JP7294075B2 - refrigeration cycle equipment - Google Patents

Description

The present disclosure relates to a refrigeration cycle device applied to an air conditioner.

2. Description of the Related Art Conventionally, the technique described in Patent Literature 1 is known as a refrigeration cycle device applied to an air conditioner. In the refrigeration cycle apparatus of Patent Document 1, an air-conditioning evaporator and a battery cooling chiller are connected in parallel, and air conditioning (cooling, dehumidifying and heating) and cooling of the battery as the object to be cooled can be performed at the same time. is configured as

In such a configuration, an appropriate flow rate of refrigerant is supplied to both the air conditioning evaporator and the battery cooling chiller so that the air conditioning evaporator and the battery cooling chiller exhibit appropriate cooling capabilities. It is desirable that

JP 2019-45034 A

However, in the configuration of Patent Document 1, the air-conditioning evaporator and the battery cooling chiller are connected in parallel. It is assumed that the refrigerant flow rate for one or the other is also affected.

For this reason, it becomes a factor of control hunting and the like, and it is difficult to appropriately control the refrigerant flow rate supplied to both. If the flow rate of the refrigerant to the air conditioning evaporator is insufficient or excessive, it is assumed that the temperature of the blown air will fluctuate greatly, which may lead to a deterioration in the feeling of air conditioning.

In view of the above points, an object of the present disclosure is to provide a refrigeration cycle apparatus that suppresses deterioration of the air conditioning feeling when cooling an object to be cooled and cooling blown air are performed in parallel.

A refrigeration cycle device according to an aspect of the present disclosure is a refrigeration cycle device applied to an air conditioner. The refrigeration cycle device includes compressors (11, 11a), air conditioning evaporators (18), air conditioning flow rate adjusting units (14b, 14bt, 15c), cooling evaporators (19, 52a, 55), A cooling flow rate adjusting section (14c) and a flow rate control section (60a) are provided.

The compressor compresses and discharges refrigerant. The air-conditioning evaporator evaporates the refrigerant to cool the air blown into the air-conditioned space. The air-conditioning flow rate adjusting unit adjusts the flow rate of refrigerant flowing into the air-conditioning evaporator. The cooling evaporator is connected in parallel with the air conditioning evaporator in terms of refrigerant flow, and evaporates the refrigerant to cool the object to be cooled. The cooling flow rate adjustment unit adjusts the flow rate of refrigerant flowing into the cooling evaporator. The flow rate control section controls operation of at least one of the air conditioning flow rate adjustment section and the cooling flow rate adjustment section.

Further, the compressor discharges more refrigerant than the total refrigerant flow rate when cooling the blown air and cooling the object to be cooled are performed in parallel. The total refrigerant flow rate is the sum of the refrigerant flow rate required for the air conditioning evaporator to exhibit the target air conditioning cooling capacity and the refrigerant flow rate required for the cooling evaporator to exhibit the target cooling cooling capacity. It is.

Further, the flow rate control unit controls the air-conditioning evaporator so that the cooling capacity exhibited by the air-conditioning evaporator approaches the target air-conditioning cooling capacity when the cooling of the blown air and the cooling of the object to be cooled are performed in parallel. It controls the operation of at least one of the flow rate adjusting section and the cooling flow rate adjusting section.

According to this, when the cooling of the blown air and the cooling of the object to be cooled are performed in parallel, the cooling capacity exhibited by the air conditioning evaporator approaches the target air conditioning cooling capacity. and a refrigerant flow rate to at least one of the cooling evaporator is adjusted. At this time, the cooling capacity exerted by the air-conditioning evaporator is adjusted so as to approach the target air-conditioning cooling capacity, so that the temperature fluctuation of the blown air can be suppressed and the deterioration of the air-conditioning feeling can be suppressed.

At this time, the compressor discharges more refrigerant than the total refrigerant flow rate. There is no shortage of refrigerant flow for That is, the refrigeration cycle device can reliably cool the object to be cooled by the cooling evaporator.

In addition, even if the flow rate of the refrigerant to the evaporating part for cooling exceeds the flow rate of the refrigerant required to achieve the target cooling capacity, the cooling object will be cooled as the refrigerant capacity of the evaporating part for cooling increases. The period required for cooling is shortened. In other words, since only the time required for cooling the object to be cooled changes, the object to be cooled itself can be properly cooled.

It should be noted that the reference numerals in parentheses of each means described in this column and claims indicate the correspondence with specific means described in the embodiments described later.

1 is an overall configuration diagram of a vehicle air conditioner of a first embodiment; FIG. It is a block diagram showing an electric control part of the vehicle air conditioner of the first embodiment. It is a control characteristic diagram for determining the operation mode in the vehicle air conditioner of the first embodiment. FIG. 7 is another control characteristic diagram for determining the operation mode in the vehicle air conditioner of the first embodiment; 4 is a time chart showing an example of the operation of each component in cooling mode and cooling cooling mode; It is a whole lineblock diagram of the vehicle air conditioner of a 2nd embodiment. It is a whole block diagram of the vehicle air conditioner of 3rd Embodiment. It is a whole block diagram of the vehicle air conditioner of 4th Embodiment. FIG. 11 is an overall configuration diagram of a vehicle air conditioner of a fifth embodiment; It is a whole block diagram of the vehicle air conditioner of 6th Embodiment. It is a whole block diagram of the vehicle air conditioner of 7th Embodiment. It is a whole block diagram of the vehicle air conditioner of 8th Embodiment.

(First embodiment)
A first embodiment of the present disclosure will be described with reference to FIGS. 1 to 5. FIG. In the present embodiment, a refrigeration cycle device 10 according to the present disclosure is applied to a vehicle air conditioner 1 mounted on an electric vehicle that obtains driving force for running from an electric motor. The vehicle air conditioner 1 not only air-conditions the interior of the vehicle, which is the space to be air-conditioned, but also has the function of adjusting the temperature of the battery 80 . Therefore, the vehicle air conditioner 1 can also be called an air conditioner with a battery temperature adjustment function.

The battery 80 is a secondary battery that stores power to be supplied to in-vehicle equipment such as an electric motor. The battery 80 of this embodiment is a lithium ion battery. The battery 80 is a so-called assembled battery formed by stacking a plurality of battery cells 81 and electrically connecting the battery cells 81 in series or in parallel.

With this type of battery, input/output is limited at low temperatures, and output tends to decrease at high temperatures. For this reason, the temperature of the battery must be maintained within an appropriate temperature range (15° C. or higher and 55° C. or lower in this embodiment) in which the charge/discharge capacity of the battery can be fully utilized. .

In addition, in this type of battery, the higher the temperature of the battery, the more likely the deterioration of the cells constituting the battery progresses. In other words, by maintaining the temperature of the battery at a certain low temperature, progress of deterioration of the battery can be suppressed.

Therefore, in the vehicle air conditioner 1 , the cold heat generated by the refrigeration cycle device 10 can cool the battery 80 . Therefore, an object to be cooled that is different from the blown air in the refrigeration cycle apparatus 10 of this embodiment is the battery 80 .

The vehicle air conditioner 1 includes a refrigeration cycle device 10, an indoor air conditioning unit 30, a high temperature side heat medium circuit 40, a low temperature side heat medium circuit 50, and the like, as shown in the overall configuration diagram of FIG.

The refrigeration cycle device 10 has a function of cooling air blown into the vehicle interior and a function of heating the high temperature side heat medium circulating in the high temperature side heat medium circuit 40 in order to air-condition the vehicle interior. Furthermore, the refrigerating cycle device 10 functions to cool the low temperature side heat medium circulating in the low temperature side heat medium circuit 50 in order to cool the battery 80 .

The refrigeration cycle device 10 is configured to be able to switch refrigerant circuits for various operation modes in order to air-condition the vehicle interior. The refrigeration cycle device 10 is configured to be switchable, for example, between a cooling mode refrigerant circuit, a dehumidifying and heating mode refrigerant circuit, and a heating mode refrigerant circuit. Furthermore, the refrigeration cycle device 10 can switch between an operation mode in which the battery 80 is cooled and an operation mode in which the battery 80 is not cooled in each operation mode for air conditioning.

In addition, the refrigeration cycle device 10 employs an HFO-based refrigerant (specifically, R1234yf) as a refrigerant, and is a vapor compression type in which the pressure of the refrigerant discharged from the compressor 11 does not exceed the critical pressure of the refrigerant. It constitutes a subcritical refrigeration cycle. Further, the refrigerant contains refrigerating machine oil for lubricating the compressor 11 . Some of the refrigerating machine oil circulates through the cycle together with the refrigerant.

As shown in FIG. 1, the refrigeration cycle device 10 includes a compressor 11, a water-refrigerant heat exchanger 12, a heating expansion valve 14a, a cooling expansion valve 14b, a cooling expansion valve 14c, an outdoor heat exchanger 16, an indoor An evaporator 18, a chiller 19 and the like are connected.

Among the constituent devices of the refrigeration cycle device 10, the compressor 11 sucks the refrigerant in the refrigeration cycle device 10, compresses it, and discharges it. The compressor 11 is arranged in a drive unit room that is arranged in front of the vehicle compartment and houses an electric motor and the like.

The compressor 11 is an electric compressor in which a fixed displacement type compression mechanism with a fixed displacement is rotationally driven by an electric motor. The compressor 11 has its rotation speed (that is, refrigerant discharge capacity) controlled by a control signal output from a control device 60, which will be described later.

The inlet side of the refrigerant passage of the water-refrigerant heat exchanger 12 is connected to the discharge port of the compressor 11 . The water-refrigerant heat exchanger 12 has a refrigerant passage through which the high-pressure refrigerant discharged from the compressor 11 flows, and a water passage through which the high-temperature-side heat medium circulating in the high-temperature-side heat-medium circuit 40 flows. The water-refrigerant heat exchanger 12 is a heat exchanger for heating that heats the high-temperature side heat medium by exchanging heat between the high-pressure refrigerant flowing through the refrigerant passage and the high-temperature side heat medium flowing through the water passage. .

The outlet of the refrigerant passage of the water-refrigerant heat exchanger 12 is connected to the inlet side of a first three-way joint 13a having three inlets and outlets communicating with each other. As such a three-way joint, one formed by joining a plurality of pipes or one formed by providing a plurality of refrigerant passages in a metal block or a resin block can be adopted.

Furthermore, the refrigerating cycle apparatus 10 includes second three-way joints 13b to sixth three-way joints 13f, as will be described later. The basic configuration of these second to sixth three-way joints 13b to 13f is similar to that of the first three-way joint 13a.

One outflow port of the first three-way joint 13a is connected to the inlet side of the heating expansion valve 14a. One inflow port side of the second three-way joint 13b is connected to the other outflow port of the first three-way joint 13a via a bypass passage 22a. A dehumidifying on-off valve 15a is arranged in the bypass passage 22a.

The dehumidifying on-off valve 15a is an electromagnetic valve that opens and closes a refrigerant passage that connects the other outflow port side of the first three-way joint 13a and one inflow port side of the second three-way joint 13b. Furthermore, the refrigerating cycle device 10 is provided with a heating on-off valve 15b, as will be described later. The basic configuration of the heating on-off valve 15b is the same as that of the dehumidifying on-off valve 15a.

The dehumidifying on-off valve 15a and the heating on-off valve 15b can switch the refrigerant circuit for each operation mode by opening and closing the refrigerant passage. Therefore, the dehumidifying on-off valve 15a and the heating on-off valve 15b are refrigerant circuit switching units that switch the refrigerant circuit of the cycle. The operation of the dehumidifying on-off valve 15 a and the heating on-off valve 15 b is controlled by a control voltage output from the control device 60 .

The heating expansion valve 14a reduces the pressure of the high-pressure refrigerant that has flowed out of the refrigerant passage of the water-refrigerant heat exchanger 12, and also reduces the flow rate (mass flow rate) of the refrigerant that flows out to the downstream side, at least in the operation mode for heating the vehicle interior. This is the heating decompression unit to be adjusted. The heating expansion valve 14a is an electric variable throttle mechanism that includes a valve body that can change the opening degree of the throttle and an electric actuator that changes the opening degree of the valve body.

Furthermore, the refrigerating cycle device 10 includes a cooling expansion valve 14b and a cooling expansion valve 14c, as will be described later. The basic configuration of the cooling expansion valve 14b and the cooling expansion valve 14c is similar to that of the heating expansion valve 14a.

The heating expansion valve 14a, the cooling expansion valve 14b, and the cooling expansion valve 14c each have a fully open function and a fully closed function. The full-open function allows the valve to fully open to function as a mere refrigerant passage without exhibiting the flow rate adjustment action and the refrigerant pressure reduction action. The fully closed function is a function of closing the refrigerant passage by fully closing the valve opening degree. Then, the heating expansion valve 14a, the cooling expansion valve 14b, and the cooling expansion valve 14c can switch the refrigerant circuit of each operation mode by the fully open function and the fully closed function.

Therefore, the heating expansion valve 14a, the cooling expansion valve 14b, and the cooling expansion valve 14c of this embodiment also function as a refrigerant circuit switching unit. The heating expansion valve 14a, the cooling expansion valve 14b, and the cooling expansion valve 14c are controlled in their operations by control signals (control pulses) output from the control device 60. FIG.

The refrigerant inlet side of the outdoor heat exchanger 16 is connected to the outlet of the heating expansion valve 14a. The outdoor heat exchanger 16 is a heat exchanger that exchanges heat between the refrigerant flowing out from the heating expansion valve 14a and the outside air blown by a cooling fan (not shown). The outdoor heat exchanger 16 is arranged on the front side in the driving device room. Therefore, when the vehicle is running, the outdoor heat exchanger 16 can be exposed to running wind.

The refrigerant outlet of the outdoor heat exchanger 16 is connected to the inlet side of the third three-way joint 13c. One inlet of the fourth three-way joint 13d is connected to one outlet of the third three-way joint 13c via the heating passage 22b. A heating on-off valve 15b for opening and closing the refrigerant passage is arranged in the heating passage 22b.

The other inlet port side of the second three-way joint 13b is connected to the other outlet port of the third three-way joint 13c. A check valve 17 is arranged in a refrigerant passage that connects the other outlet side of the third three-way joint 13c and the other inlet side of the second three-way joint 13b. The check valve 17 allows the refrigerant to flow from the third three-way joint 13c side to the second three-way joint 13b side, and prohibits the refrigerant to flow from the second three-way joint 13b side to the third three-way joint 13c side.

The inlet side of the fifth three-way joint 13e is connected to the outlet of the second three-way joint 13b. One outflow port of the fifth three-way joint 13e is connected to the inlet side of the cooling expansion valve 14b. The inlet side of the cooling expansion valve 14c is connected to the other outflow port of the fifth three-way joint 13e.

The cooling expansion valve 14b is a cooling decompression unit that reduces the pressure of the refrigerant flowing out of the outdoor heat exchanger 16 and adjusts the flow rate of the refrigerant flowing out downstream at least in the operation mode for cooling the vehicle interior. The cooling expansion valve 14b corresponds to an example of an air conditioning flow rate adjusting section.

The refrigerant inlet side of the indoor evaporator 18 is connected to the outlet of the cooling expansion valve 14b. The indoor evaporator 18 is arranged in an air conditioning case 31 of an indoor air conditioning unit 30, which will be described later. The indoor evaporator 18 evaporates the low-pressure refrigerant by exchanging heat between the low-pressure refrigerant decompressed by the cooling expansion valve 14b and the air blown from the blower 32, and blows air by making the low-pressure refrigerant exert an endothermic action. A cooling heat exchanger that cools air. That is, the indoor evaporator 18 corresponds to an example of an air conditioning evaporator. A refrigerant outlet of the indoor evaporator 18 is connected to one inlet side of the sixth three-way joint 13f.

The cooling expansion valve 14c is a cooling decompression unit that reduces the pressure of the refrigerant flowing out of the outdoor heat exchanger 16 and adjusts the flow rate of the refrigerant flowing out downstream at least in the operation mode for cooling the battery 80. Therefore, the cooling expansion valve 14c corresponds to an example of a cooling flow rate adjusting section.

The inlet side of the refrigerant passage of the chiller 19 is connected to the outlet of the cooling expansion valve 14c. The chiller 19 has a refrigerant passage through which the low-pressure refrigerant decompressed by the cooling expansion valve 14 c flows, and a water passage through which the low temperature side heat medium circulating in the low temperature side heat medium circuit 50 flows. The chiller 19 is an evaporator that exchanges heat between the low-pressure refrigerant flowing through the refrigerant passage and the low-temperature side heat medium flowing through the water passage to evaporate the low-pressure refrigerant and exhibit heat absorption. That is, the chiller 19 corresponds to an example of a cooling evaporator. The outlet of the refrigerant passage of the chiller 19 is connected to the other inlet side of the sixth three-way joint 13f.

The inlet side of the evaporation pressure regulating valve 20 is connected to the outflow port of the sixth three-way joint 13f. The evaporating pressure regulating valve 20 functions to maintain the refrigerant evaporating pressure in the indoor evaporator 18 at or above a predetermined reference pressure in order to suppress frost formation on the indoor evaporator 18 . The evaporating pressure regulating valve 20 is composed of a mechanical variable throttle mechanism that increases the degree of opening of the valve as the pressure of the refrigerant on the outlet side of the indoor evaporator 18 rises.

As a result, the evaporation pressure regulating valve 20 maintains the refrigerant evaporation temperature in the indoor evaporator 18 at a frost suppression temperature (1° C. in this embodiment) that can suppress frost formation on the indoor evaporator 18 or higher. . Furthermore, the evaporating pressure regulating valve 20 of the present embodiment is arranged downstream of the flow of the refrigerant from the sixth three-way joint 13f, which is the junction. Therefore, the evaporation pressure regulating valve 20 maintains the refrigerant evaporation temperature in the chiller 19 at or above the frost suppression temperature.

The outlet of the evaporation pressure regulating valve 20 is connected to the other inlet side of the fourth three-way joint 13d. The inlet side of the accumulator 21 is connected to the outflow port of the fourth three-way joint 13d. The accumulator 21 is a gas-liquid separator that separates the gas-liquid refrigerant that has flowed into the accumulator 21 and stores excess liquid-phase refrigerant in the cycle. The gas-phase refrigerant outlet of the accumulator 21 is connected to the suction port side of the compressor 11 .

As is clear from the above description, the fifth three-way joint 13e of the present embodiment functions as a branching portion that branches the flow of refrigerant flowing out of the outdoor heat exchanger 16. As shown in FIG. Also, the sixth three-way joint 13f is a confluence portion that joins the flow of refrigerant flowing out of the indoor evaporator 18 and the flow of refrigerant flowing out of the chiller 19 and causes the flow to flow to the suction side of the compressor 11 .

The indoor evaporator 18 and the chiller 19 are connected in parallel with each other with respect to the refrigerant flow. Furthermore, the bypass passage 22a guides the refrigerant that has flowed out of the refrigerant passage of the water-refrigerant heat exchanger 12 to the upstream side of the branch. The heating passage 22 b guides the refrigerant that has flowed out of the outdoor heat exchanger 16 to the suction port side of the compressor 11 .

Next, the high temperature side heat medium circuit 40 will be described. The high temperature side heat medium circuit 40 is a heat medium circulation circuit that circulates the high temperature side heat medium. Ethylene glycol, dimethylpolysiloxane, a solution containing a nanofluid or the like, an antifreeze liquid, or the like can be used as the high-temperature side heat medium. The high temperature side heat medium circuit 40 includes a water passage of the water-refrigerant heat exchanger 12, a high temperature side heat medium pump 41, a heater core 42, and the like.

The high-temperature side heat medium pump 41 is a water pump that pressure-feeds the high-temperature side heat medium to the inlet side of the water passage of the water-refrigerant heat exchanger 12 . The high-temperature side heat medium pump 41 is an electric pump whose rotational speed (that is, pumping capacity) is controlled by a control voltage output from the control device 60 .

A heat medium inlet side of the heater core 42 is connected to the outlet of the water passage of the water-refrigerant heat exchanger 12 . The heater core 42 is a heat exchanger that heats the air that has passed through the indoor evaporator 18 by exchanging heat between the high-temperature side heat medium heated by the water-refrigerant heat exchanger 12 and the air that has passed through the indoor evaporator 18 . The heater core 42 is arranged inside the air conditioning case 31 of the indoor air conditioning unit 30 . A heat medium outlet of the heater core 42 is connected to a suction port side of the high temperature side heat medium pump 41 .

Therefore, in the high-temperature-side heat medium circuit 40, the high-temperature-side heat-medium pump 41 adjusts the flow rate of the high-temperature-side heat medium flowing into the heater core 42, so that the heat dissipation amount ( That is, the heating amount of the blown air in the heater core 42 can be adjusted.

That is, in the present embodiment, the components of the water-refrigerant heat exchanger 12 and the high temperature side heat medium circuit 40 constitute a heating unit that heats the blown air using the refrigerant discharged from the compressor 11 as a heat source. .

Next, the low temperature side heat medium circuit 50 will be described. The low temperature side heat medium circuit 50 is a heat medium circulation circuit that circulates the low temperature side heat medium. As the low temperature side heat medium, the same fluid as the high temperature side heat medium can be adopted. A water passage of the chiller 19 , a low temperature side heat medium pump 51 , a cooling heat exchange section 52 , a three-way valve 53 , a low temperature side radiator 54 and the like are arranged in the low temperature side heat medium circuit 50 .

The low-temperature side heat medium pump 51 is a water pump that pressure-feeds the low-temperature side heat medium to the inlet side of the water passage of the chiller 19 . The basic configuration of the low temperature side heat medium pump 51 is the same as that of the high temperature side heat medium pump 41 .

The inlet side of the cooling heat exchange section 52 is connected to the outlet of the water passage of the chiller 19 . The cooling heat exchange section 52 has a plurality of metallic heat medium flow paths arranged so as to contact the plurality of battery cells 81 forming the battery 80 . The cooling heat exchange portion 52 is a heat exchange portion that cools the battery 80 by exchanging heat between the low temperature side heat medium flowing through the heat medium flow path and the battery cell 81 .

Such a cooling heat exchange portion 52 may be formed by arranging heat medium flow paths between the stacked battery cells 81 . Also, the cooling heat exchange portion 52 may be formed integrally with the battery 80 . For example, it may be formed integrally with the battery 80 by providing a heat medium flow path in a special case that accommodates the battery cells 81 arranged in a stack.

The inlet side of the three-way valve 53 is connected to the outlet of the cooling heat exchange section 52 . The three-way valve 53 is an electric three-way flow control valve that has one inlet and two outlets and can continuously adjust the passage area ratio of the two outlets. The operation of the three-way valve 53 is controlled by a control signal output from the control device 60 .

One outflow port of the three-way valve 53 is connected to the heat medium inlet side of the low temperature side radiator 54 . The other outflow port of the three-way valve 53 is connected to the suction port side of the low temperature side heat medium pump 51 . Therefore, in the low temperature side heat medium circuit 50, the three-way valve 53 continuously adjusts the flow rate of the low temperature side heat medium flowing into the low temperature side radiator 54 out of the low temperature side heat medium flowing out of the cooling heat exchange section 52. .

The low-temperature side radiator 54 exchanges heat between the low-temperature side heat medium flowing out of the cooling heat exchange section 52 and the outside air blown by an outside air fan (not shown), thereby dissipating the heat of the low-temperature side heat medium to the outside. It is a vessel.

The low temperature side radiator 54 is arranged on the front side in the drive chamber. Therefore, when the vehicle is running, the low-temperature side radiator 54 can be exposed to running wind. Therefore, the low-temperature side radiator 54 may be formed integrally with the outdoor heat exchanger 16 and the like. A heat medium outlet of the low temperature side radiator 54 is connected to the suction port side of the low temperature side heat medium pump 51 .

Therefore, in the low-temperature side heat medium circuit 50, the low-temperature side heat medium pump 51 adjusts the flow rate of the low-temperature side heat medium flowing into the cooling heat exchange section 52, so that the low-temperature side heat medium in the cooling heat exchange section 52 can adjust the amount of heat absorption that is taken from the battery 80 . That is, in the present embodiment, the components of the chiller 19 and the low-temperature side heat medium circuit 50 constitute a cooling unit that cools the battery 80 by evaporating the refrigerant flowing out of the cooling expansion valve 14c.

Next, the indoor air conditioning unit 30 will be described. The indoor air conditioning unit 30 is for blowing out into the passenger compartment the blown air whose temperature has been adjusted by the refrigeration cycle device 10 . The indoor air conditioning unit 30 is arranged inside the dashboard (instrument panel) at the forefront of the vehicle interior.

As shown in FIG. 1, the indoor air conditioning unit 30 accommodates a blower 32, an indoor evaporator 18, a heater core 42, and the like in an air passage formed in an air conditioning case 31 forming the outer shell.

The air-conditioning case 31 forms an air passage for air to be blown into the vehicle interior. The air-conditioning case 31 is molded from a resin (for example, polypropylene) having a certain degree of elasticity and excellent strength.

An inside/outside air switching device 33 is arranged on the most upstream side of the blowing air flow of the air conditioning case 31 . The inside/outside air switching device 33 switches and introduces inside air (vehicle interior air) and outside air (vehicle exterior air) into the air conditioning case 31 .

The inside/outside air switching device 33 continuously adjusts the opening areas of the inside air introduction port for introducing inside air into the air conditioning case 31 and the outside air introduction port for introducing outside air into the air conditioning case 31 by means of the inside/outside air switching door, thereby adjusting the amount of the inside air introduced and the outside air. Vary the ratio of the amount of air introduced and the amount of air introduced. The inside/outside air switching door is driven by an electric actuator for inside/outside air switching door. The operation of this electric actuator is controlled by a control signal output from the control device 60 .

A blower 32 is arranged on the downstream side of the inside/outside air switching device 33 in the blown air flow. The blower 32 blows the air sucked through the inside/outside air switching device 33 into the vehicle interior. The blower 32 is an electric blower that drives a centrifugal multi-blade fan with an electric motor. The blower 32 has its rotation speed (ie, blowing capacity) controlled by a control voltage output from the control device 60 .

The indoor evaporator 18 and the heater core 42 are arranged in this order with respect to the blown air flow downstream of the blower 32 . In other words, the indoor evaporator 18 is arranged upstream of the heater core 42 in the air flow.

A cold air bypass passage 35 is provided in the air-conditioning case 31 so that the air that has passed through the indoor evaporator 18 bypasses the heater core 42 . An air mix door 34 is arranged downstream of the indoor evaporator 18 in the air conditioning case 31 and upstream of the heater core 42 .

The air mix door 34 adjusts the air volume ratio between the air volume of the air passing through the heater core 42 side and the air volume of the air passing through the cold air bypass passage 35 in the air after passing through the indoor evaporator 18. Department. The air mix door 34 is driven by an air mix door electric actuator. The operation of this electric actuator is controlled by a control signal output from the control device 60 .

A mixing space is arranged downstream of the heater core 42 and the cool air bypass passage 35 in the air conditioning case 31 in the flow of air. The mixing space is a space in which the blast air heated by the heater core 42 and the unheated blast air passing through the cold air bypass passage 35 are mixed.

Furthermore, an opening hole for blowing out the blast air mixed in the mixing space (that is, the conditioned air) into the vehicle interior, which is the space to be air-conditioned, is arranged at the downstream portion of the blast air flow of the air conditioning case 31 .

The openings include a face opening, a foot opening, and a defroster opening (all not shown). The face opening hole is an opening hole for blowing the conditioned air toward the upper body of the passenger in the passenger compartment. The foot opening hole is an opening hole for blowing the conditioned air toward the passenger's feet. The defroster opening hole is an opening hole for blowing the conditioned air toward the inner surface of the vehicle front window glass.

These face opening hole, foot opening hole, and defroster opening hole are connected to the face outlet, foot outlet, and defroster outlet (none of which are shown) provided in the passenger compartment via ducts that form air passages. )It is connected to the.

Therefore, the air mix door 34 adjusts the air volume ratio between the air volume passing through the heater core 42 and the air volume passing through the cold air bypass passage 35, thereby adjusting the temperature of the conditioned air mixed in the mixing space. Then, the temperature of the blown air (air-conditioned air) blown into the passenger compartment from each outlet is adjusted.

A face door, a foot door, and a defroster door (none of which are shown) are arranged upstream of the face opening, foot opening, and defroster opening, respectively. The face door adjusts the opening area of the face opening hole. The foot door adjusts the opening area of the foot opening hole. The defroster door adjusts the opening area of the defroster opening hole.

These face door, foot door, and defroster door constitute an outlet mode switching device for switching outlet modes. These doors are connected to an electric actuator for driving the outlet mode door via a link mechanism or the like, and are rotated in conjunction with each other. The operation of this electric actuator is also controlled by a control signal output from the control device 60 .

The outlet mode switched by the outlet mode switching device specifically includes a face mode, a bi-level mode, a foot mode, and the like.

The face mode is an air outlet mode in which the face air outlet is fully opened and air is blown out from the face air outlet toward the upper body of the occupant in the passenger compartment. The bi-level mode is an outlet mode in which both the face outlet and the foot outlet are opened to blow air toward the upper body and feet of the occupants in the vehicle. The foot mode is an air outlet mode in which the foot air outlet is fully opened and the defroster air outlet is opened by a small degree of opening so that air is mainly blown out from the foot air outlet.

Furthermore, the occupant can manually operate a blowout mode switch provided on the operation panel 70 to switch to the defroster mode. The defroster mode is an outlet mode in which the defroster outlet is fully opened and air is blown from the defroster outlet to the inner surface of the windshield.

Next, the outline of the electric control unit of this embodiment will be described. The control device 60 is composed of a well-known microcomputer including CPU, ROM, RAM, etc. and its peripheral circuits. The control device 60 performs various calculations and processes based on the air-conditioning control program stored in the ROM, and controls the operation of various controlled devices.

Various devices to be controlled are connected to the output side of the control device 60 . Various devices to be controlled include the compressor 11, the heating expansion valve 14a, the cooling expansion valve 14b, the cooling expansion valve 14c, the dehumidifying on-off valve 15a, the heating on-off valve 15b, the blower 32, and the high temperature side heat medium pump 41. , a low-temperature side heat medium pump 51, a three-way valve 53, and the like.

Various sensor groups are connected to the input side of the control device 60 as shown in the block diagram of FIG. Detection signals from these sensors are input to the control device 60 . The sensor group includes an inside air temperature sensor 61, an outside air temperature sensor 62, a solar radiation sensor 63, a first refrigerant temperature sensor 64a to a fifth refrigerant temperature sensor 64e, an evaporator temperature sensor 64f, a first refrigerant pressure sensor 65a, and a second refrigerant pressure sensor. A sensor 65b is included. Further, the sensor group includes a high temperature side heat medium temperature sensor 66a, a first low temperature side heat medium temperature sensor 67a, a second low temperature side heat medium temperature sensor 67b, a battery temperature sensor 68, an air conditioning air temperature sensor 69, and the like. there is

The internal air temperature sensor 61 is an internal air temperature detection unit that detects the vehicle interior temperature (inside air temperature) Tr. The outside air temperature sensor 62 is an outside air temperature detection unit that detects the vehicle outside temperature (outside air temperature) Tam. The solar radiation sensor 63 is a solar radiation amount detection unit that detects the solar radiation amount Ts irradiated into the vehicle interior.

The first refrigerant temperature sensor 64 a is a discharged refrigerant temperature detection unit that detects the temperature T<b>1 of the refrigerant discharged from the compressor 11 . The second refrigerant temperature sensor 64b is a second refrigerant temperature detection unit that detects the temperature T2 of the refrigerant flowing out of the refrigerant passage of the water-refrigerant heat exchanger 12 . The third refrigerant temperature sensor 64c is a third refrigerant temperature detector that detects the temperature T3 of the refrigerant flowing out of the outdoor heat exchanger 16. As shown in FIG.

The fourth refrigerant temperature sensor 64d is a fourth refrigerant temperature detection section that detects the temperature T4 of the refrigerant that has flowed out of the indoor evaporator 18. As shown in FIG. The fifth refrigerant temperature sensor 64e is a fifth refrigerant temperature detector that detects the temperature T5 of the refrigerant that has flowed out of the refrigerant passage of the chiller 19 .

The evaporator temperature sensor 64f is an evaporator temperature detection unit that detects the refrigerant evaporation temperature (evaporator temperature) Tefin in the indoor evaporator 18 . Specifically, the evaporator temperature sensor 64f of the present embodiment detects the heat exchange fin temperature of the indoor evaporator 18 . Here, the evaporator temperature Tefin is a physical quantity that correlates with the temperature of the refrigerant flowing through the indoor evaporator 18 . Therefore, the evaporator temperature sensor 64f corresponds to an example of a physical quantity detection section.

The first refrigerant pressure sensor 65a is a first refrigerant pressure detection unit that detects the pressure P1 of the refrigerant flowing out from the refrigerant passage of the water-refrigerant heat exchanger 12. As shown in FIG. The second refrigerant pressure sensor 65b is a second refrigerant pressure detection section that detects the pressure P2 of the refrigerant flowing out from the refrigerant passage of the chiller 19 .

The high-temperature-side heat medium temperature sensor 66 a is a high-temperature-side heat-medium temperature detection unit that detects a high-temperature-side heat-medium temperature TWH that is the temperature of the high-temperature-side heat medium flowing out of the water passage of the water-refrigerant heat exchanger 12 .

The first low-temperature side heat medium temperature sensor 67a is a first low-temperature side heat medium temperature detection unit that detects a first low-temperature side heat medium temperature TWL1, which is the temperature of the low-temperature side heat medium flowing out of the water passage of the chiller 19. The second low-temperature side heat medium temperature sensor 67b is a second low-temperature side heat medium temperature detection section that detects a second low-temperature side heat medium temperature TWL2, which is the temperature of the low-temperature side heat medium flowing out of the cooling heat exchange section 52. .

The battery temperature sensor 68 is a battery temperature detector that detects the battery temperature TB (that is, the temperature of the battery 80). The battery temperature sensor 68 of this embodiment has a plurality of temperature sensors and detects temperatures at a plurality of locations of the battery 80 . Therefore, the control device 60 can also detect the temperature difference between the parts of the battery 80 . Furthermore, as the battery temperature TB, an average value of detection values of a plurality of temperature sensors is used.

The air-conditioning air temperature sensor 69 is an air-conditioning air temperature detector that detects the temperature TAV of the air blown from the mixed space into the vehicle interior.

Furthermore, as shown in FIG. 2, the input side of the control device 60 is connected to an operation panel 70 arranged near the instrument panel in the front part of the passenger compartment. Therefore, the control device 60 receives operation signals from various operation switches provided on the operation panel 70 .

Various operation switches provided on the operation panel 70 specifically include an auto switch, an air conditioner switch, an air volume setting switch, a temperature setting switch, a blowout mode switching switch, and the like. The auto switch is operated when setting or canceling the automatic control operation of the vehicle air conditioner. The air conditioner switch is operated when the indoor evaporator 18 is required to cool the blown air. The air volume setting switch is operated when manually setting the air volume of the blower 32 . The temperature setting switch is operated when setting the target temperature Tset in the passenger compartment. The blowout mode changeover switch is operated when manually setting the blowout mode.

Note that the control device 60 of the present embodiment is integrally configured with a control section that controls various controlled devices connected to the output side thereof. In the control device 60, the configuration (hardware and software) that controls the operation of each controlled device constitutes a control unit that controls the operation of each controlled device.

For example, in the control device 60, the configuration for controlling the operations of the heating expansion valve 14a, the cooling expansion valve 14b, and the cooling expansion valve 14c constitutes a flow control section 60a. Therefore, in the later-described cooling mode and cooling cooling mode, the flow control unit 60a controls the throttle opening degrees of the cooling expansion valve 14b and the cooling expansion valve 14c.

In the control device 60, the component for controlling the refrigerant discharge capacity of the compressor 11 (specifically, the rotation speed of the compressor 11) constitutes a compressor control section 60b. Therefore, the compressor control unit 60b controls the refrigerant discharge capacity of the compressor 11 in the cooling mode and the cooling cooling mode, which will be described later.

In the control device 60, the configuration for controlling the operation of the dehumidifying on-off valve 15a and the heating on-off valve 15b constitutes a refrigerant circuit switching control section 60c. Further, in the control device 60, the configuration for controlling the high temperature side heat medium pumping capability of the high temperature side heat medium pump 41 constitutes a high temperature side heat medium pump control section 60d. Further, in the control device 60, the configuration for controlling the pumping capability of the low temperature side heat medium of the low temperature side heat medium pump 51 constitutes a low temperature side heat medium pump control section 60e.

Next, the operation of this embodiment with the above configuration will be described. As described above, the vehicle air conditioner 1 of this embodiment not only air-conditions the interior of the vehicle, but also has the function of adjusting the temperature of the battery 80 .

Therefore, the operation mode of the refrigeration cycle device 10 is configured by combining an air conditioning mode regarding the air conditioning of the passenger compartment and a cooling mode regarding whether or not the temperature of the battery 80 is adjusted. Specifically, in the refrigeration cycle device 10 according to the present embodiment, the refrigerant circuit can be switched to operate in the following 11 types of operation modes.

(1) Cooling mode: The cooling mode is an operation mode in which the vehicle interior is cooled by cooling the blown air and blowing it into the vehicle interior without cooling the battery 80 .

(2) Series dehumidification and heating mode: In the series dehumidification and heating mode, the air that has been cooled and dehumidified is reheated without cooling the battery 80, and is blown out into the vehicle interior to dehumidify and heat the interior of the vehicle. mode.

(3) Parallel dehumidification heating mode: In the parallel dehumidification heating mode, the cooled and dehumidified blast air is reheated with a higher heating capacity than in the serial dehumidification heating mode without cooling the battery 80, and is blown out into the passenger compartment. This is an operation mode for dehumidifying and heating the vehicle interior.

(4) Heating mode: The heating mode is an operation mode in which the vehicle interior is heated by heating the blown air and blowing it into the vehicle interior without cooling the battery 80 .

(5) Air-conditioning cooling mode: The air-conditioning cooling mode is an operation mode in which the battery 80 is cooled and the blast air is cooled and blown into the vehicle interior to cool the vehicle interior.

(6) Series dehumidification heating cooling mode: In the series dehumidification heating cooling mode, the battery 80 is cooled, and the cooled and dehumidified blast air is reheated and blown out into the vehicle interior to dehumidify and heat the interior of the vehicle. Driving mode.

(7) Parallel dehumidification heating cooling mode: The parallel dehumidification heating cooling mode cools the battery 80 and reheats the cooled and dehumidified blast air with a higher heating capacity than the series dehumidification heating cooling mode to heat the vehicle interior. It is an operation mode that dehumidifies and heats the vehicle interior by blowing out to the air.

(8) Heating/cooling mode: The heating/cooling mode is an operation mode in which the battery 80 is cooled, and the vehicle interior is heated by heating the blown air and blowing it into the vehicle interior.

(9) Heating serial cooling mode: In the heating serial cooling mode, the battery 80 is cooled, and at the same time, the blown air is heated with a higher heating capacity than in the heating cooling mode, and blown into the passenger compartment, thereby heating the passenger compartment. mode.

(10) Heating parallel cooling mode: In the heating parallel cooling mode, the battery 80 is cooled, and at the same time, the blown air is heated with a higher heating capacity than in the heating series cooling mode, and is blown out into the passenger compartment to heat the passenger compartment. Driving mode.

(11) Cooling mode: This is an operation mode in which the battery 80 is cooled without air-conditioning the vehicle interior.

These operation modes are switched by executing an air conditioning control program. The air-conditioning control program is executed when the automatic switch of the operation panel 70 is turned on (ON) by the operation of the passenger, and automatic control of the vehicle interior is set.

In the main routine of the air-conditioning control program, detection signals from the sensor group for air-conditioning control and operation signals from various air-conditioning operation switches are read. Then, based on the values of the read detection signal and operation signal, a target blowout temperature TAO, which is the target temperature of the blown air blown into the vehicle compartment, is calculated.

Specifically, the target blowing temperature TAO is calculated by the following formula F1.
TAO=Kset×Tset−Kr×Tr−Kam×Tam−Ks×Ts+C (F1)
Note that Tset is the vehicle interior set temperature set by the temperature setting switch. Tr is the vehicle interior temperature detected by the inside air sensor. Tam is the vehicle exterior temperature detected by the outside air sensor. Ts is the amount of solar radiation detected by the solar radiation sensor. Kset, Kr, Kam, and Ks are control gains, and C is a correction constant.

When the air conditioner switch on the operation panel 70 is turned on and the target outlet temperature TAO is equal to or lower than the cooling reference temperature α1, the air conditioning mode is determined to be the cooling mode. Cooling reference temperature α1 is determined by referring to a control map stored in advance in control device 60 based on outside air temperature Tam. In the present embodiment, as shown in FIG. 3, the cooling reference temperature α1 is determined to decrease as the outside air temperature Tam decreases.

When the battery temperature TB detected by the battery temperature sensor 68 is equal to or higher than a predetermined reference cooling temperature KTB (35° C. in this embodiment) with the air conditioning mode determined to be the cooling mode, , the operation mode is determined to be cooling mode. On the other hand, when the air conditioning mode is determined to be the cooling mode and the battery temperature TB is lower than the reference cooling temperature KTB, the operation mode is determined to be the cooling mode.

In the cooling mode and the cooling cooling mode, at least the air blown into the passenger compartment is cooled by the indoor evaporator 18 and supplied, thereby cooling the passenger compartment.

In this case, at least the compressor 11, the water-refrigerant heat exchanger 12, (heating expansion valve 14a), the outdoor heat exchanger 16, the check valve 17, the cooling expansion valve 14b, the indoor evaporator 18, and the evaporation pressure regulating valve 20, the accumulator 21, and the compressor 11 in this order.

That is, in the cooling mode or the cooling cooling mode, at least the water-refrigerant heat exchanger 12 and the outdoor heat exchanger 16 function as radiators, and the indoor evaporator 18 functions as a heat absorber to form a refrigerant circuit. .

Further, when the air conditioner switch on the operation panel 70 is turned on and the target blowout temperature TAO is equal to or higher than the cooling reference temperature α1 and the target blowout temperature TAO is equal to or lower than the dehumidification reference temperature β1, the air conditioning The mode is determined to series dehumidification heating mode.

The dehumidifying reference temperature β1 is determined by referring to a control map stored in advance in the control device 60 based on the outside air temperature Tam. As shown in FIG. 3, the dehumidifying reference temperature β1, like the cooling reference temperature α1, is determined to decrease as the outside air temperature Tam decreases. Further, the dehumidifying reference temperature β1 is determined to be higher than the cooling reference temperature α1.

When the battery temperature TB is equal to or higher than the reference cooling temperature KTB while the air conditioning mode is determined to be the series dehumidification heating mode, the operation mode is determined to be the series dehumidification heating cooling mode. On the other hand, when the battery temperature TB is lower than the reference cooling temperature KTB while the air conditioning mode is determined to be the series dehumidifying heating mode, the operation mode is determined to be the series dehumidifying heating mode.

In the series dehumidification heating mode and the series dehumidification heating cooling mode, at least the air cooled and dehumidified by the indoor evaporator 18 is reheated by the water-refrigerant heat exchanger 12 and the high temperature side heat medium circuit 40. Dehumidification and heating of the vehicle interior are performed by supplying it to the vehicle interior.

In this case, at least the compressor 11, the water refrigerant heat exchanger 12, the heating expansion valve 14a, the outdoor heat exchanger 16, the check valve 17, the cooling expansion valve 14b, the indoor evaporator 18, the evaporation pressure adjustment valve 20, Refrigerant flows through the accumulator 21 and the compressor 11 in this order.

That is, in the series dehumidification heating mode or the series dehumidification heating cooling mode, at least a refrigerant circuit is configured in which the water-refrigerant heat exchanger 12 functions as a radiator and the indoor evaporator 18 functions as a heat absorber. In this case, the outdoor heat exchanger 16 may function as a radiator or as a heat absorber depending on the relationship between the saturation temperature of the refrigerant in the outdoor heat exchanger 16 and the outside air temperature Tam. there is

Further, when the air conditioner switch of the operation panel 70 is turned on, the target blowout temperature TAO is equal to or higher than the cooling reference temperature α1 and the target blowout temperature TAO is higher than the dehumidifying reference temperature β1. Then, the air conditioning mode is determined to be the parallel dehumidifying heating mode.

When the battery temperature TB is equal to or higher than the reference cooling temperature KTB while the air conditioning mode is determined to be the parallel dehumidifying heating mode, the operation mode is determined to be the parallel dehumidifying heating cooling mode. On the other hand, when the air conditioning mode is determined to be the parallel dehumidifying and heating mode and the battery temperature TB is lower than the reference cooling temperature KTB, the operating mode is determined to be the parallel dehumidifying and heating mode.

Then, in the parallel dehumidification heating mode and the parallel dehumidification heating cooling mode, at least the air cooled and dehumidified by the indoor evaporator 18 is heated by the high temperature side heat medium circuit 40 with a higher heating capacity than in the case of series dehumidification heating. is reheated and supplied to the passenger compartment to dehumidify and heat the passenger compartment.

In the refrigeration cycle device 10 in this case, at least two refrigerant circulation circuits are configured. First, the refrigerant in this case flows and circulates through the compressor 11, the water-refrigerant heat exchanger 12, the heating expansion valve 14a, the outdoor heat exchanger 16, the heating passage 22b, the accumulator 21, and the compressor 11 in this order. At the same time, the refrigerant circulates through the compressor 11, the water-refrigerant heat exchanger 12, the bypass passage 22a, the cooling expansion valve 14b, the indoor evaporator 18, the evaporation pressure control valve 20, the accumulator 21, and the compressor 11 in this order.

That is, in the parallel dehumidification heating mode or the parallel dehumidification heating cooling mode, at least the water-refrigerant heat exchanger 12 functions as a radiator, and the outdoor heat exchanger 16 and the indoor evaporator connected in parallel with respect to the refrigerant flow A refrigerant circuit is configured in which 18 functions as a heat absorber.

When the cooling switch of the air conditioner switch is not turned on, or when the target air temperature TAO is equal to or higher than the reference temperature γ for heating with the air conditioner switch of the operation panel 70 turned on, the air conditioning mode changes to the heating mode. It is determined.

The heating reference temperature γ is determined based on the outside air temperature Tam with reference to a control map stored in advance in the control device 60 . In the present embodiment, as shown in FIG. 4, the reference temperature γ for heating is determined to decrease as the outside air temperature Tam decreases. The reference temperature γ for heating is set so that heating the blown air with the heater core 42 is effective for heating the air-conditioned space.

When the air conditioning mode is determined to be the heating mode and the battery temperature TB is lower than the reference cooling temperature KTB, the operation mode is determined to be the heating mode. On the other hand, when the air conditioning mode is determined to be the heating mode and the battery temperature TB is equal to or higher than the reference cooling temperature KTB, the operation mode is any of the heating cooling mode, the heating series cooling mode, and the heating parallel cooling mode. determined by Regarding the heating of the passenger compartment performed in parallel with the cooling of the battery 80, the heating parallel cooling mode, the heating serial cooling mode, and the heating cooling mode are determined in descending order of the required heating capacity.

Further, in any one of the heating mode, the heating cooling mode, the heating series cooling mode, and the heating parallel mode, at least the air blown into the vehicle interior is heated by the high temperature side heat medium circuit 40 to operate the vehicle. The vehicle interior is heated by supplying it to the interior.

In the refrigeration cycle device 10 in this case, at least the compressor 11, the water-refrigerant heat exchanger 12, the heating expansion valve 14a, the outdoor heat exchanger 16, the heating passage 22b, the accumulator 21, and the compressor 11, in that order. flow.

That is, when the air conditioning mode is heating, a refrigerant circuit is configured in which the water-refrigerant heat exchanger 12 functions as a radiator and the outdoor heat exchanger 16 functions as a heat absorber.

Therefore, as the air conditioning mode of the operation mode in this embodiment, the cooling mode is mainly executed when the outside air temperature is relatively high, such as in summer. The series dehumidifying heating mode is mainly performed in spring or autumn. The parallel dehumidifying/heating mode is mainly executed in early spring or late autumn when it is necessary to heat the blown air with a higher heating capacity than in the series dehumidifying/heating mode. The heating mode is mainly executed in winter when the outside temperature is low.

Next, the operation of each component when the operation mode is the cooling mode will be described. Note that the control map referred to in each operation mode in the following description is stored in advance in the control device 60 for each operation mode. The corresponding control maps for each operating mode may be the same or different.

In cooling mode, the controller 60 first determines the target evaporator temperature TEO. The target evaporator temperature TEO is determined with reference to a control map stored in the controller 60 based on the target outlet temperature TAO. In the control map of the present embodiment, the target evaporator temperature TEO is determined to rise as the target blowing temperature TAO rises. The target evaporator temperature TEO indicates the evaporator temperature Tefin when the indoor evaporator 18 exhibits the target cooling capacity for air conditioning, and corresponds to a target physical quantity.

Also, the control device 60 determines the target degree of supercooling SCO1 of the refrigerant flowing out of the outdoor heat exchanger 16 . The target supercooling degree SCO1 is determined, for example, based on the outside air temperature Tam with reference to a control map. In the control map of the present embodiment, the target supercooling degree SCO1 is determined so that the coefficient of performance (COP) of the cycle approaches the maximum value.

Then, the control device 60 determines the control state of each device to be controlled in order to realize the cooling mode. The increase/decrease amount ΔIVO of the rotation speed of the compressor 11 is determined by a feedback control method based on the deviation between the target evaporator temperature TEO and the evaporator temperature Tefin so that the evaporator temperature Tefin approaches the target evaporator temperature TEO. be. That is, the refrigerant discharge capacity of the compressor 11 is determined so that the refrigerant flow rate required for the evaporator temperature Tefin detected by the evaporator temperature sensor 64f to approach the target evaporator temperature TEO.

Further, the increase/decrease amount ΔEVC of the throttle opening degree of the cooling expansion valve 14b is determined by a feedback control method based on the deviation between the target degree of supercooling SCO1 and the degree of supercooling SC1 of the refrigerant on the outlet side of the outdoor heat exchanger 16. be. At this time, the increase/decrease amount ΔEVC is determined so that the supercooling degree SC1 of the refrigerant on the outlet side of the outdoor heat exchanger 16 approaches the target supercooling degree SCO1. The degree of subcooling SC1 of the refrigerant on the outlet side of the outdoor heat exchanger 16 is calculated based on the temperature T3 detected by the third refrigerant temperature sensor 64c and the pressure P1 detected by the first refrigerant pressure sensor 65a.

Then, in order to switch the refrigerating cycle device 10 to the refrigerant circuit in the cooling mode, the control device 60 puts the heating expansion valve 14a in a fully open state, puts the cooling expansion valve 14b in a throttled state that exerts a refrigerant decompression action, and puts the cooling expansion valve 14b in a throttled state. The expansion valve 14c is brought into a fully closed state. Further, the control device 60 closes the dehumidifying on-off valve 15a and closes the heating on-off valve 15b. Furthermore, the control device 60 outputs a control signal or a control voltage to each device to be controlled so that a predetermined control state regarding the cooling mode is obtained.

As a result, the refrigeration cycle device 10 in the cooling mode forms a vapor compression refrigeration cycle. The refrigerant in this case includes the compressor 11, the water refrigerant heat exchanger 12, (heating expansion valve 14a), the outdoor heat exchanger 16, the check valve 17, the cooling expansion valve 14b, the indoor evaporator 18, and the evaporation pressure adjustment. The valve 20, the accumulator 21, and the compressor 11 are sequentially flowed and circulated.

That is, in the refrigeration cycle device 10 in the cooling mode, the water-refrigerant heat exchanger 12 and the outdoor heat exchanger 16 function as radiators that radiate heat from the refrigerant discharged from the compressor 11 . The cooling expansion valve 14b functions as a decompression unit that decompresses the refrigerant, and the indoor evaporator 18 functions as a heat absorber.

According to this, the indoor evaporator 18 can cool the blown air, and the water-refrigerant heat exchanger 12 can heat the high temperature side heat medium.

Therefore, in the vehicle air conditioner 1 in the cooling mode, adjusting the opening of the air mix door 34 allows the heater core 42 to reheat part of the blown air cooled by the indoor evaporator 18 . In other words, the vehicle interior can be cooled by blowing into the vehicle interior the blown air whose temperature has been adjusted so as to approach the target blowout temperature TAO.

Next, the operation of each component when the operation mode is the cooling cooling mode will be described. In the cooling cooling mode, the control device 60 determines the target evaporator temperature TEO, the target subcooling degree SCO1, and the opening degree SW of the air mix door 34, as in the cooling mode.

When determining the increase/decrease amount ΔIVO of the rotation speed of the compressor 11 in the cooling cooling mode, the control device 60 determines the total refrigerant flow rate that serves as a reference for the refrigerant flow rate circulating through the refrigeration cycle device 10 . The total refrigerant flow rate is the sum of the refrigerant flow rate required to achieve the target cooling capacity for air conditioning in the indoor evaporator 18 and the refrigerant flow rate required for the target cooling cooling capacity in the chiller 19 to appropriately cool the battery 80. Determined by total value.

Here, the target air-conditioning cooling capacity means a cooling capacity determined so that the temperature of the air-conditioned space approaches the user's set temperature. Therefore, the refrigerant flow rate required for the indoor evaporator 18 to exhibit the target cooling capacity for air conditioning is determined by the feedback control method based on the deviation between the target evaporator temperature TEO and the evaporator temperature Tefin. It is determined to approach the target evaporator temperature TEO.

Also, the target cooling cooling capacity means a cooling capacity capable of lowering the temperature of an object to be cooled to a predetermined temperature within a predetermined time. Therefore, the minimum value of the target cooling cooling capacity of the chiller 19 is the cooling capacity corresponding to the amount of heat generated by the battery 80, which is the object to be cooled, and in many cases it is determined to exceed this minimum value.

Specifically, the target cooling cooling capacity in the cooling cooling mode is a cooling capacity equal to or higher than the minimum value described above, and is determined within a range that does not unnecessarily reduce the efficiency of the cycle. In other words, the refrigerant flow rate required to achieve the target cooling cooling capacity is determined within a range that does not unnecessarily rapidly cool the battery 80 and unnecessarily lower the efficiency of the cycle.

Then, the increase/decrease amount ΔIVO of the rotation speed of the compressor 11 is determined so as to be larger than the total refrigerant flow rate, based on the total refrigerant flow rate required to exhibit the target air-conditioning cooling capacity and the target cooling cooling capacity. be.

Further, the increase/decrease amount ΔEVC of the throttle opening degree of the cooling expansion valve 14b is based on the deviation between the target degree of supercooling SCO1 and the degree of supercooling SC1 of the refrigerant on the outlet side of the outdoor heat exchanger 16, as in the cooling mode. Determined by a feedback control method. At this time, the increase/decrease amount ΔEVC is determined so that the supercooling degree SC1 of the refrigerant on the outlet side of the outdoor heat exchanger 16 approaches the target supercooling degree SCO1.

Further, the increase/decrease amount ΔEVB of the throttle opening degree of the cooling expansion valve 14c in the cooling cooling mode is determined by the feedback control method based on the deviation between the target evaporator temperature TEO and the evaporator temperature Tefin. is determined to approach the vessel temperature TEO. That is, when the evaporator temperature Tefin is lower than the target evaporator temperature TEO, the throttle opening of the cooling expansion valve 14c is determined to be even greater. Further, when the evaporator temperature Tefin is higher than the target evaporator temperature TEO, the throttle opening of the cooling expansion valve 14c is determined to be even smaller.

Then, in order to switch the refrigeration cycle device 10 to the refrigerant circuit in the cooling cooling mode, the control device 60 fully opens the heating expansion valve 14a and throttles the cooling expansion valve 14b and the cooling expansion valve 14c. Further, the control device 60 closes the dehumidifying on-off valve 15a and the heating on-off valve 15b. Then, the controller 60 outputs a control signal or a control voltage to each device to be controlled so that a control state determined for the cooling cooling mode is obtained.

As a result, the refrigeration cycle device 10 in the cooling cooling mode forms a vapor compression refrigeration cycle. The refrigerant in this case includes the compressor 11, the water refrigerant heat exchanger 12, (heating expansion valve 14a), the outdoor heat exchanger 16, the check valve 17, the cooling expansion valve 14b, the indoor evaporator 18, and the evaporation pressure adjustment. The valve 20, the accumulator 21, and the compressor 11 are sequentially flowed and circulated. At the same time, the refrigerant passes through the compressor 11, the water-refrigerant heat exchanger 12, (heating expansion valve 14a), the outdoor heat exchanger 16, the check valve 17, the cooling expansion valve 14c, the chiller 19, the evaporating pressure regulating valve 20, It flows and circulates through the accumulator 21 and the compressor 11 in this order.

That is, in the refrigeration cycle device 10 in the cooling cooling mode, the water-refrigerant heat exchanger 12 and the outdoor heat exchanger 16 function as radiators that dissipate heat from the refrigerant discharged from the compressor 11, and the indoor evaporator 18 functions as a heat absorber. Function. The cooling expansion valve 14b and the cooling expansion valve 14c connected in parallel to the indoor evaporator 18 function as a decompression unit, and the chiller 19 functions as a heat absorber.

According to this, the indoor evaporator 18 can cool the blown air, and the water-refrigerant heat exchanger 12 can heat the high temperature side heat medium. Furthermore, the chiller 19 can cool the low-pressure side heat medium.

Therefore, in the vehicle air conditioner 1 in the cooling cooling mode, by adjusting the opening degree of the air mix door 34 , part of the blown air cooled by the indoor evaporator 18 can be reheated by the heater core 42 . That is, the vehicle interior can be cooled by blowing into the vehicle interior the blowing air whose temperature has been adjusted so as to approach the target blowout temperature TAO. Further, the battery 80 can be cooled by causing the low temperature side heat medium cooled by the chiller 19 to flow into the cooling heat exchange section 52 .

The control device 60 of the vehicle air conditioner 1 controls the high temperature side heat medium pump 41 of the high temperature side heat medium circuit 40 that constitutes the heating section, and the low temperature side heat medium pump 41 of the low temperature side heat medium circuit 50 that constitutes the cooling section. It also controls the operation of the pump 51 and the three-way valve 53 .

Specifically, the control device 60 controls the operation of the high temperature side heat medium pump 41 so as to exhibit the reference pumping capability of each predetermined operation mode regardless of the operation mode of the refrigeration cycle apparatus 10 described above. .

Therefore, in the high temperature side heat medium circuit 40 , when the high temperature side heat medium is heated in the water passage of the water-refrigerant heat exchanger 12 , the heated high temperature side heat medium is pumped to the heater core 42 . The high-temperature side heat medium that has flowed into the heater core 42 exchanges heat with the blown air. This heats the blown air. The high temperature side heat medium flowing out of the heater core 42 is sucked into the high temperature side heat medium pump 41 and pumped to the water-refrigerant heat exchanger 12 .

Further, the control device 60 controls the operation of the low temperature side heat medium pump 51 so as to exhibit the reference pumping capability of each predetermined operation mode regardless of the operation mode of the refrigeration cycle apparatus 10 described above.

Further, when the second low-temperature-side heat medium temperature TWL2 detected by the second low-temperature-side heat-medium temperature sensor 67b is equal to or higher than the outside air temperature Tam, the control device 60 controls the low-temperature side heat flowing out from the cooling heat exchange section 52 The three-way valve 53 is controlled so that the heat medium flows into the low temperature side radiator 54 .

When the second low temperature side heat medium temperature TWL2 is not equal to or higher than the outside air temperature Tam, the control device 60 directs the low temperature side heat medium flowing out of the cooling heat exchange section 52 to the suction port of the low temperature side heat medium pump 51. The operation of the three-way valve 53 is controlled to allow inhalation.

Therefore, in the low-temperature side heat medium circuit 50 , when the low-temperature side heat medium is cooled in the water passage of the chiller 19 , the cooled low-temperature side heat medium is pumped to the cooling heat exchange section 52 . The low-temperature heat medium that has flowed into the cooling heat exchange portion 52 absorbs heat from the battery 80 . Thereby, the battery 80 is cooled. The low temperature side heat medium flowing out of the cooling heat exchange section 52 flows into the three-way valve 53 .

At this time, when the second low temperature side heat medium temperature TWL2 is equal to or higher than the outside air temperature Tam, the low temperature side heat medium flowing out of the cooling heat exchange section 52 flows into the low temperature side radiator 54 to dissipate heat to the outside air. do. As a result, the low temperature side heat medium is cooled until it becomes equal to the outside air temperature Tam. The low temperature side heat medium flowing out of the low temperature side radiator 54 is sucked into the low temperature side heat medium pump 51 and pumped to the chiller 19 .

On the other hand, when the second low temperature side heat medium temperature TWL2 is lower than the outside air temperature Tam, the low temperature side heat medium flowing out of the cooling heat exchange section 52 is sucked into the low temperature side heat medium pump 51 and 19. Therefore, the temperature of the low temperature side heat medium sucked into the low temperature side heat medium pump 51 becomes equal to or lower than the outside air temperature Tam.

Next, specific operations in the cooling mode and cooling cooling mode will be described with reference to FIG. In this specific example, it is assumed that the refrigeration cycle device 10 is operating in the cooling mode.

As shown in FIG. 5, the battery temperature TB increases as the operation in the cooling mode continues. When the battery temperature TB becomes equal to or higher than the reference cooling temperature KTB, the controller 60 outputs a control signal to switch from the cooling mode to the cooling cooling mode. As a result, the cooling of the vehicle interior and the cooling of the battery 80 in the cooling cooling mode are started.

The operation of the compressor 11 when switching from the cooling mode to the cooling cooling mode will be described. As described above, the refrigerant discharge capacity of the compressor 11 in the cooling mode is determined by the refrigerant flow rate necessary for the evaporator temperature Tefin detected by the evaporator temperature sensor 64f to approach the target evaporator temperature TEO.

On the other hand, the refrigerant discharge capacity of the compressor 11 in the cooling cooling mode is determined so as to be larger than the total refrigerant flow rate, based on the total refrigerant flow rate required to exhibit the target air conditioning cooling capacity and the target cooling cooling capacity. be done.

Here, the refrigerant flow rate required for the indoor evaporator 18 to exhibit the target cooling capacity for air conditioning is determined by a feedback control method based on the deviation between the target evaporator temperature TEO and the evaporator temperature Tefin. is determined to approach the target evaporator temperature TEO. In other words, the refrigerant flow rate required to cause the indoor evaporator 18 to exhibit the target cooling capacity for air conditioning is determined in the same manner as the refrigerant discharge capacity of the compressor 11 in the cooling mode.

The refrigerant flow rate required to achieve the target cooling cooling capacity is determined within a range that does not unnecessarily rapidly cool the battery 80 and unnecessarily lower the cycle efficiency.

Then, the refrigerant discharge capacity of the compressor 11 in the cooling cooling mode is determined to be larger than the total refrigerant flow rate required to achieve the target air conditioning cooling capacity and the target cooling cooling capacity. As shown in FIG. 5, the refrigerant discharge capacity of the compressor 11 in the cooling mode is higher than the refrigerant discharge capacity of the compressor 11 in the cooling mode. The refrigerant flow rate discharged from the compressor 11 in the cooling cooling mode is excessive even when the indoor evaporator 18 is caused to exhibit the target cooling capacity for air conditioning and the chiller 19 is caused to exhibit the target cooling capacity for cooling. is determined so that

Next, the operation of the cooling expansion valve 14b when switching from the cooling mode to the cooling cooling mode will be described. As described above, in the cooling mode and the cooling cooling mode, the throttle opening degree of the cooling expansion valve 14b is based on the deviation between the target degree of supercooling SCO1 and the degree of supercooling SC1 of the refrigerant on the outlet side of the outdoor heat exchanger 16. , determined by the feedback control method.

The throttle opening degree of the cooling expansion valve 14b is determined so that the degree of supercooling SC1 of the refrigerant on the outlet side of the outdoor heat exchanger 16 approaches the target degree of supercooling SCO1 in both the cooling mode and the cooling cooling mode. be. That is, when the cooling mode is switched to the cooling cooling mode, the operation of the cooling expansion valve 14b is consistently performed on the same basis as shown in FIG.

Next, the operation of the cooling expansion valve 14c when switching from the cooling mode to the cooling cooling mode will be described. As described above, in the cooling mode, the cooling expansion valve 14 c is in a fully closed state, blocking the inflow of refrigerant to the chiller 19 . On the other hand, in the cooling cooling mode, the throttling opening degree of the cooling expansion valve 14c is controlled based on the deviation between the target evaporator temperature TEO and the evaporator temperature Tefin. determined to approach TEO.

When shifting from the cooling mode to the cooling cooling mode, each component of the refrigeration cycle device 10 is controlled as described above, thereby cooling the vehicle interior and the battery 80, which is an object to be cooled. .

In the cooling cooling mode, by controlling the refrigerant discharge capacity of the compressor 11 and the throttle opening degrees of the cooling expansion valve 14b and the cooling expansion valve 14c as described above, the air conditioning cooling capacity of the indoor evaporator 18 is increased. The cooling capacity for cooling in the chiller 19 can be demonstrated while maintaining. As a result, as shown in FIG. 5, the battery temperature TB, which has risen to the reference cooling temperature KTB in the cooling mode, decreases in the cooling mode.

In the cooling cooling mode, the refrigerant discharge capacity of the compressor 11 is determined so that the refrigerant flow rate is larger than the total refrigerant flow rate, and the throttle opening of the cooling expansion valve 14c is set so that the evaporator temperature Tefin is equal to the target evaporator temperature. determined to approach TEO. As a result, in the cooling cooling mode, the refrigeration cycle device 10 can secure the refrigerant flow rate to the indoor evaporator 18 in the same manner as in the cooling mode even when cooling the vehicle interior and cooling the battery 80 in parallel. .

That is, when cooling the vehicle interior and cooling the battery 80 in parallel, the refrigeration cycle device 10 suppresses temperature fluctuations in the evaporator temperature Tefin and suppresses deterioration of the air conditioning feeling, as shown in FIG. can do.

Further, the refrigerant discharge capacity of the compressor 11 in the cooling mode is determined so that the refrigerant flow rate is larger than the total refrigerant flow rate. is determined to approach the vessel temperature TEO.

In other words, the refrigerant discharge capacity in the cooling mode is determined with a sufficient margin for the refrigerant flow rate in the cooling mode. Therefore, even when the cooling of the vehicle interior and the cooling of the battery 80 are performed in parallel, the same air conditioning feeling as in the cooling mode can be realized.

Furthermore, the throttle opening degree of the cooling expansion valve 14c in the cooling cooling mode is determined so that the evaporator temperature Tefin approaches the target evaporator temperature TEO. That is, the throttle opening degree of the cooling expansion valve 14c is adjusted by the relationship between the evaporator temperature Tefin of the indoor evaporator 18 connected in parallel and the target evaporator temperature TEO. As a result, in the cooling mode, the flow rate of the refrigerant flowing into the indoor evaporator 18 can be maintained at the same level as in the cooling mode, and deterioration of the air conditioning feeling can be suppressed.

Although the refrigerant flow rate flowing into the chiller 19 also fluctuates with the adjustment of the throttle opening of the cooling expansion valve 14c, in the cooling cooling mode, the refrigerant discharge capacity of the compressor 11 is equal to the total refrigerant flow rate. is set to be greater than For this reason, the flow rate of refrigerant flowing into the chiller 19 does not fall below the flow rate of refrigerant necessary for exhibiting the cooling capacity corresponding to the amount of heat generated by the battery 80 . That is, it is possible to prevent insufficient cooling of the battery 80 in the cooling cooling mode.

Even if the flow rate of the refrigerant flowing into the chiller 19 greatly exceeds the flow rate of the refrigerant necessary for exhibiting the cooling capacity corresponding to the amount of heat generated by the battery 80, the cooling of the battery 80 will only be completed in a short period of time. . That is, according to the refrigeration cycle device 10, the time required for cooling the battery 80 can be shortened, and the battery 80 itself can be cooled appropriately.

As described above, according to the refrigeration cycle apparatus 10 according to the present embodiment, in the cooling cooling mode, the cooling expansion valve 14c is adjusted so that the evaporator temperature Tefin in the indoor evaporator 18 approaches the target evaporator temperature TEO. Aperture opening is controlled.

Since the cooling expansion valve 14b and the indoor evaporator 18 are connected in parallel to the cooling expansion valve 14c and the chiller 19, the indoor evaporator 18 It is possible to suppress the temperature fluctuation of the blast air by maintaining the flow rate of the refrigerant with respect to. That is, the refrigeration cycle device 10 can cool the battery 80 in the cooling cooling mode and suppress deterioration of the air conditioning feeling.

In the cooling cooling mode, the refrigeration cycle device 10 determines the refrigerant discharge capacity of the compressor 11 so that the refrigerant flow rate is greater than the total refrigerant flow rate. Furthermore, the total refrigerant flow rate is the sum of the refrigerant flow rate required for the indoor evaporator 18 to exhibit the target air conditioning cooling capacity and the refrigerant flow rate required for the chiller 19 to exhibit the target cooling refrigerant flow rate. is.

The refrigerant flow rate required to achieve the target air-conditioning cooling capacity is determined so that the evaporator temperature Tefin approaches the target evaporator temperature TEO. In addition, the flow rate of the refrigerant necessary for exhibiting the target cooling cooling capacity is equal to or greater than the flow rate of the refrigerant for exhibiting the cooling capacity corresponding to the amount of heat generated by the battery 80, so that the efficiency of the cycle is not unnecessarily lowered. Determined by range.

Therefore, in the cooling cooling mode, even if the throttle opening degrees of the cooling expansion valve 14b and the cooling expansion valve 14c are adjusted so that the refrigerant flow rate to the indoor evaporator 18 is appropriate, the refrigerant flow rate to the chiller 19 is insufficient. never do. That is, the refrigeration cycle device 10 can reliably cool the battery 80 in the cooling cooling mode.

Further, when the refrigerant flow rate to the chiller 19 increases as a result of adjusting the opening degrees of the cooling expansion valve 14b and the cooling expansion valve 14c, the cooling capacity of the chiller 19 increases. becomes shorter. That is, since the time required for cooling the battery 80 only changes, the cooling of the battery 80 itself can be performed appropriately.

In the refrigeration cycle apparatus 10, the refrigerant discharge capacity of the compressor 11 is determined so as to achieve the refrigerant flow rate necessary for the indoor evaporator 18 to exhibit the target cooling capacity for air conditioning. As a result, the refrigerant discharge capacity of the compressor 11 in the cooling cooling mode is the sum of the refrigerant discharge capacity of the compressor 11 in the cooling mode and the refrigerant discharge capacity for causing the chiller 19 to exhibit the target cooling cooling capacity. be larger than

For this reason, according to the refrigeration cycle device 10, in the cooling cooling mode, it is possible to secure the refrigerant flow rate for exhibiting the cooling capacity of the indoor evaporator 18 at least in the cooling mode, and the air conditioning in the cooling mode and the cooling cooling mode. It can suppress deterioration of feeling.

The refrigerating cycle device 10 also has an evaporator temperature sensor 64f that detects the evaporator temperature Tefin. In the cooling cooling mode, the throttle opening of the cooling expansion valve 14c is adjusted so that the evaporator temperature Tefin detected by the evaporator temperature sensor 64f approaches the target evaporator temperature TEO.

As a result, in the cooling cooling mode, the refrigeration cycle apparatus 10 uses the detection result of the evaporator temperature sensor 64f to adjust the opening degree of the cooling expansion valve 14c connected in parallel. The refrigerant flow rate to the indoor evaporator 18 can be adjusted appropriately. As a result, the refrigeration cycle device 10 can suppress the temperature fluctuation of the blown air in the cooling cooling mode, and can suppress the deterioration of the air conditioning feeling.

(Second embodiment)
In this embodiment, as shown in FIG. 6, a refrigeration cycle apparatus 10 applied to a configuration different from that of the first embodiment will be described. In addition, in FIG. 6, the same code|symbol is attached|subjected to the same or equivalent part as 1st Embodiment. This also applies to the following drawings.

Unlike the first embodiment, the vehicle air conditioner 1 according to the second embodiment is applied to vehicles (for example, construction machinery and agricultural machinery) having an engine E as an internal combustion engine. In contrast to the refrigerating cycle device 10 of the first embodiment, the refrigerating cycle device 10 according to the second embodiment includes the water-refrigerant heat exchanger 12, the heating expansion valve 14a, the dehumidifying on-off valve 15a, and the heating on-off valve. 15b, the check valve 17, and the evaporation pressure control valve 20 are eliminated.

Further, in the refrigerating cycle device 10 of the second embodiment, as shown in FIG. 6, the bypass passage 22a and the heating passage 22b are eliminated from the refrigerating cycle device 10 of the first embodiment.

In the refrigeration cycle apparatus 10 according to the second embodiment, the compressor 11a sucks, compresses, and discharges the refrigerant, as in the first embodiment. In this embodiment, a well-known fixed displacement compressor is employed as the compressor 11a. A driving force is transmitted from the engine E to the compressor 11a through an electromagnetic clutch 11b and a belt V. As shown in FIG. When the driving force from the engine E is transmitted, the fixed displacement compression mechanism in the compressor 11a is driven.

Further, the refrigerant discharge capacity of the compressor 11a is adjusted by intermittently energizing the electromagnetic clutch 11b. Specifically, by intermittently controlling the energization of the electromagnetic clutch 11b, the ratio (operating rate) between the operating time and the non-operating time of the compressor 11a is changed, and the refrigerant discharge capacity of the compressor 11a is adjusted. there is The electromagnetic clutch 11b is controlled to be on/off by a control voltage output from the control device 60. FIG.

In the second embodiment, the refrigerant inlet side of the outdoor heat exchanger 16 is connected to the outlet side of the compressor 11a. The outdoor heat exchanger 16 is a heat exchange unit that exchanges heat between the high-pressure refrigerant and the outside air to condense the refrigerant. A receiver portion 16 a is connected to the refrigerant outlet side of the heat exchange portion of the outdoor heat exchanger 16 . The receiver portion 16 a is a liquid receiving portion that stores the liquid-phase refrigerant that has flowed out from the heat exchange portion of the outdoor heat exchanger 16 .

As a result, the refrigeration cycle apparatus 10 of the second embodiment can constitute a so-called receiver cycle, and the high-pressure liquid-phase refrigerant condensed in the outdoor heat exchanger 16 is stored in the receiver portion 16a as a surplus refrigerant of the cycle. can be done. Therefore, the refrigerant flowing out from the indoor evaporator 18 or the like can be evaporated until it becomes a vapor-phase refrigerant having a degree of superheat.

The inlet side of the fifth three-way joint 13e is connected to the refrigerant outlet side of the receiver portion 16a. One outflow port of the fifth three-way joint 13e is connected to the inlet side of a cooling expansion valve 14bt instead of the cooling expansion valve 14b, which is an electric expansion valve. The other outflow port of the fifth three-way joint 13e is connected to the inlet side of the cooling expansion valve 14c, which is an electric expansion valve, as in the first embodiment.

The cooling expansion valve 14bt in the second embodiment is configured by a thermal expansion valve configured by a mechanical mechanism. More specifically, the cooling expansion valve 14bt includes a temperature sensing portion having a deformable member (specifically, a diaphragm) that deforms according to the temperature and pressure of the refrigerant on the outlet side of the indoor evaporator 18; and a valve body portion that is displaced in response to deformation to change the opening degree of the throttle.

As a result, in the cooling expansion valve 14bt, the throttle opening is changed so that the degree of superheat of the refrigerant on the outlet side of the indoor evaporator 18 approaches a predetermined reference degree of superheat (5° C. in this embodiment). Here, the mechanical mechanism means a mechanism that operates by a load due to fluid pressure, a load due to an elastic member, or the like, without requiring the supply of electric power.

The refrigerant inlet side of the indoor evaporator 18 is connected to the outlet of the cooling expansion valve 14bt. As in the first embodiment, the indoor evaporator 18 exchanges heat between the low-pressure refrigerant decompressed by the cooling expansion valve 14bt and air for air conditioning.

As shown in FIG. 6, in the second embodiment, the cooling on-off valve 15c is arranged in the refrigerant flow path connecting one outlet of the fifth three-way joint 13e and the inlet of the cooling expansion valve 14bt. The cooling on-off valve 15c is an electromagnetic valve that opens and closes the refrigerant flow path, like the dehumidifying on-off valve 15a and the heating on-off valve 15b. The operation of the cooling opening/closing valve 15 c is controlled by a control voltage, which is an electrical signal output from the control device 60 .

By closing the cooling on-off valve 15c, the flow of refrigerant from the fifth three-way joint 13e to the indoor evaporator 18 can be blocked. That is, the cooling on-off valve 15c replaces the fully closed function of the cooling expansion valve 14b. In other words, the cooling on-off valve 15c corresponds to an example of an air-conditioning on-off valve, and together with the cooling expansion valve 14bt, constitutes an air-conditioning flow rate adjusting section.

Other configurations of the refrigeration cycle apparatus 10 according to the second embodiment are the same as those of the above-described first embodiment. Therefore, re-explanation of other configurations will be omitted.

Further, in the vehicle air conditioner 1 according to the second embodiment, the configuration of the high-temperature side heat medium circuit 40 is changed as the water-refrigerant heat exchanger 12 is eliminated. The high temperature side heat medium circuit 40 in the second embodiment has an electric heater 43 in addition to the high temperature side heat medium pump 41 and the heater core 42 .

The electric heater 43 is arranged in a heat medium flow path that connects the discharge port of the high temperature side heat medium pump 41 and the heat medium inlet of the heater core 42 . The electric heater 43 is a heating device that heats the heat medium discharged from the high temperature side heat medium pump 41 .

A PTC heater having a PTC element (that is, a positive temperature coefficient thermistor) is employed as the electric heater 43 in the high temperature side heat medium circuit 40 . The amount of heat generated by the electric heater 43 can be arbitrarily controlled by the control voltage output from the control device 60 . Therefore, in the second embodiment, a heating unit that heats the blown air using heat generated by the electric heater 43 as a heat source is configured.

Next, the cooling mode and cooling cooling mode in the second embodiment configured as described above will be described with reference to the drawings. First, the operation of each component in the cooling mode in the second embodiment will be described.

In the cooling mode of the second embodiment, the refrigerant discharge capacity of the compressor 11a is adjusted by intermittently energizing the electromagnetic clutch 11b. As in the first embodiment, the refrigerant discharge capacity of the compressor 11a in the cooling mode is determined so that the evaporator temperature Tefin approaches the target evaporator temperature TEO.

In the cooling mode, since the cooling on-off valve 15c is in an open state, the throttle opening of the cooling expansion valve 14bt is increased by the deformation of the deformable member, resulting in overheating of the refrigerant on the outlet side of the indoor evaporator 18. change so that the degree of superheat approaches the reference degree of superheat.

As a result, the refrigeration cycle device 10 in the cooling mode forms a vapor compression refrigeration cycle. In this case, the refrigerant flows and circulates through the compressor 11a, the outdoor heat exchanger 16, the receiver 16a, (the cooling on-off valve 15c), the cooling expansion valve 14bt, the indoor evaporator 18, and the compressor 11a in that order.

That is, in the refrigeration cycle device 10 in the cooling mode, the outdoor heat exchanger 16 functions as a radiator that releases heat from the refrigerant discharged from the compressor 11a. The cooling expansion valve 14bt functions as a decompression unit that decompresses the refrigerant, and the indoor evaporator 18 functions as a heat absorber.

Next, the operation of each component in the cooling cooling mode in the second embodiment will be described. In the cooling cooling mode of the second embodiment, the refrigerant discharge capacity of the compressor 11a is determined such that the refrigerant flow rate is greater than the total refrigerant flow rate, as in the first embodiment. The method of specifying the total refrigerant flow rate is the same as in the first embodiment.

Also in the cooling cooling mode of the second embodiment, since the cooling on-off valve 15c is in the open state, the throttle opening of the cooling expansion valve 14bt changes with the deformation of the deformable member. The degree of superheat of the refrigerant on the outlet side of changes to approach the reference degree of superheat.

Similarly to the first embodiment, the throttle opening degree of the cooling expansion valve 14c is controlled based on the deviation between the target evaporator temperature TEO and the evaporator temperature Tefin by the feedback control method. is determined to approach the vessel temperature TEO.

As a result, the refrigeration cycle device 10 in the cooling cooling mode forms a vapor compression refrigeration cycle. In this case, the refrigerant circulates through the compressor 11a, the outdoor heat exchanger 16, the receiver 16a, the cooling on-off valve 15c, the cooling expansion valve 14bt, the indoor evaporator 18, and the compressor 11a in this order. At the same time, the refrigerant circulates through the compressor 11a, the outdoor heat exchanger 16, the receiver section 16a, the cooling expansion valve 14c, the chiller 19, and the compressor 11a in this order.

That is, in the refrigeration cycle apparatus 10 in the cooling cooling mode, the outdoor heat exchanger 16 functions as a radiator that releases heat from the refrigerant discharged from the compressor 11, and the indoor evaporator 18 functions as a heat absorber. The cooling expansion valve 14bt and the cooling expansion valve 14c connected in parallel to the indoor evaporator 18 function as a decompression unit, and the chiller 19 functions as a heat absorber.

As described above, according to the refrigeration cycle apparatus 10 according to the second embodiment, in the cooling mode and the cooling cooling mode, the refrigerant discharge capacity of the compressor 11a, the opening degree of the throttle opening of the cooling expansion valve 14c, etc. are adjusted to the same values as in the first embodiment. can be in a similar state.

Therefore, the refrigerating cycle apparatus 10 according to the second embodiment employs the fixed capacity type compressor 11a operated by transmission of the driving force from the engine E, and the cooling expansion valve 14bt, which is a thermal expansion valve. Even if there is, an effect similar to that of the first embodiment can be obtained. That is, also in the refrigeration cycle apparatus 10 of the second embodiment, it is possible to cool the battery 80 in the cooling cooling mode and suppress deterioration of the air conditioning feeling.

Further, according to the refrigeration cycle device 10 according to the second embodiment, when switching between the cooling mode and the cooling cooling mode, as shown in FIG. There is no need to open and close the on-off valve 15c. That is, in the cooling cooling mode, in order to suppress the deterioration of the air conditioning feeling, the cooling on-off valve 15c is not opened and closed frequently, the number of times of operation of the cooling on-off valve 15c is suppressed, and the life of the cooling on-off valve 15c is reduced. can be prolonged.

(Third embodiment)
As shown in FIG. 7, in this embodiment, the compressor 11a, the cooling expansion valve 14bt, and the cooling on-off valve 15c in the second embodiment are changed to the compressor 11 and the cooling expansion valve 14b. The configurations of the compressor 11 and the cooling expansion valve 14c are the same as in the first embodiment. That is, the refrigeration cycle device 10 of this embodiment is configured to be usable for cooling the blown air and the battery 80, and functions as a cooler system with a battery cooling function.

The operation of each component in the cooling mode and cooling cooling mode of the third embodiment is controlled in the same manner as in the above-described embodiments. That is, the refrigerant discharge capacity of the compressor 11 and the throttle opening degrees of the cooling expansion valve 14b and the cooling expansion valve 14c are controlled in the same manner as in the first embodiment. Other configurations and operations of the refrigeration cycle apparatus 10 are similar to those of the above-described embodiment.

According to the refrigeration cycle apparatus 10 according to the third embodiment, even when a cooler system with a battery cooling function is configured, it is possible to obtain the same effect as the embodiment described above. That is, also in the refrigeration cycle apparatus 10 of the third embodiment, the battery 80 can be cooled in the cooling cooling mode, and deterioration of the air conditioning feeling can be suppressed.

(Fourth embodiment)
In the present embodiment, as shown in FIG. 8, instead of the cooling expansion valve 14b in the third embodiment, a cooling expansion valve 14bt and a cooling on-off valve 15c, which are temperature expansion valves, are arranged. A receiver section 16 a is arranged on the outlet side of the outdoor heat exchanger 16 . That is, the refrigeration cycle apparatus 10 according to the fourth embodiment constitutes a so-called receiver cycle.

The operation of each component in the cooling mode and cooling cooling mode of the fourth embodiment is controlled in the same manner as in the above-described embodiments. That is, the refrigerant discharge capacity of the compressor 11 and the throttle opening of the cooling expansion valve 14c are controlled in the same manner as in the first embodiment. Other configurations and operations of the refrigeration cycle apparatus 10 are similar to those of the above-described embodiment.

According to the refrigeration cycle apparatus 10 according to the fourth embodiment, even when a so-called receiver cycle is configured, effects similar to those of the above-described embodiment can be obtained. That is, even in the refrigeration cycle apparatus 10 of the fourth embodiment, it is possible to cool the battery 80 and suppress deterioration of the air conditioning feeling in the cooling cooling mode.

(Fifth embodiment)
In this embodiment, as shown in FIG. 9, an example in which the low temperature side heat medium circuit 50 is eliminated from the first embodiment will be described. More specifically, in the refrigeration cycle apparatus 10 of the present embodiment, the inlet side of the cooling heat exchange section 52a is connected to the outlet of the cooling expansion valve 14c.

The cooling heat exchange portion 52a is a so-called direct-cooling type cooler that cools the battery 80 by evaporating the refrigerant flowing through the refrigerant passage and exerting a heat absorption effect. Therefore, in the present embodiment, the cooling heat exchange portion 52a constitutes a cooling portion.

The cooling heat exchange part 52a preferably has a plurality of refrigerant flow paths connected in parallel so that the entire area of the battery 80 can be evenly cooled. The other inlet side of the sixth three-way joint 13f is connected to the outlet of the cooling heat exchange portion 52a.

A cooling heat exchange inlet temperature sensor 64g is connected to the input side of the control device 60 of the present embodiment. The cooling heat exchange unit inlet temperature sensor 64 g is a cooling heat exchange unit inlet temperature detection unit that detects the temperature of the refrigerant flowing into the refrigerant passage of the cooling heat exchange unit 52 .

Furthermore, the fifth refrigerant temperature sensor 64e of the present embodiment detects the temperature T5 of the refrigerant flowing out of the refrigerant passage of the cooling heat exchange section 52. FIG. The second refrigerant pressure sensor 65b of this embodiment detects the pressure P2 of the refrigerant flowing out from the refrigerant passage of the cooling heat exchange portion 52a.

Further, in the control device 60 of the present embodiment, the temperature T7 detected by the cooling heat exchanger inlet temperature sensor 64g is equal to or lower than the reference inlet side temperature in the operation mode in which the cooling expansion valve 14c is throttled. When it is, the cooling expansion valve 14c is closed. This prevents the battery 80 from being cooled unnecessarily and reducing the output of the battery 80 .

According to the refrigeration cycle apparatus 10 according to the fifth embodiment, even when the low temperature side heat medium circuit 50 is eliminated and the cooling heat exchange portion 52a is employed, the same effects as those of the embodiment described above can be obtained. . That is, also in the refrigerating cycle apparatus 10 of the fifth embodiment, it is possible to cool the battery 80 in the cooling cooling mode and suppress deterioration of the air conditioning feeling.

(Sixth embodiment)
In this embodiment, as shown in FIG. 10, an example in which a dryout suppressing portion 14d is added to the fifth embodiment will be described. More specifically, the dryout suppression unit 14d reduces the pressure of the refrigerant flowing out from the outlet side of the cooling heat exchange unit 52a, and reduces the pressure of the refrigerant flowing out from the outlet side of the cooling heat exchange unit 52a to the sixth three-way joint 13f. It is a refrigerant flow rate adjustment unit that adjusts the flow rate. An electric expansion valve configured in the same manner as the heating expansion valve 14a and the cooling expansion valve 14c is employed as the dryout suppressing portion 14d in this embodiment.

The refrigeration cycle apparatus 10 according to the present embodiment controls the throttle opening degrees of the cooling expansion valve 14c and the dryout suppression unit 14d when cooling the battery 80 in the cooling heat exchange unit 52a. Dryout inside the heat exchange portion 52a is suppressed.

The throttle opening degree of the dryout suppressing portion 14d is adjusted according to the throttle opening degree of the cooling expansion valve 14c, and when the cooling expansion valve 14c is throttled, the dryout suppressing portion 14d is also throttled. controlled as

As a result, the pressure of the refrigerant flowing into the cooling heat exchange portion 52 a is higher than the pressure of the refrigerant sucked into the compressor 11 and lower than the pressure of the refrigerant discharged from the compressor 11 . By adjusting the pressure of the intermediate-pressure refrigerant flowing into the cooling heat exchange portion 52a, the dryout inside the cooling heat exchange portion 52a is suppressed, and the uniform temperature of the battery 80 is realized.

The operation of each component in the cooling mode and cooling cooling mode of the sixth embodiment is controlled in the same manner as in the above-described embodiments. That is, the refrigerant discharge capacity of the compressor 11 and the throttle opening of the cooling expansion valve 14c are controlled in the same manner as in the first embodiment. Other configurations and operations of the refrigeration cycle apparatus 10 are similar to those of the above-described embodiment.

According to the refrigeration cycle apparatus 10 according to the sixth embodiment, even when the dryout suppressing portion 14d is employed together with the cooling heat exchanging portion 52a, the same effect as the above-described embodiment can be obtained. That is, also in the refrigerating cycle apparatus 10 of the sixth embodiment, it is possible to cool the battery 80 in the cooling cooling mode and suppress deterioration of the air conditioning feeling.

(Seventh embodiment)
In the present embodiment, as shown in FIG. 11, the low-temperature side heat medium circuit 50 is removed from the first embodiment, and a battery evaporator 55, a battery blower 56, and a battery case 57 are added. explain.

More specifically, the battery evaporator 55 exchanges heat between the refrigerant decompressed by the cooling expansion valve 14c and the cooling air blown from the battery blower 56, thereby evaporating the refrigerant. It is a cooling heat exchanger that cools cooling blow air by exhibiting endothermic action. One inlet side of the sixth three-way joint 13f is connected to the refrigerant outlet of the battery evaporator 55 .

The battery blower 56 blows the cooling air cooled by the battery evaporator 55 toward the battery 80 . The battery fan 56 is an electric fan whose rotation speed (blowing capacity) is controlled by a control voltage output from the control device 60 .

Battery case 57 accommodates battery evaporator 55 , battery blower 56 and battery 80 therein, and forms an air passage for guiding cooling air blown from battery blower 56 to battery 80 . This air passage may be a circulation passage that guides the cooling air blown to the battery 80 to the suction side of the battery blower 56 .

Therefore, in the present embodiment, the battery 80 is cooled by the battery blower 56 blowing the cooling air cooled by the battery evaporator 55 onto the battery 80 . That is, in this embodiment, the battery evaporator 55, the battery blower 56, and the battery case 57 constitute a cooling unit.

A battery evaporator temperature sensor 64h is connected to the input side of the control device 60 of this embodiment. The battery evaporator temperature sensor 64h is a battery evaporator temperature detection unit that detects the refrigerant evaporation temperature (battery evaporator temperature) T7 in the battery evaporator 55 . Specifically, the battery evaporator temperature sensor 64 h of the present embodiment detects the temperature of the heat exchange fins of the battery evaporator 55 .

In addition, the control device 60 of the present embodiment controls the operation of the battery fan 56 so as to exhibit the predetermined reference air blowing capacity of each operating mode regardless of the operating mode.

Further, in the present embodiment, when the operating mode in which the cooling expansion valve 14c is throttled and the temperature T8 detected by the battery evaporator temperature sensor 64h is equal to or lower than the reference battery evaporator temperature, Then, the cooling expansion valve 14c is closed. This prevents the battery 80 from being cooled unnecessarily and reducing the output of the battery 80 . Other configurations and operations of the refrigeration cycle apparatus 10 are similar to those of the above-described embodiment.

According to the refrigerating cycle apparatus 10 according to the seventh embodiment, even when the battery evaporator 55, the battery blower 56, and the battery case 57 are adopted instead of the low-temperature side heat medium circuit 50, A similar effect can be obtained. That is, also in the refrigeration cycle apparatus 10 of the seventh embodiment, it is possible to cool the battery 80 in the cooling cooling mode and suppress deterioration of the air conditioning feeling.

(Eighth embodiment)
In this embodiment, as shown in FIG. 12, an example in which the high temperature side heat medium circuit 40 is eliminated and the indoor condenser 12a is adopted as compared with the first embodiment will be described.

More specifically, the indoor condenser 12a is a heating unit that heat-exchanges the high-temperature, high-pressure refrigerant discharged from the compressor 11 and the blown air, condenses the refrigerant, and heats the blown air. The indoor condenser 12a is arranged in the air conditioning case 31 of the indoor air conditioning unit 30, like the heater core 42 described in the first embodiment. Other configurations and operations of the refrigeration cycle apparatus 10 are similar to those of the above-described embodiment.

According to the refrigeration cycle apparatus 10 according to the eighth embodiment, even when the indoor condenser 12a is employed instead of the water-refrigerant heat exchanger 12 and the high temperature side heat medium circuit 40, the same effects as those of the above-described embodiment are obtained. can be obtained. That is, in the refrigerating cycle apparatus 10 of the eighth embodiment as well, it is possible to cool the battery 80 in the cooling cooling mode and suppress deterioration of the air conditioning feeling.

(Other embodiments)
The present invention is not limited to the above-described embodiments, and can be variously modified as follows without departing from the scope of the present invention. Moreover, the means disclosed in each of the above embodiments may be appropriately combined within the practicable range.

(a) In the above-described embodiment, an example in which R1234yf is used as the refrigerant has been described, but the refrigerant is not limited to this. For example, R134a, R600a, R410A, R404A, R32, R407C, etc. may be employed. Alternatively, a mixed refrigerant or the like in which a plurality of types of these refrigerants are mixed may be employed.

(b) Components of the refrigeration cycle apparatus are not limited to those disclosed in the above embodiments. A plurality of cycle-constituting devices may be integrated or the like so that the above effects can be exhibited. For example, a four-way joint structure in which the second three-way joint 13b and the fifth three-way joint 13e are integrated may be adopted. Further, as the cooling expansion valve 14c, an electric expansion valve that does not have a fully closed function and an on-off valve that are directly connected may be employed.

(c) The configuration of the heating unit is not limited to that disclosed in the above embodiments. For example, a three-way valve and a high-temperature side radiator similar to the three-way valve 53 and the low-temperature side radiator 54 of the low-temperature side heat medium circuit 50 are added to the high-temperature side heat medium circuit 40 described in the first embodiment, and the excess heat is may be radiated to the outside air. Furthermore, in a vehicle having an internal combustion engine (engine) such as a hybrid vehicle, engine cooling water may be circulated in the high temperature side heat medium circuit 40 .

(d) The configuration of the cooling unit is not limited to that disclosed in the above embodiments. In the above-described embodiment, an example in which the object to be cooled by the cooling unit is the battery 80 has been described, but the object to be cooled is not limited to this. An inverter that converts DC current and AC current, a charger that charges the battery 80 with power, and a motor generator that outputs driving force for running when supplied with power and generates regenerative power during deceleration, etc. It may be an electrical device that generates heat during operation, such as

(e) In each of the above-described embodiments, the refrigerating cycle device 10 according to the present invention is applied to the vehicle air conditioner 1, but application of the refrigerating cycle device 10 is not limited to this. For example, it may be applied to an air conditioner with a server cooling function that air-conditions the room while appropriately adjusting the temperature of the computer server.

(f) In each of the above-described embodiments, the evaporator temperature Tefin detected by the evaporator temperature sensor 64f is used when determining the throttle opening of the cooling expansion valve 14c in the cooling cooling mode. It is not limited to this. Other physical quantities may be employed as long as they are correlated with the temperature of the refrigerant flowing through the indoor evaporator 18 . For example, the coolant temperature T4 detected by the fourth coolant temperature sensor 64d may be used.

REFERENCE SIGNS LIST 10 Refrigeration cycle device 11 Compressor 14b Cooling expansion valve 14c Cooling expansion valve 18 Indoor evaporator 19 Chiller 50 Low temperature side heat medium circuit 60 Control device 60a Flow controller 80 Battery

Claims (4)

A refrigeration cycle device applied to an air conditioner,
compressors (11, 11a) for compressing and discharging refrigerant;
an air-conditioning evaporator (18) that evaporates a refrigerant and cools air that is blown into an air-conditioned space;
Air-conditioning flow rate adjustment units (14b, 14bt, 15c) that adjust the flow rate of refrigerant flowing into the air-conditioning evaporator;
a cooling evaporator (19, 52a, 55) connected in parallel with respect to the refrigerant flow to the air-conditioning evaporator and evaporating the refrigerant to cool an object to be cooled;
a cooling flow rate adjusting unit (14c) that adjusts the flow rate of refrigerant flowing into the cooling evaporator;
a flow rate control section (60a) that controls the operation of at least one of the air conditioning flow rate adjustment section and the cooling flow rate adjustment section;
When the cooling of the blown air and the cooling of the object to be cooled are performed in parallel,
The compressor controls a refrigerant flow rate necessary for the air conditioning evaporator to exhibit the target air conditioning cooling capacity and a refrigerant flow rate necessary for the cooling evaporator to exhibit the target cooling cooling capacity. Discharges more refrigerant than the combined total refrigerant flow,
The flow rate control unit controls the operation of at least one of the air conditioning flow rate adjusting unit and the cooling flow rate adjusting unit so that the cooling capacity exhibited by the air conditioning evaporator approaches the target air conditioning cooling capacity. refrigeration cycle equipment. When cooling the blown air without cooling the object to be cooled,
2. The refrigeration cycle apparatus according to claim 1, wherein said compressor discharges refrigerant so as to achieve a flow rate of refrigerant necessary for exhibiting said target air-conditioning cooling capacity in said air-conditioning evaporator. a physical quantity detection unit (64f) for detecting a physical quantity (Tefin) having a correlation with the temperature of the refrigerant flowing through the air-conditioning evaporator;
When the cooling of the blown air and the cooling of the object to be cooled are performed in parallel, the flow rate control unit controls the target physical quantity (TEO ), the refrigerating cycle apparatus according to claim 1 or 2, wherein the cooling flow rate adjusting unit adjusts the flow rate of the refrigerant flowing into the cooling evaporator. The compressor is a fixed displacement compressor (11a) that discharges refrigerant by transmission of a driving force generated in an internal combustion engine of a vehicle,
The air-conditioning flow rate adjusting unit includes, on the inlet side of the air-conditioning evaporator, a thermal expansion valve (14bt) that changes the throttle opening degree according to the temperature and pressure of the refrigerant on the outlet side of the air-conditioning evaporator; an air conditioning on-off valve (15c) for opening and closing the refrigerant channel on the inlet side of the thermal expansion valve,
3. The cooling flow rate adjusting section is composed of an electric expansion valve (14c) that changes a throttle opening in accordance with an electrical signal output from the flow rate control section on the inlet side of the cooling evaporator. 4. The refrigeration cycle apparatus according to any one of 1 to 3.

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