side and the bottom side of the vehicle. Furthermore, in this embodiment, the components of the refrigeration cycle apparatus 10 other than the indoor condenser 13, the indoor evaporator 20, and the battery heat exchanger 15 are arranged in a hood on the vehicle front side.

  Accordingly, the refrigerant passage extending from the first branch portion 12a to the first junction portion 12b via the indoor condenser 13 is defined as the first refrigerant passage R1 (refrigerant passage indicated by the thick solid line in FIG. 1), and the battery from the first branch portion 12a to the battery. When the refrigerant passage reaching the first junction 12b through the heat exchanger 15 is a second refrigerant passage R2 (a refrigerant passage shown by a thick broken line in FIG. 1), the length of the first refrigerant passage R1 is the second. It is shorter than the length of the refrigerant passage R2.

  For this reason, the passage pressure loss in the first refrigerant passage R1 is smaller than the passage pressure loss in the second refrigerant passage R2. Therefore, the first refrigerant passage R1 of the present embodiment constitutes a low-pressure loss side refrigerant passage described in the claims.

  Furthermore, the flow rate adjusting valve 14 of the present embodiment is disposed in the low-pressure loss side refrigerant passage (first refrigerant passage R1) on the downstream side of the refrigerant flow with respect to the first heating heat exchanger (indoor condenser 13). It means that there is. In addition, the passage pressure loss in the present embodiment means a pressure loss that occurs when a predetermined flow rate of refrigerant flows through the refrigerant passage.

  Further, the passage pressure loss in the first refrigerant passage R1 of the present embodiment is extremely small with respect to the passage pressure loss in the second refrigerant passage R2. Specifically, when the valve opening degree of the flow rate adjusting valve 14 is fully opened, almost the entire flow rate of the refrigerant flowing out from the first branch portion 12a flows out to the indoor condenser 13 side, and the battery heat exchanger 15 side So that the refrigerant hardly flows out.

  Next, the electric control unit of this embodiment will be described. The control device is composed of a well-known microcomputer including a CPU, ROM, RAM, etc. and its peripheral circuits, performs various operations and processes based on a control program stored in the ROM, and is connected to the output side. The operation of the control target devices 11, 14, 16, 17 a, 19, 21, 32, 52 is controlled.

  Further, on the input side of the control device, an inside air sensor that detects a vehicle interior temperature (inside air temperature) Tr, an outside air sensor that detects a vehicle interior outside temperature (outside air temperature) Tam, and an amount of solar radiation As irradiated to the vehicle interior are detected. Solar radiation sensor, high-pressure side refrigerant pressure sensor for detecting refrigerant pressure (high-pressure side refrigerant pressure) Pd in the refrigerant passage extending from the first joining portion 12b to the heating expansion valve 16, and from the first joining portion 12b to the heating expansion valve 16 A high-pressure side refrigerant temperature sensor that detects a refrigerant temperature (high-pressure side refrigerant temperature) Td in the refrigerant passage is connected.

  In addition to this, an evaporator temperature sensor for detecting the refrigerant evaporation temperature (evaporator temperature) Tefin in the indoor evaporator 20, a blown air temperature sensor for detecting the blown air temperature TAV blown from the mixing space 35 into the vehicle interior, the outdoor The outdoor heat exchanger temperature sensor for detecting the outdoor temperature Ts of the heat exchanger 17, the outdoor heat exchanger pressure sensor for detecting the refrigerant pressure Ps of the refrigerant on the outlet side of the outdoor heat exchanger 17, and the battery temperature Tb which is the temperature of the battery 55 Various control sensor groups such as a battery temperature sensor as temperature detecting means for detecting the battery are connected.

  Note that the evaporator temperature sensor of this embodiment detects the heat exchange fin temperature of the indoor evaporator 20, but as the evaporator temperature sensor, temperature detecting means for detecting the temperature of other parts of the indoor evaporator 20 May be adopted. Moreover, although the outdoor heat exchanger temperature sensor of this embodiment has detected the temperature of the refrigerant | coolant outflow port of the outdoor heat exchanger 17, it is an outdoor heat exchanger temperature sensor of other site | parts of the outdoor heat exchanger 17. You may employ | adopt the temperature detection means to detect temperature.

  In this embodiment, a blown air temperature sensor for detecting the blown air temperature TAV is provided. As the blown air temperature TAV, a value calculated based on the evaporator temperature Tefin, the high-pressure side refrigerant temperature Td, and the like is used. It may be adopted.

  Moreover, the general battery 55 has a large heat capacity with respect to each component device of the refrigeration cycle apparatus 10, and a temperature distribution is likely to occur. Therefore, in the present embodiment, a battery temperature sensor is configured by a plurality of temperature detection means for detecting the temperature of a plurality of locations on the inside and on the surface of the battery 55, and the average value of the detection values of these plurality of temperature detection means is determined as the battery. The temperature is Tb.

  Further, an operation panel (not shown) disposed near the instrument panel in the front part of the vehicle interior is connected to the input side of the control device, and operation signals from various operation switches provided on the operation panel are input. As various operation switches provided on the operation panel, an air conditioning operation switch that requests air conditioning in the vehicle interior, a vehicle interior temperature setting switch as a target temperature setting means for setting a target temperature Tset in the vehicle interior, and an operation for air conditioning A mode selection switch and the like are provided.

  Here, the control device of the present embodiment is configured such that the control means for controlling various control target devices connected to the output side is integrally configured, but the configuration for controlling the operation of each control target device ( Hardware and software) constitute control means for controlling the operation of each control target device.

  For example, the configuration (hardware and software) for controlling the operation (refrigerant discharge capacity) of the compressor 11 of the control device constitutes the discharge capacity control means, and the cooling expansion valve 19 constituting the refrigerant circuit switching means, opening and closing The configuration for controlling the operation of the valve 21 and the like constitutes the refrigerant circuit switching control means, and the configuration for controlling the operation of the flow rate adjusting valve 14 constitutes the refrigerant flow rate control means.

  Next, the operation of the refrigeration cycle apparatus 10 of the present embodiment having the above configuration will be described. As described above, the refrigeration cycle apparatus 10 can perform air conditioning in the passenger compartment and warm up of the battery 55. Further, the air-conditioning operation modes in the passenger compartment include a cooling mode for cooling the passenger compartment and a heating mode for heating the passenger compartment. Switching between these operation modes is a control stored in the storage circuit in advance by the control device. This is done by executing the program.

  In this control program, the operation signal of the operation panel and the detection signal of the control sensor group are read, the control state of various control target devices is determined based on the read detection signal and the value of the operation signal, and the determined control state The control routine of outputting a control signal or a control voltage to various devices to be controlled is repeated.

  Specifically, with regard to the air conditioning operation mode, when the operation signal is read from the operation panel and the air conditioning operation switch is turned on (ON) and heating is selected by the selection switch, the heating is performed. When the mode is switched and the air conditioning operation switch is turned on (ON) and the cooling is selected by the selection switch, the mode is switched to the cooling mode.

  Regarding the warming up of the battery 55, when the detection signal of the control sensor group is read, the warming up is performed when the battery temperature Tb is equal to or lower than the first reference temperature Tk1 (15 ° C. in the present embodiment). The warm-up is stopped when the battery temperature Tb is equal to or higher than the second reference temperature Tk2 (30 ° C. in the present embodiment).

  Here, output characteristics of the battery 55 (lithium ion battery) of the present embodiment will be described. In the battery 55 of the present embodiment, sufficient input / output characteristics cannot be obtained at a low temperature of 10 ° C. or less because the chemical reaction does not proceed. That is, if the battery 55 becomes 10 degrees C or less, the output of the battery 55 will fall and it will become impossible to drive a vehicle.

  On the other hand, at high temperatures, particularly in the region of 40 ° C. or higher, the input / output of power is cut in a controlled manner to prevent the battery 55 from deteriorating. Therefore, the vehicle cannot be driven even when the battery 55 reaches a high temperature of 40 ° C. or higher. That is, in order to make the vehicle run by fully utilizing the capacity of the battery 55 of the present embodiment, it is necessary to manage the temperature of the battery 55 in a range of about 10 ° C to 40 ° C.

  Therefore, in the present embodiment, the battery temperature Tb is equal to or lower than the first reference temperature Tk1, with the temperature range (10 ° C. to 40 ° C.) determined so that the capacity of the battery 55 can be fully utilized as the reference temperature range. The battery 55 is warmed up, and when the battery temperature Tb is equal to or higher than the second reference temperature Tk2, the warm-up is stopped so that the battery temperature Tb falls within the reference temperature range. ing. Below, the operation | movement in each operation mode is demonstrated.

(A) Heating + warm-up mode The heating + warm-up mode is an operation mode in which heating in the passenger compartment and warming up of the battery 55 are performed simultaneously. More specifically, in this operation mode, when the operation switch of the operation panel is turned on (ON), heating is selected by the selection switch, and the battery temperature Tb is equal to or lower than the first reference temperature Tk1. To be executed.

  In the heating + warm-up mode, the control device brings the heating expansion valve 16 into a throttled state that exerts a pressure reducing action, fully closes the cooling expansion valve 19, and opens the on-off valve 21. Thus, in the heating + warm-up mode, the refrigeration cycle apparatus 10 is switched to the refrigerant circuit through which the refrigerant flows as shown by the solid line arrow in FIG.

  With this refrigerant circuit configuration, the control device calculates a target blowing temperature TAO, which is a target temperature of the blowing air blown into the vehicle interior, based on the values of the read detection signal and operation signal. Based on the target blowing temperature TAO and the detection signal of the sensor group, the operating states of various control target devices connected to the output side of the control device are determined.

  For example, the refrigerant discharge capacity of the compressor 11, that is, the control signal output to the electric motor of the compressor 11, is determined so that the blown air temperature TAV detected by the blown air temperature sensor approaches the target blowing temperature TAO. The In addition, the target blowing temperature TAO determined at the time of heating of a vehicle interior is about 40 to 60 degreeC.

  The valve opening degree of the flow rate adjustment valve 14 is determined so that the battery temperature Tb detected by the battery temperature sensor is within the above-described reference temperature range. Specifically, it is determined so as to decrease the valve opening degree of the flow rate adjustment valve 14 as the battery temperature Tb decreases. Thereby, when the battery temperature Tb is low, the flow rate of the refrigerant flowing out from the first branch portion 12a to the second refrigerant passage R2 side is increased, and the heating capacity of the battery 55 in the battery heat exchanger 15 is increased.

  The throttle opening of the heating expansion valve 16 is calculated based on the high-pressure side refrigerant pressure Pd detected by the high-pressure side refrigerant pressure sensor and the high-pressure side refrigerant temperature Td detected by the high-pressure side refrigerant temperature sensor. Is determined so as to approach the target supercooling degree KSC (in this embodiment, 5K to 15K) determined so that the coefficient of performance (COP) of the cycle becomes a substantially maximum value.

  The control voltage output to the electric motor of the blower 32 is determined with reference to the control map stored in advance in the storage circuit based on the target blowing temperature TAO. Specifically, in the extremely low temperature range (maximum cooling range) and the extremely high temperature range (maximum heating range) of the target blowing temperature TAO, the control voltage output to the electric motor is maximized to control the amount of blown air to the maximum amount. As the blowout temperature TAO approaches the intermediate temperature range, the amount of blown air is reduced.

  The control signal output to the electric actuator of the air mix door 34 is determined so that the air mix door 34 fully opens the air passage on the indoor condenser 13 side. About the control signal output to the air blower 52 of the battery pack 50, it determines so that the air blowing capability of the air blower 52 may become predetermined predetermined air blowing capability. Then, a control signal (control voltage) is output from the control device to the control target device so as to obtain the control state determined as described above.

  Therefore, in the refrigeration cycle apparatus 10 in the heating + warm-up mode, the state of the refrigerant changes as shown in the Mollier diagram of FIG. That is, the high-pressure refrigerant (point a1 in FIG. 3) discharged from the compressor 11 is branched at the first branch portion 12a. At this time, the flow rate ratio between the refrigerant flow rate flowing out from the first branch portion 12a to the first refrigerant passage R1 side and the refrigerant flow rate flowing out from the first branch portion 12a to the second refrigerant passage R2 side is the flow rate adjustment valve 14. It is determined by adjusting the valve opening.

  The refrigerant that has flowed out from the first branch portion 12a toward the first refrigerant passage R1 flows into the indoor condenser 13 and dissipates heat by exchanging heat with the indoor blown air (point a1 → point a2 in FIG. 3). As a result, the blown air for the room is heated and the vehicle interior is heated. At this time, the refrigerant pressure in the indoor condenser 13 is adjusted to a value at which the blown air temperature TAV can realize heating of the vehicle interior. Further, the refrigerant flowing out of the indoor condenser 13 is reduced in pressure when passing through the flow rate adjusting valve 14 and flows into one refrigerant inlet of the first junction 12b (point a2 → a3 in FIG. 3).

  On the other hand, the refrigerant that has flowed out from the first branch portion 12a toward the second refrigerant passage R2 flows into the battery heat exchanger 15, exchanges heat with the battery blowing air, and dissipates heat (point a1 ′ → a3 ′ in FIG. 3). point). Thereby, battery air is heated. And the warming up of the battery 55 is implement | achieved because the blowing air for batteries heated by the air blower 52 is sprayed on the battery 55. FIG. At this time, the refrigerant pressure in the battery heat exchanger 15 is adjusted to a pressure at which the battery temperature Tb is within the reference temperature range.

Furthermore, since the passage pressure loss in the second refrigerant passage R2 of the present embodiment is larger than the passage pressure loss in the first refrigerant passage R1, the refrigerant flowing through the second refrigerant passage R2 flows from the first branch portion 12a to the battery heat. The pressure decreases in the range to the refrigerant inlet of the exchanger 15 (point a1 → a1 ′ in FIG. 3), and further decreases in the range from the refrigerant outlet of the battery heat exchanger 15 to the first junction 12b ( (A3 ′ point → a3 point in FIG. 3)
The refrigerant that has flowed out of the battery heat exchanger 15 flows into the other refrigerant inlet of the first merging portion 12 b and merges with the refrigerant that has flowed out of the flow rate adjustment valve 14. The refrigerant flowing out of the first junction 12b
It flows into the heating expansion valve 16 and is depressurized until it becomes a low-pressure refrigerant (point a3 → a4 in FIG. 3). At this time, the supercooling degree of the high-pressure side refrigerant is adjusted so as to approach the target supercooling degree KSC. Thereby, the refrigeration cycle apparatus 10 can exhibit a high COP.

  The low-pressure refrigerant decompressed by the heating expansion valve 16 flows into the outdoor heat exchanger 17, absorbs heat from the outside air blown from the blower fan 17a, and evaporates. The refrigerant that has flowed out of the outdoor heat exchanger 17 flows into the accumulator 23 and is separated into gas and liquid (point a4 → a5 in FIG. 3) because the on-off valve 21 is open. The gas-phase refrigerant separated by the accumulator 23 is sucked into the compressor 11 and compressed again (point a5 → point a1 in FIG. 3).

  Accordingly, in the heating + warm-up mode, the indoor blast air can be heated by the indoor condenser 13 to heat the vehicle interior, and the battery blast air is heated by the battery heat exchanger 15. The battery 55 can be warmed up.

(B) Heating mode The heating mode is an operation mode in which the vehicle interior is heated and the battery 55 is not warmed up. More specifically, in this operation mode, when the operation switch of the operation panel is turned on (ON), heating is selected by the selection switch, and the battery temperature Tb is higher than the second reference temperature Tk2. To be executed.

  In the heating mode, the control device fully opens the flow rate adjustment valve 14, makes the heating expansion valve 16 in the throttle state, fully closes the cooling expansion valve 19, and opens the on-off valve 21. As a result, in the heating mode, the refrigeration cycle apparatus 10 is switched to the refrigerant circuit through which the refrigerant flows as shown by the solid line arrows in FIG. The operation of other devices to be controlled is the same as in the heating + warm-up mode.

  Here, as described above, the passage pressure loss in the first refrigerant passage R1 of the present embodiment is smaller than the passage pressure loss in the second refrigerant passage R2, and when the valve opening degree of the flow rate adjustment valve 14 is fully open, Almost all the flow rate of the refrigerant flowing out from the branching portion 12a flows out to the indoor condenser 13 side, and almost no refrigerant flows out to the battery heat exchanger 15 side.

  Therefore, in the refrigeration cycle apparatus 10 in the heating mode, the state of the refrigerant changes as shown in the Mollier diagram of FIG. That is, the high-pressure refrigerant discharged from the compressor 11 (point b1 in FIG. 5) flows out to the first refrigerant passage R1 side without being almost branched at the first branch portion 12a.

  The refrigerant that has flowed out from the first branch portion 12a to the first refrigerant passage R1 flows into the indoor condenser 13 and dissipates heat by exchanging heat with the blown air for the room (point b1 → b2 in FIG. 5). As a result, the blown air for the room is heated and the vehicle interior is heated.

  The refrigerant that has flowed out of the indoor condenser 13 flows into the heating expansion valve 16 via the flow rate adjustment valve 14 and the first junction 12b. At this time, since the flow rate adjusting valve 14 is fully opened, the refrigerant passing through the flow rate adjusting valve 14 is not decompressed. The refrigerant flowing into the heating expansion valve 16 is depressurized until it becomes a low-pressure refrigerant (b2 point → b4 point in FIG. 5).

  The low-pressure refrigerant decompressed by the heating expansion valve 16 flows into the outdoor heat exchanger 17, absorbs heat from the outside air blown from the blower fan 17a, and evaporates (b4 point → b5 point in FIG. 5). The refrigerant that has flowed out of the outdoor heat exchanger 17 flows into the accumulator 23 and is separated into gas and liquid as in the heating + warm-up mode, and the separated gas-phase refrigerant is sucked into the compressor 11 and compressed again ( (B5 point → b1 point in FIG. 5).

  Therefore, in the heating mode, the indoor blast air is heated by the indoor condenser 13 so that the vehicle interior can be heated. Further, the battery air is not heated by the battery heat exchanger 15, and the battery 55 is not warmed up.

  In the heating mode of the present embodiment, the refrigerant hardly flows out from the first branch part 12a to the second refrigerant path R2. Therefore, even if the blower 52 of the battery pack 50 is operated, the battery air is not heated by the battery heat exchanger 15. Therefore, the temperature distribution of the battery 55 is suppressed by operating the blower 52.

(C) Battery warm-up mode The battery warm-up mode is an operation mode in which the battery 55 is warmed up without air conditioning in the passenger compartment. More specifically, this operation mode is executed when the battery temperature Tb is equal to or lower than the first reference temperature Tk1 in a state where the operation switch of the operation panel is not turned on (OFF).

  In the battery warm-up mode, the control device fully closes the flow rate adjustment valve 14, closes the heating expansion valve 16, closes the cooling expansion valve 19, and opens the on-off valve 21. Thus, in the battery warm-up mode, the refrigeration cycle apparatus 10 is switched to the refrigerant circuit through which the refrigerant flows as shown by the solid line arrows in FIG. The operation of other devices to be controlled is the same as in the heating + warm-up mode.

  Therefore, in the refrigeration cycle apparatus 10 in the battery warm-up mode, the state of the refrigerant changes as shown in the Mollier diagram of FIG. That is, the high-pressure refrigerant discharged from the compressor 11 (point c1 in FIG. 7) is not branched at the first branch portion 12a because the flow rate adjustment valve 14 is fully closed, so that the second refrigerant path It flows out to the R2 side.

  The refrigerant flowing out from the first branch portion 12a to the second refrigerant passage R2 side decreases in pressure in the range from the first branch portion 12a to the refrigerant inlet of the battery heat exchanger 15 as in the heating + warm-up mode ( (C1 point → c1 ′ point in FIG. 7), flows into the battery heat exchanger 15, exchanges heat with the battery air, and dissipates heat (c1 ′ point → c3 ′ point in FIG. 7). The pressure drops in a range from the refrigerant outlet of the exchanger 15 to the first junction 12b (point c3 ′ → point c3 in FIG. 7).

  Thereby, battery air is heated. And the warming up of the battery 55 is implement | achieved because the blowing air for batteries heated by the air blower 52 is sprayed on the battery 55. FIG. The refrigerant that has flowed out of the battery heat exchanger 15 flows into the heating expansion valve 16 through the first junction 12b. The refrigerant flowing into the heating expansion valve 16 is depressurized until it becomes a low-pressure refrigerant (point c3 → point c4 in FIG. 7).

  The low-pressure refrigerant decompressed by the heating expansion valve 16 flows into the outdoor heat exchanger 17, absorbs heat from the outside air blown from the blower fan 17a, and evaporates (point c4 → c5 in FIG. 7). The refrigerant that has flowed out of the outdoor heat exchanger 17 flows into the accumulator 23 and is separated into gas and liquid as in the heating + warm-up mode, and the separated gas-phase refrigerant is sucked into the compressor 11 and compressed again ( (C5 point → c1 point in FIG. 7).

  Therefore, in the battery warm-up mode, the battery air is heated by the battery heat exchanger 15 and the battery 55 can be warmed up. Furthermore, the refrigerant does not flow into the indoor condenser 13 and the indoor evaporator 20, and the vehicle interior is not air-conditioned.

(D) Cooling mode The cooling mode is an operation mode in which the vehicle interior is cooled and the battery 55 is not warmed up. More specifically, in this operation mode, when the operation switch of the operation panel is turned on (ON), cooling is selected by the selection switch, and the battery temperature Tb is higher than the second reference temperature Tk2. To be executed.

  In the cooling mode, the control device opens the flow rate adjustment valve 14, opens the heating expansion valve 16, opens the cooling expansion valve 19, and closes the on-off valve 21. Thereby, in the cooling mode, the refrigeration cycle apparatus 10 is switched to the refrigerant circuit through which the refrigerant flows as shown by the solid line arrow in FIG.

  Furthermore, regarding the refrigerant discharge capacity of the compressor 11, first, the target evaporator outlet temperature TEO of the indoor evaporator 20 is determined based on the target outlet temperature TAO with reference to a control map stored in advance in the control device. . And based on the deviation of this target evaporator blowing temperature TEO and the blowing air temperature from the indoor evaporator 20 detected by the evaporator temperature sensor, the blowing air temperature from the indoor evaporator 20 is changed using a feedback control method. A control signal output to the electric motor of the compressor 11 is determined so as to approach the target evaporator outlet temperature TEO.

  The throttle opening of the cooling expansion valve 19 is calculated based on the refrigerant pressure Ps detected by the outdoor heat exchanger pressure sensor and the outdoor unit temperature Ts detected by the outdoor heat exchanger temperature sensor. The degree of supercooling of the 17 outlet side refrigerant is determined so as to approach the above-mentioned target degree of supercooling KSC. The control signal output to the electric actuator of the air mix door 34 is determined so that the air mix door 34 closes the air passage on the indoor condenser 13 side.

  Therefore, in the refrigeration cycle apparatus 10 in the cooling mode, the state of the refrigerant changes as shown in the Mollier diagram of FIG. That is, the high-pressure refrigerant discharged from the compressor 11 (point d1 in FIG. 9) flows out to the first refrigerant passage R1 side without being branched at the first branch portion 12a, as in the heating mode.

  The refrigerant that has flowed out from the first branch portion 12a to the first refrigerant passage R1 side flows into the first junction portion 12b through the indoor condenser 13 and the flow rate adjustment valve 14. At this time, since the air mix door 34 closes the air passage on the indoor condenser 13 side, the refrigerant flowing into the indoor condenser 13 hardly dissipates heat. Further, since the flow rate adjustment valve 14 is fully open, the refrigerant passing through the flow rate adjustment valve 14 flows out to the first junction 12b with almost no pressure reduction.

  The refrigerant that has flowed out of the first junction 12 b flows into the outdoor heat exchanger 17 through the heating expansion valve 16. At this time, since the heating expansion valve 16 is fully opened, the refrigerant passing through the heating expansion valve 16 flows into the outdoor heat exchanger 17 with almost no pressure reduction. The refrigerant that has flowed into the outdoor heat exchanger 17 dissipates heat to the outside air blown from the blower fan 17a and lowers enthalpy (point d1 → d5 in FIG. 9).

  Since the on-off valve 21 is closed, the refrigerant flowing out of the outdoor heat exchanger 17 flows into the cooling expansion valve 19 via the second branch portion 12c and is decompressed until it becomes a low-pressure refrigerant (in FIG. 9). d5 → d6 point). At this time, the degree of supercooling of the refrigerant flowing out of the outdoor heat exchanger 17 is adjusted so as to approach the target degree of supercooling KSC. Thereby, the refrigeration cycle apparatus 10 can exhibit a high COP.

  The low-pressure refrigerant decompressed by the cooling expansion valve 19 flows into the indoor evaporator 20, absorbs heat from the indoor blown air blown from the blower 32, and evaporates. As a result, the indoor blown air is cooled to achieve cooling of the passenger compartment. The refrigerant that has flowed out of the indoor evaporator 20 flows into the accumulator 23 through the second merging portion 12d and is gas-liquid separated (point d6 → point d7 in FIG. 9). The gas-phase refrigerant separated by the accumulator 23 is sucked into the compressor 11 and compressed again (point d7 → point d1 in FIG. 9).

  Therefore, in the cooling mode, the indoor blowing air is cooled by the indoor evaporator 20 so that the vehicle interior can be cooled. Further, the battery air is not heated by the battery heat exchanger 15, and the battery 55 is not warmed up. Further, in the cooling mode of the present embodiment, the temperature distribution of the battery 55 can be suppressed by operating the blower 52 of the battery pack 50 as in the heating mode.

  As described above, according to the refrigeration cycle apparatus 10 of the present embodiment, when the vehicle interior is heated, the indoor blower air can be heated by the indoor condenser 13, and when the vehicle interior is cooled. The indoor evaporator 20 can cool indoor blown air. Further, when the battery 55 is warmed up, the battery 55 can be indirectly heated (warmed up) by heating the battery air in the battery heat exchanger 15.

  That is, according to the refrigeration cycle apparatus 10 of the present embodiment, it is possible to adjust the temperature of a plurality of types of temperature adjustment objects (temperature adjustment target fluid) such as indoor blast air and battery blast air.

  Furthermore, in the refrigeration cycle apparatus 10 of the present embodiment, the flow rate adjusting valve is connected to the first refrigerant passage R1 (low pressure loss side refrigerant passage) in which the refrigerant discharged from the compressor 11 easily flows out of the first and second refrigerant passages R1 and R2. 14 is arranged to change the refrigerant passage area of the low pressure loss side refrigerant passage, so that the first refrigerant passage from the first branch portion 12a to the second refrigerant passage R2 having a larger passage pressure loss than the flow regulating valve 14 is arranged. It is easy to adjust the flow rate ratio between the refrigerant flow rate flowing into the R1 side and the refrigerant flow rate flowing into the second refrigerant passage R2 from the first branch portion 12a.

  Therefore, the heating capacity of the indoor blowing air in the indoor condenser 13 disposed in the first refrigerant passage R1 and the heating capacity of the battery blowing air in the battery heat exchanger 15 disposed in the second refrigerant path R2. The heating capacity ratio can be easily adjusted. As a result, the temperature of the indoor blast air and the battery blast air can be adjusted appropriately.

  Further, in the refrigeration cycle apparatus 10 of the present embodiment, the flow rate adjustment valve 14 is arranged on the downstream side of the refrigerant flow with respect to the indoor condenser 13 in the first refrigerant passage R1, so that from the Mollier diagram of FIG. As is obvious, the average refrigerant heat release temperature (refrigerant condensation temperature) in the indoor condenser 13 is set to be higher than the average refrigerant heat release temperature in the battery heat exchanger 15 in the heating + warm-up mode. Can do.

  In the present embodiment, the target blowing temperature TAO of the indoor blown air during heating is about 40 ° C. to 60 ° C., and the reference temperature range of the battery temperature Tb is 10 ° C. to 40 ° C. The target temperature of the blown air is about 20 ° C to 40 ° C. Therefore, the fact that the average refrigerant heat dissipation temperature in the indoor condenser 13 can be higher than the average refrigerant heat dissipation temperature in the battery heat exchanger 15 is that the temperature of the indoor blowing air and the battery blowing air is more appropriate. It is effective to adjust to.

  Further, in the refrigeration cycle apparatus 10 of the present embodiment, when the flow rate adjustment valve 14 as the refrigerant circuit switching means is fully opened in the heating mode and the cooling mode, the passage pressure loss in the first refrigerant passage R1 is the second refrigerant passage. Utilizing the fact that it is smaller than the passage pressure loss in R2, almost the entire flow rate of refrigerant flows from the first branch portion 12a to the first refrigerant passage R1. Therefore, the opening / closing means for opening and closing the second refrigerant passage R2 can be eliminated, and the cost of the entire refrigeration cycle apparatus 10 can be reduced.

(Second Embodiment)
In the first embodiment, an example in which no opening / closing means for opening / closing the second refrigerant passage R2 is provided in order to reduce the cost of the entire refrigeration cycle apparatus 10 has been described. An example will be described in which second refrigerant passage opening / closing means for opening / closing the second refrigerant passage R2 is added in order to prevent a small amount of refrigerant from flowing into the battery heat exchanger 15 during the cooling mode. .

  Specifically, in the present embodiment, as shown in the overall configuration diagram of FIG. 10, as the second refrigerant passage opening / closing means, a refrigerant passage extending from the first branch portion 12 a to the refrigerant inlet of the battery heat exchanger 15 is provided. A second refrigerant passage on-off valve 22 that opens and closes is added. The basic configuration of the second refrigerant passage on-off valve 22 is the same as that of the on-off valve 21 of the first embodiment.

  The second refrigerant passage opening / closing valve 22 is opened during the heating + warming mode and the battery warming mode, and the second refrigerant passage opening / closing valve 22 is closed during the heating mode and the cooling mode. Other configurations and operations are the same as those in the first embodiment.

  Therefore, according to the refrigeration cycle apparatus 10 of the present embodiment, similarly to the first embodiment, it is possible to appropriately adjust the temperatures of a plurality of types of temperature adjustment objects such as indoor air and battery air.

  Furthermore, according to the refrigeration cycle apparatus 10 of the present embodiment, the second refrigerant passage opening / closing valve 22 is closed in the heating mode and the cooling mode, so that a small amount of refrigerant flows into the battery heat exchanger 15. Can be suppressed.

  As a result, in the heating mode and the cooling mode, a slight flow rate of refrigerant flows into the battery heat exchanger 15 and condenses, and the condensed liquid-phase refrigerant cannot be discharged from the battery heat exchanger 15 and accumulates. In other words, the so-called refrigerant stagnation phenomenon and the so-called oil accumulation phenomenon where the refrigerating machine oil accumulates in the battery heat exchanger 15 together with the refrigerant can be suppressed.

(Third embodiment)
In the first and second embodiments, the example in which the passage pressure loss in the first refrigerant passage R1 is smaller than the passage pressure loss in the second refrigerant passage R2 has been described. However, the indoor condenser 13 and the battery heat exchanger 15 are described. Due to the difference in specifications and the handling of the first refrigerant passage R1 and the second refrigerant passage R2, the passage pressure loss in the second refrigerant passage R2 may be smaller than the passage pressure loss in the first refrigerant passage R1.

  Therefore, in the present embodiment, an example in which the passage pressure loss in the second refrigerant passage R2 is smaller than the passage pressure loss in the first refrigerant passage R1 will be described. That is, in the present embodiment, the second refrigerant passage R2 constitutes the low-pressure loss side refrigerant passage described in the claims.

  Further, in the present embodiment, as shown in the overall configuration diagram of FIG. 11, the flow rate adjustment valve 14 is disposed in the refrigerant passage from the first branch portion 12 a to the refrigerant inlet of the battery heat exchanger 15. In other words, the flow rate adjusting valve 14 of the present embodiment is located upstream of the second heating heat exchanger (battery heat exchanger 15) in the low pressure loss side refrigerant passage (second refrigerant passage R2). Has been placed. Other configurations are the same as those of the first embodiment.

  Next, the operation of the refrigeration cycle apparatus 10 of the present embodiment will be described. The refrigeration cycle apparatus 10 of the present embodiment can also be operated by switching to the operation modes (a) to (d) as in the first embodiment.

(A) Heating + warm-up mode In the heating + warm-up mode of the present embodiment, the control device sets the heating expansion valve 16 to the throttle state and fully closes the cooling expansion valve 19 as in the first embodiment. Further, the on-off valve 21 is opened. Thus, in the heating + warm-up mode, the refrigeration cycle apparatus 10 is switched to the refrigerant circuit through which the refrigerant flows as shown by the solid line arrow in FIG.

  Further, the opening degree of the flow rate adjusting valve 14 is determined so that the battery temperature Tb detected by the battery temperature sensor falls within the above-described reference temperature range. The operation of the other components is the same as in the heating + warm-up mode of the first embodiment.

  Therefore, in the refrigeration cycle apparatus 10 in the heating + warm-up mode, the state of the refrigerant changes as shown in the Mollier diagram of FIG. That is, the high-pressure refrigerant (point e1 in FIG. 12) discharged from the compressor 11 is branched at the first branch portion 12a as in the heating + warm-up mode of the first embodiment.

  The refrigerant flowing out from the first branch portion 12a toward the first refrigerant passage R1 is reduced in pressure in the range from the first branch portion 12a to the refrigerant inlet of the indoor condenser 13 (point e1 → e1 ′ in FIG. 12). It flows into the indoor condenser 13 and dissipates heat by exchanging heat with the indoor blast air (point e1 ′ → point e2 in FIG. 12). As a result, the blown air for the room is heated and the vehicle interior is heated. Furthermore, the pressure of the refrigerant flowing out of the indoor condenser 13 decreases in the range from the refrigerant outlet of the indoor condenser 13 to the first junction 12b (point e2 → point e3 in FIG. 12).

On the other hand, the refrigerant flowing out from the first branch portion 12a to the second refrigerant passage R2 side is reduced in pressure when passing through the flow rate adjusting valve 14 and flows into the battery heat exchanger 15 (point e1 → e1 ”in FIG. 12). point).
The refrigerant that has flowed into the battery heat exchanger 15 exchanges heat with the battery blowing air to dissipate heat (point e1 ″ → point e3 in FIG. 12), whereby the battery blowing air is heated. Is similar to the heating + warm-up mode of the first embodiment.

  That is, the refrigerant that has flowed out of the first joining portion 12 b is decompressed by the heating expansion valve 16 until it becomes a low-pressure refrigerant, and the refrigerant decompressed by the heating expansion valve 16 is blown by the outdoor heat exchanger 17. The outside air blown from 17a absorbs heat, evaporates, flows into the accumulator 23, and is separated into gas and liquid by the accumulator 23 (e3 point → e4 point → e5 in FIG. 12).

  Accordingly, in the heating + warm-up mode, the indoor blast air can be heated by the indoor condenser 13 to heat the vehicle interior, and the battery blast air is heated by the battery heat exchanger 15. The battery 55 can be warmed up.

(B) Heating mode In the heating mode of the present embodiment, the control device fully closes the flow rate adjustment valve 14, the heating expansion valve 16 is in the throttle state, the cooling expansion valve 19 is fully closed, and the on-off valve 21 is opened. Thereby, in the refrigerating-cycle apparatus 10 of heating mode, it switches to the refrigerant circuit through which a refrigerant | coolant flows similarly to the heating mode of 1st Embodiment shown in FIG. The operation of other devices to be controlled is the same as in the heating + warm-up mode.

  Therefore, in the heating mode of the present embodiment, as in the heating + warm-up mode, the pressure drops due to the passage pressure loss when the refrigerant passes through the first refrigerant passage R1, but the vehicle is substantially the same as in the first embodiment. The room can be heated.

(C) Battery warm-up mode In the battery warm-up mode according to the present embodiment, the control device fully opens the flow rate adjustment valve 14, sets the heating expansion valve 16 in the throttle state, fully closes the cooling expansion valve 19, and Then, the on-off valve 21 is opened. The operation of other devices to be controlled is the same as in the heating + warm-up mode.

  Here, as described above, the passage pressure loss in the second refrigerant passage R2 of the present embodiment is smaller than the passage pressure loss in the first refrigerant passage R1, and when the valve opening degree of the flow rate adjustment valve 14 is fully open, Almost all the flow rate of the refrigerant flowing out from the branching portion 12a flows out to the battery heat exchanger 15 side, and almost no refrigerant flows out to the indoor condenser 13 side.

  Thereby, in the refrigeration cycle apparatus 10 in the battery warm-up mode, the refrigerant circuit in which the refrigerant flows is switched substantially similarly to the battery warm-up mode of the first embodiment shown in FIG. Therefore, in the battery warm-up mode of this embodiment, the vehicle interior can be heated as in the first embodiment.

(D) Cooling Mode In the cooling mode of the present embodiment, the control device fully closes the flow rate adjustment valve 14, fully opens the heating expansion valve 16, sets the cooling expansion valve 19 to the throttle state, and further opens the on-off valve 21. Close. Thereby, in the refrigeration cycle apparatus 10 in the cooling mode, the refrigerant circuit is switched to the refrigerant circuit as in the cooling mode of the first embodiment shown in FIG. The operation of other devices to be controlled is the same as in the heating + warm-up mode.

  Accordingly, in the cooling mode of the present embodiment, as in the heating + warm-up mode, the pressure drops when the refrigerant passes through the first refrigerant passage R1, but substantially the same as in the first embodiment. It can be performed.

  As described above, according to the refrigeration cycle apparatus 10 of the present embodiment, as in the first embodiment, temperature adjustment of a plurality of types of temperature adjustment objects (temperature adjustment target fluid) such as indoor blast air and battery blast air. It can be performed.

  Furthermore, in the refrigeration cycle apparatus 10 of the present embodiment, the flow rate adjusting valve is connected to the second refrigerant passage R2 (low pressure loss side refrigerant passage) in which the refrigerant discharged from the compressor 11 easily flows out of the first and second refrigerant passages R1 and R2. 14 is arranged, the refrigerant flow rate flowing into the first refrigerant passage R1 side from the first branch portion 12a and the first branch than when the flow regulating valve 14 is arranged in the first refrigerant passage R1 having a large passage pressure loss. It is easy to adjust the flow rate ratio with the refrigerant flow rate flowing into the second refrigerant passage R2 from the portion 12a.

  Further, in the refrigeration cycle apparatus 10 of the present embodiment, the flow rate adjustment valve 14 is arranged on the upstream side of the refrigerant flow with respect to the battery heat exchanger 15 in the second refrigerant passage R2, so the Mollier line in FIG. As is apparent from the figure, the average refrigerant heat release temperature (refrigerant condensation temperature) in the indoor condenser 13 is higher than the average refrigerant heat release temperature in the battery heat exchanger 15 in the heating + warm-up mode. can do.

  Therefore, according to the refrigeration cycle apparatus 10 of the present embodiment, the temperatures of the indoor blast air and the battery blast air can be appropriately adjusted, as in the first embodiment.

  Furthermore, in the refrigeration cycle apparatus 10 of the present embodiment as well, as in the second embodiment, in order to prevent the refrigerant having a slight flow rate from flowing into the indoor condenser 13 during the battery warm-up mode, A first refrigerant passage opening / closing means for opening and closing the refrigerant passage R1 may be added. Thereby, it is possible to prevent the refrigerant stagnation phenomenon and the oil accumulation phenomenon from occurring in the indoor condenser 13 during the battery warm-up mode.

(Fourth embodiment)
Although 1st Embodiment demonstrated the example which heats the battery air (gas) which flows through the inside of the air path of the battery pack 50 as a 2nd temperature adjustment target object, in this embodiment, the whole block diagram of FIG. As shown in FIG. 4, an example in which a heat medium (liquid) flowing through the heat medium circuit 50a is heated or cooled as the second temperature adjustment object will be described.

  The heat medium circuit 50 a is a circuit that circulates a heat medium that adjusts the temperature of the battery 55. In the present embodiment, specifically, an ethylene glycol aqueous solution is employed as the heat medium, but of course, oil or the like may be employed. More specifically, the heat medium circuit 50a includes a water-refrigerant heat exchanger 15a that exchanges heat between the heat medium and the refrigerant, a heat medium passage formed inside or outside the battery 55, and a water pump 52a for heat medium pressure feeding. Are sequentially connected in a ring by piping.

  The water-refrigerant heat exchanger 15a is a second heating heat exchanger that heats the heat medium by exchanging heat between the refrigerant flowing through the refrigerant passage 15b and the heat medium flowing through the water passage 15c. As a specific configuration of such a water-refrigerant heat exchanger 15a, a configuration is adopted in which a pipe forming the water passage 15c is wound around the outer periphery of the refrigerant pipe forming the refrigerant passage 15b to exchange heat between the heat medium and the refrigerant. May be.

  Further, a meandering tube or a plurality of tubes for circulating the refrigerant is adopted as the refrigerant passage 15b, a water passage 15c is formed between the adjacent tubes, and further heat exchange between the refrigerant and the cooling water is promoted. You may employ | adopt the heat exchanger structure etc. which provide a corrugated fin and a plate fin.

  The water pump 52a is an electric water pump whose operation (heat medium pumping ability) is controlled by a control signal output from the control device. Furthermore, a heat medium inlet side temperature sensor for detecting an inlet side temperature Tin of the heat medium flowing into the heat medium passage of the battery 55 and heat flowing out from the heat medium passage of the battery 55 are provided on the input side of the control device of the present embodiment. A heat medium outlet side temperature sensor for detecting the outlet side temperature Tout of the medium heat medium is connected.

  The water pumping capacity of the water pump 52a is controlled so that the temperature difference between the inlet side temperature Tin and the outlet side temperature Tout is about a predetermined temperature difference (for example, 5 ° C.). Other configurations and operations are the same as those in the first embodiment.

  Therefore, in the refrigeration cycle apparatus 10 of the present embodiment, the refrigerant discharged from the compressor 11 is caused to flow into the refrigerant passage 15b of the water-refrigerant heat exchanger 15a during the heating + warm-up mode and the battery warm-up mode, and the water passage By heating the heat medium flowing through 15c, the battery 55 can be indirectly heated (warmed up).

  That is, even in the refrigeration cycle apparatus 10 that employs the heat medium circuit 50a as in the present embodiment, the temperature of the indoor blast air and the heat medium can be appropriately adjusted, as in the first embodiment. In the present embodiment, the example in which the heat medium circuit 50a is employed in the refrigeration cycle apparatus 10 of the first embodiment has been described. Of course, in the refrigeration cycle apparatus 10 of the second and third embodiments, Similarly, the heat medium circuit 50a may be employed.

(Fifth embodiment)
In the present embodiment, as shown in the overall configuration diagram of FIG. 14, the battery 55 is directly heated (warmed up) by the refrigerant that has flowed out from the first branch portion 12a toward the second refrigerant passage R2 as compared with the first embodiment. doing. Specifically, the refrigerant that has flowed out from the first branch portion 12a to the second refrigerant passage R2 side passes through the refrigerant passage formed in the outer periphery or inside of the battery 55 and flows out to the first junction portion 12b side.

  That is, the second temperature adjustment object of the present embodiment is the battery 55, and in the refrigeration cycle apparatus 10 of the present embodiment, the refrigerant discharged from the compressor 11 during the heating + warm-up mode and the battery warm-up mode. The battery 55 can be directly heated (warmed up) by the heat it has. Other configurations and operations are the same as those in the first embodiment.

  Therefore, even in the refrigeration cycle apparatus 10 of the present embodiment, the temperature of the indoor blown air and the battery 55 can be adjusted appropriately as in the first embodiment. In the present embodiment, the example in which the battery 55 is directly heated with the high-pressure refrigerant in the refrigeration cycle apparatus 10 of the first embodiment has been described. Of course, in the refrigeration cycle apparatus 10 of the second and third embodiments, the battery You may make it heat 55 directly.

(Other embodiments)
The present invention is not limited to the above-described embodiment, and can be variously modified as follows without departing from the spirit of the present invention.

  (1) In the above-described embodiment, the example in which the refrigeration cycle apparatus 10 is applied to an electric vehicle has been described. Of course, a normal vehicle that obtains driving force for vehicle travel from an internal combustion engine (engine), or an internal combustion engine and travel vehicle You may apply to the hybrid vehicle which obtains the driving force for vehicle travel from both electric motors. When applied to a vehicle having an internal combustion engine, a heater core that heats the indoor blown air using cooling water of the internal combustion engine as a heat source may be provided.

  Furthermore, you may apply the refrigerating-cycle apparatus 10 other than a vehicle. For example, the first temperature adjustment object may be blown air that blows air into the room, and the second temperature adjustment object may be a heat medium for adjusting the temperature of the power generation device.

  (2) In the above-described embodiment, the indoor blowing air is heated as the first temperature adjustment object, and the battery blowing air (gas), the heat medium (liquid), or the battery 55 (solid) is used as the second temperature adjustment object. However, the first and second temperature objects are not limited to these. Of course, the first temperature adjustment object may be liquid or solid.

  Furthermore, for example, the vehicle-mounted device different from the battery 55 may be heated (warmed up) as the first and second temperature adjustment objects. For example, the internal combustion engine (engine cooling water, engine intake), electric motor, inverter, transmission, engine catalyst, etc. may be heated (warmed up). Furthermore, you may employ | adopt indoor blowing air ventilated to the same or different air-conditioning object space as a 1st, 2nd temperature adjustment object.

  For example, in a one-box car or the like, a front-seat indoor condenser that heats indoor blown air that is disposed on the front side of the vehicle interior and is blown to the front seat side, and a rear side or upper side (ceiling side) of the vehicle interior Some of them are equipped with a so-called dual air conditioner system that includes a rear-seat indoor condenser that heats indoor blown air that is disposed at positions other than the front side and is blown to the rear seat side.

  In this type of dual air conditioning system, the front heating indoor condenser constitutes the first heating heat exchanger of the present invention, and the rear seat indoor condenser constitutes the second heating heat exchanger of the present invention. And you may make it heat the indoor ventilation air ventilated by the both heat exchangers for heating to the vehicle interior which is the same air-conditioning object space.

  In this embodiment, the flow rate adjusting valve 14 is arranged so that the refrigerant heat radiation temperature in the front seat indoor condenser mainly used when heating the vehicle interior is higher than the refrigerant heat radiation temperature in the rear seat indoor condenser. It is desirable to do.

  More specifically, in this embodiment, the passage pressure loss in the first refrigerant passage R1 is smaller than the passage pressure loss in the second refrigerant passage R2 for the same reason as in the first embodiment. What is necessary is just to arrange | position to the refrigerant | coolant flow downstream rather than the indoor condenser for front seats in refrigerant path R1.

  (3) In the above-described embodiment, for example, a variable throttle mechanism with a fully open function is adopted as the heating expansion valve 16, but the heating expansion valve 16 is bypassed with a fixed throttle made of an orifice or a capillary tube. You may comprise by the bypass passage made and the on-off valve which opens and closes this bypass passage.

  In addition, a variable throttle mechanism with a fully-closed function is adopted as the cooling expansion valve 19. Of course, a throttle mechanism (including a fixed throttle) that does not have a fully-closed function is connected in parallel to this. An on-off valve that opens and closes the refrigerant passage may be employed to exhibit the same function.

  In the first embodiment or the like, the first merging portion 12b (merging portion) and the flow rate adjusting valve 14 (refrigerant flow rate adjusting means) may be integrally configured. Specifically, the first merging portion 12b is abolished, and at least the refrigerant passage area of the low-pressure loss side refrigerant passage (first refrigerant passage R1) is changed, so that the first merging portion from the refrigerant outlet side of the indoor condenser 13 is changed. You may employ | adopt the 3 type | system | group flow control valve which changes simultaneously the refrigerant | coolant flow rate which flows in into 12b, and the refrigerant | coolant flow rate which flows in into the 1st junction part 12b from the refrigerant | coolant exit side of the battery heat exchanger 15.

  In the second embodiment, the first branch part 12a (branch part) and the flow rate adjusting valve 14 (refrigerant flow rate adjusting means) may be configured integrally. Specifically, the first branch portion 12a is abolished and at least the refrigerant passage area of the low-pressure loss side refrigerant passage (second refrigerant passage R2) is changed so that the discharge port side of the compressor 11 leads to the indoor condenser 13. You may employ | adopt the three-system flow regulating valve which changes simultaneously the refrigerant | coolant flow rate which flows in, and the refrigerant | coolant flow rate which flows in into the heat exchanger 15 for batteries from the discharge outlet side of the compressor 11. FIG.

  Moreover, although the above-mentioned embodiment demonstrated the example which comprised the refrigerant circuit switching means by the flow regulating valve 14, the cooling expansion valve 19, the on-off valve 21, etc., a refrigerant circuit switching means is not limited to this. For example, an electric three-way valve or a plurality of on-off valves may be combined.

  (4) In the above-described embodiment, the example in which the temperature sensor that detects the temperature of the battery 55 main body is employed as the temperature detection unit that detects the battery temperature Tb of the battery 55 has been described. However, the temperature detection unit is not limited thereto. . For example, if it is 1st Embodiment, you may employ | adopt the temperature detection means to detect the temperature of the blast air for batteries immediately after battery 55 passage. In the fourth embodiment, the temperature of the heat medium immediately after passing through the battery 55 (exit side temperature Tout) may be used as the battery temperature Tb.

  (5) In the above-described embodiment, the refrigeration cycle apparatus 10 that can realize cooling and heating in the vehicle interior by switching the refrigerant circuit has been described. However, the refrigeration cycle apparatus 10 may be configured as a dedicated heating apparatus. In this case, the cooling expansion valve 19 and the indoor evaporator 20 may be eliminated.

  Furthermore, although the example which employ | adopted the outdoor heat exchanger 17 which heat-exchanges a refrigerant | coolant and external air was demonstrated in the above-mentioned embodiment, you may employ | adopt the heat exchanger which heat-exchanges things other than a refrigerant | coolant and external air. . For example, in the case of a dedicated heating machine, a water-refrigerant heat exchanger that exchanges heat between the refrigerant decompressed by the heating expansion valve 16 and the cooling water of other in-vehicle devices may be employed.

  (6) In the above-described first embodiment, the example in which the blower 52 of the battery pack 50 is operated in the heating mode and the cooling mode has been described. Of course, the blower 52 may be stopped in the heating mode and the cooling mode. However, the air blowing capacity may be lowered as compared with the heating + warm-up mode and the battery warm-up mode. Similarly, in the fourth embodiment, the water pumping capacity of the water pump 52a may be reduced (including stoppage) in the heating mode and the cooling mode.

DESCRIPTION OF SYMBOLS 10 Refrigeration cycle apparatus 11 Compressor 12a, 12b 1st branch part, 2nd merge part 13 Indoor condenser 14 Flow control valve 15, 15a Battery heat exchanger, water-refrigerant heat exchanger R1, R2 1st refrigerant path, Second refrigerant passage

Claims (8)

A compressor (11) for compressing and discharging the refrigerant;
A branch part (12a) for branching the flow of the refrigerant discharged from the compressor (11);
A first heating heat exchanger (13) that heats the first temperature adjustment object using one of the refrigerants branched at the branch part (12a) as a heat source;
A second heating heat exchanger (15, 15a) for heating the second temperature adjustment object using the other refrigerant branched at the branch section (12a) as a heat source;
A refrigeration comprising a junction (12b) for joining the flow of the refrigerant flowing out of the first heating heat exchanger (13) and the flow of the refrigerant flowing out of the second heating heat exchanger (15, 15a). A cycle device,
The first refrigerant passage (R1) from the branch portion (12a) through the first heating heat exchanger (13) to the junction portion (12b) serves as the second heating passage from the branch portion (12a). A second refrigerant passage (R2) that reaches the junction (12b) via a heat exchanger (15, 15a), and further, out of the first refrigerant passage (R1) and the second refrigerant passage (R2), When the refrigerant passage with the smaller passage pressure loss is the low pressure loss side refrigerant passage,
A refrigeration cycle apparatus comprising refrigerant flow rate adjusting means (14) for adjusting a flow rate of refrigerant flowing through the low pressure loss side refrigerant passage by changing a refrigerant passage area of the low pressure loss side refrigerant passage.   The refrigerant flow rate adjusting means (14) is located downstream of the first heating heat exchanger (13) or the second heating heat exchanger (15, 15a) in the low pressure loss side refrigerant passage. The refrigeration cycle apparatus according to claim 1, wherein the refrigeration cycle apparatus is arranged.   The refrigerant flow rate adjusting means (14) is located upstream of the first heating heat exchanger (13) or the second heating heat exchanger (15, 15a) in the low pressure loss side refrigerant passage. The refrigeration cycle apparatus according to claim 1, wherein the refrigeration cycle apparatus is arranged. A refrigeration cycle apparatus applied to a vehicle,
The first heating heat exchanger (13) heats indoor air blown into the vehicle interior,
4. The refrigeration cycle apparatus according to claim 1, wherein the second heating heat exchanger (15, 15 a) heats an in-vehicle device (55) mounted on a vehicle. Refrigerant flow rate control means for controlling the operation of the refrigerant flow rate adjustment means (14),
The said refrigerant | coolant flow control means controls the action | operation of the said refrigerant | coolant flow control means (14) so that the temperature of the said vehicle equipment (55) may become in the predetermined reference temperature range. Refrigeration cycle equipment.   The refrigeration cycle apparatus according to claim 4 or 5, wherein the in-vehicle device is a battery (55) for storing electric power.   4. The heat exchanger (15, 15 a) for heating the first and second heaters heats the blown air that is blown into the air-conditioning target space. 5. Refrigeration cycle equipment. A refrigeration cycle apparatus applied to a vehicle,
The air-conditioning target space is a vehicle interior,
The first heating heat exchanger (13) is disposed on the front side of the vehicle interior,
The refrigeration cycle apparatus according to claim 7, wherein the second heat exchanger (15, 15a) is disposed at a position other than the front side in the vehicle interior.

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