JP3325421B2 - Cooling and heating system for electric vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a cooling and heating device for an electric vehicle, which achieves both power saving and improvement of heating performance.

[0002]

2. Description of the Related Art Generally, an electric vehicle has an insufficient heating heat source as compared with a conventional engine-equipped vehicle that uses a high-temperature engine cooling water because a traveling drive source is an electric motor.
Therefore, air conditioning,
An air-conditioning system has been developed which performs a cycle operation using a refrigerant for heating and heats the interior of the vehicle while preventing fogging of the window (for example, see Japanese Patent Application Laid-Open No. 5-201243).

FIG. 8 is a schematic configuration diagram of such a conventional air conditioner for an electric vehicle. This device has a duct 2 for sending air taken in by a blower device 1 into a vehicle interior, and as a heat exchanger, a sub-worker mainly working during a heating operation with an evaporator 3 in the duct 2 in order from the upstream side. A condenser 4 is provided, and a main condenser 5 mainly working during cooling operation is provided outside the duct 2. The refrigeration cycle is configured by connecting a compressor 6, a main condenser 5, a sub-condenser 4, a liquid tank 7, an expansion valve 8, and an evaporator 3 by piping, and filling a refrigerant therein. In addition, a three-way valve 9 and a check valve 10 for switching the flow of the refrigerant are provided at the entrance and exit of the main condenser 5 in order to switch the condensers 4 and 5 to function between the heating operation and the cooling operation. Here, further, between the evaporator 3 and the compressor 6,
An accumulator 11 for storing the liquid refrigerant and returning the gaseous refrigerant to the compressor 6 is provided. In addition, a condenser fan device 12 for supplying air for heat exchange to the condenser 5 is provided on the back surface of the main condenser 5.

[0004] During the cooling operation, the three-way valve 9 guides the refrigerant to the main condenser 5, and the compressor 6, the main condenser 5, the sub-condenser 4, the liquid tank 7,
The refrigerant flows in the order of the expansion valve 8 and the evaporator 3. In this process, the evaporator 3 cools the intake air by evaporating the liquid refrigerant by heat exchange, thereby cooling the vehicle interior. The main condenser 5 releases the heat taken by the evaporator 3 from the refrigerant compressed by the compressor 6 and made high pressure to the outside by exchanging heat with air to cool the gaseous refrigerant and condense and liquefy it.

On the other hand, during the heating operation, the three-way valve 9 allows the refrigerant to bypass the main condenser 5. That is, without using the main condenser 5, the compressor 6,
The refrigerant flows in the order of the sub-condenser 4, the liquid tank 7, the expansion valve 8, and the evaporator 3. In this process, the gaseous refrigerant discharged from the compressor 6 and bypassing the main condenser 5 by the three-way valve 9 is condensed and liquefied by the sub condenser 4 and radiates heat. Thereby, the evaporator 3
The air cooled by the heater is heated and blown out into the vehicle interior, thereby heating the vehicle interior. At that time, the evaporator 3 cools the air to perform the dehumidification, so that the dehumidification heating is realized. The temperature of the air blown into the passenger compartment is controlled by the air mixing door 13 disposed upstream of the sub-condenser 4.
This is done by adjusting the opening of the.

[0006]

However, in such a conventional air conditioner for an electric vehicle, due to the system, the evaporator 3 and the sub-condenser 4 are used during the heating operation.
And at the same time, when the heating operation mode is set, the dehumidifying heating state is always established. Therefore, at the time of the maximum heating in which the air mix door 13 is fully opened, all the air taken in by the blower device 1 is sent to the sub-condenser 4 after passing through the evaporator 3, so that the air is always cooled once by the evaporator 3 and The heating is performed by the condenser 4, and there is a certain limit to the improvement of the temperature of the blown air after passing through the sub-condenser 4, that is, the improvement of the heating performance.

Further, as described above, the air conditioner is always in the dehumidifying heating state during the heating operation, and all the air taken in by the blower device 1 passes through the evaporator 3, so that unnecessary dehumidification is also performed in some cases. However, there is also a problem that the power consumption is large with respect to the performance exhibited.

[0008] The present invention has been made in view of such problems of the prior art, and has as its object to provide a cooling and heating device for an electric vehicle that can improve heating performance while saving power. I do.

[0009]

In order to achieve the above object, an air conditioner for an electric vehicle according to the present invention comprises a compressor, a condenser outside the vehicle, a condenser inside the vehicle, an expansion valve, and an evaporator. And a refrigerant flow switching means for switching the flow of the refrigerant at the entrance and exit of the external condenser is provided, and the refrigerant discharged from the compressor is supplied to the external condenser by the refrigerant flow switching means during the cooling operation. In the cooling / heating device for an electric vehicle, which is introduced and is introduced into the interior condenser by bypassing the exterior condenser by the refrigerant flow path switching means during the heating operation, the first ventilation path in which the interior condenser is disposed A first blower for supplying intake air to the first ventilation path; and the evaporator. A second ventilation path, second ventilation means for supplying intake air to the second ventilation path, and communication between an upstream side of the vehicle interior condenser of the first ventilation path and a downstream side of the evaporator in the second ventilation path. A first opening,
A second opening communicating between the downstream side of the vehicle interior condenser in the first ventilation path and the downstream side of the evaporator in the second ventilation path; and a downstream side of the evaporator in the second ventilation path and outside the vehicle compartment. And an opening / closing means for opening / closing the first opening, the second opening, and the third opening, respectively.

According to a second aspect of the present invention, in the cooling and heating device for an electric vehicle according to the first aspect of the present invention, the first air blowing means is turned on and the first opening portion is turned on during a maximum heating operation. And a control means for controlling the opening / closing means so that both the second opening is fully closed and the third opening is fully opened.

According to a third aspect of the present invention, in the cooling and heating apparatus for an electric vehicle according to the first aspect, both the first blowing means and the second blowing means are turned on during the dehumidifying and heating operation. In addition, there is provided a control means for controlling the opening / closing means so that the first opening is fully closed and the amount of air passing through the second opening is varied according to a required dehumidification amount.

Further, the electric vehicle cooling and heating apparatus according to claim 4 is the electric vehicle cooling and heating apparatus according to claim 1, wherein the second operation is performed during the heating operation requiring maximum dehumidification.
Control means for controlling the opening / closing means so as to turn on the blowing means, bring the first opening into a fully open state, and bring both the second opening and the third opening into a fully closed state. And

[0013]

In the air conditioner for an electric vehicle according to the first aspect of the present invention, the vehicle interior condenser and the evaporator are disposed in separate first and second ventilation paths, respectively. Since the first air blowing means and the second air blowing means are provided on the road, the air volume can be independently controlled on the vehicle interior condenser side (first air path) and the evaporator side (second air path). When the first opening is opened, all or part of the air that has passed through the evaporator is guided to the upstream side of the vehicle interior condenser, so that the air cooled and dehumidified by the evaporator can be heated by the vehicle interior condenser. . Further, when the second opening is opened, all or a part of the air that has passed through the evaporator is guided to the downstream side of the vehicle interior condenser, so that the air cooled and dehumidified by the evaporator and heated by the vehicle interior condenser. Can be mixed with air. At this time, the mixing ratio of the two airs is determined by adjusting the amount of air flowing through the vehicle interior condenser by the first air blowing means and the amount of air flowing through the second opening by the second air blowing means and the opening and closing means. Further, when the third opening is opened, all or a part of the air that has passed through the evaporator is guided to the outside of the cabin, so that the air that is heated by the condenser in the cabin is combined with the closing of the first opening. The first
It can be constituted only by the intake air of the ventilation path, and the temperature of the air blown into the vehicle interior can be improved. In addition, the amount of air passing through the second opening is adjusted by cooperating with the opening degree of the second opening. And unnecessary dehumidification can be prevented. These first opening, second opening,
The opening and closing of each of the third opening is performed by opening and closing means. In other words, the interior condenser side and the evaporator side are independent air flow control systems, and the flow of intake air to the interior condenser and the evaporator can be switched according to the required air-conditioning state, thus saving power and improving heating performance. Can be compatible.

Further, in the cooling and heating device for an electric vehicle according to the second aspect, the control means is configured to perform the first heating operation during the maximum heating operation.
While turning on the blower, the controller controls the opening and closing means so that both the first opening and the second opening are fully closed and the third opening is fully opened. As a result, all the air (cool air) that has passed through the evaporator is discharged out of the vehicle interior through the third opening, and only the air supplied to the first ventilation path by the first air blowing means is heated by the vehicle interior condenser. As a result, the air is not cooled by the evaporator before being heated by the condenser in the vehicle interior, and the temperature of the blown air increases. That is, the heating performance (maximum heating capacity) is improved.

According to a third aspect of the present invention, in the cooling and heating apparatus for an electric vehicle, the control means is configured to control the first dehumidifying and heating operation during the dehumidifying and heating operation.
While turning on both the blowing means and the second blowing means,
The opening / closing means is controlled so that the first opening is fully closed and the amount of air passing through the second opening is varied according to the required dehumidification amount. As a result, the dehumidified air (cool air) after passing through the evaporator is distributed to the second opening and the third opening according to the required dehumidification amount, and the air (dehumidified cold air) passing through the second opening is The air is mixed with the air (warm air) after passing through the vehicle interior condenser, temperature-controlled, and then blown into the vehicle interior. That is,
A temperature-controlled wind with a controlled amount of dehumidification is obtained. Therefore, unnecessary dehumidification is not performed, the power consumption for the dehumidification is reduced, and the total power consumption is reduced by using two blowing means, so that further power saving is achieved. .

According to a fourth aspect of the present invention, in the heating and cooling device for an electric vehicle, the control means turns on the second blowing means and fully opens the first opening during a heating operation requiring maximum dehumidification. And the opening / closing means is controlled so that both the second opening and the third opening are fully closed. Thus, all the air cooled and dehumidified by the evaporator is sent to the vehicle interior condenser through the first opening, where it is heated and blown out into the vehicle interior. That is, since all the air (warm air) blown into the vehicle interior is the air once dehumidified by the evaporator, the maximum dehumidification can be obtained.

[0017]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic configuration diagram showing one embodiment of a cooling and heating device for an electric vehicle according to the present invention. Note that, in the figure, the same parts as those in FIG. 8 are denoted by the same reference numerals. This electric vehicle cooling and heating device has the same cooling and heating functions as the conventional device shown in FIG.
Cooling and dehumidifying heating in the vehicle compartment are performed by performing a cycle operation using a refrigerant for both heating and heating, and has a refrigeration cycle similar to the conventional one.

That is, the refrigeration cycle of this apparatus includes a compressor 6, a main condenser 5 as a condenser outside the vehicle compartment, a sub-condenser 4 as a condenser inside the vehicle,
The liquid tank 7, the expansion valve 8, and the evaporator 3 are connected by piping, and a refrigerant is sealed therein.
Further, in order to switch the condensers 4 and 5 functioning during the heating operation and the cooling operation, a three-way valve 9 (for example, an electromagnetic valve) and a check valve 10 for switching the flow of the refrigerant at the entrance and exit of the main condenser 5 are provided. Provided. Further, an accumulator 11 is provided between the evaporator 3 and the compressor 6 for storing the liquid refrigerant and returning the gaseous refrigerant to the compressor 6. On the back of the main condenser 5, a condenser fan device 12 for sending air to the condenser 5 is provided. During the cooling operation, the refrigerant discharged from the compressor 6 by the three-way valve 9 is guided to the main condenser 5 side, and the compressor 6 → the main condenser 5 → the check valve 10 → the sub condenser 4 → the liquid tank 7 → the expansion valve 8 → the evaporator 3 → Accumulator 1
1 → A refrigerant circuit for cooling operation circulating to the compressor 6 is formed. During the heating operation, the three-way valve 9 is switched to directly guide the refrigerant discharged from the compressor 6 to the sub-condenser 4, and the compressor 6 → sub-condenser 4 → A refrigerant circuit for heating operation is formed to circulate from the liquid tank 7 → the expansion valve 8 → the evaporator 3 → the accumulator 11 → the compressor 6. In some cases, in order to simplify the configuration, all or a part of the liquid tank 7, the check valve 10, and the accumulator 11 may be omitted. The compressor 6 is driven directly by an electric motor or via a belt (not shown). That is,
Battery-driven electric vehicle driving and compressor 6
Is performed.

The evaporator 3 and the sub-condenser 4 are provided with a duct 2 for sending intake air into the vehicle interior, as in the prior art.
Here, a partition 15 is provided at an upstream portion in the duct 2 to form two ventilation paths, that is, a first ventilation path 16 and a second ventilation path 17. The sub-condenser 4 is disposed in the first ventilation path 16, and the evaporator 3 is disposed in the second ventilation path 17. A mixing chamber 18 is formed downstream of the duct 2. In the mixing chamber 18, air passing through the first ventilation path 16 (warm air passing through the sub-condenser 4) and air passing through the second ventilation path 17 (dehumidified cold air passing through the evaporator 3) are mixed. Temperature. The temperature-controlled air is blown out from various outlets (not shown) (for example, vent outlets, foot outlets, differential outlets) toward a predetermined location in the vehicle compartment. In addition, a separate first blower device 1 is provided upstream of each of the ventilation paths 16 and 17.
9 and a second blower device 20 are provided. By arranging the blowers 19 and 20 in the first ventilation path 16 and the second ventilation path 17 in this way, the air volume flowing through the respective ventilation paths 16 and 17 can be controlled independently. As is well known, the blower devices 19 and 20 for sending the intake air into the vehicle compartment include a blower fan and a blower fan motor for driving the blower fan.

The partition 15 in the duct 2 has a first
The upstream side of the sub-condenser 4 of the ventilation path 16 and the second ventilation path 1
7, a first opening 2 communicating with the downstream side of the evaporator 3
1 has been established. Further, on the downstream side of the evaporator 3 in the second ventilation path 17, a blocking wall 1 for blocking the second ventilation path 17 is provided.
5a, and the first ventilation path 1 is provided on the blocking wall 15a.
A second opening 22 is provided to connect the downstream side of the sub-condenser 4 and the downstream side of the evaporator 3 of the second ventilation path 17. Furthermore, the duct 2 on the upstream side of the blocking wall 15a
A third opening 23 communicating the downstream side of the evaporator 3 in the second ventilation passage 17 and the outside of the vehicle compartment is opened in the vehicle. Then, in order to open and close the first opening 21, the second opening 22, and the third opening 23, respectively, two control doors, that is, a first control door 24 and a second control door 25 are turned as opening / closing means. It is movably mounted. First control door 2
Reference numeral 4 is for selectively opening and closing the first opening 21 and the second opening 22, and is selectively set to the positions A and B in the figure. When the first control door 24 is in the position A, the first
The opening 21 is in a fully closed state (the open / close state of the second opening 22 depends on the position of the second control door 25), and when in the position B, the first opening 21 is in a fully open state and the second opening 22 is in a closed state. It becomes fully closed. The second control door 25 opens and closes the second opening 22 and the third opening 23, respectively.
It is set at an arbitrary position between the C position and the D position in the figure.
For example, when the second control door 25 is at the C position, the second opening 22 is in the fully closed state, the third opening 23 is in the fully open state, and when the second control door 25 is at the D position, the third opening 23 is fully closed. (The open / closed state of the second opening 22 is the first control door 24
Depending on the position). In addition, when it is at an intermediate position between the position C and the position D, the second opening 22 and the third opening 23 are both open. As will be described later, the first control door 24 and the second control door 25 are controlled so as not to interfere with each other according to a required air-conditioning state. Furthermore, in the present embodiment, when the air that has passed through the evaporator 3 flows from the second ventilation path 17 through the first opening 21 into the first ventilation path 16, the air flows in the opposite direction to the sub-condenser 4. A third control door 26 is rotatably mounted upstream of the first opening 21 of the first ventilation path 16 in order to prevent the above-mentioned problem.
The third control door 26 is selectively set at an E position and an F position in the figure. Each of the control doors 24 to 26 is driven in conjunction with an actuator described later via a link mechanism (not shown).

In this embodiment, the first opening 21, the second opening 22, and the third opening 23 are opened and closed by the two control doors 24 and 25. If permissible in terms of surface, each of the openings 21 to 23 may be opened and closed by a dedicated door.

In this embodiment, three control doors 24 are provided.
To 26 are driven by one actuator, but a plurality of actuators may be used if space and cost allow. For example, each of the control doors 24 to 26 may be driven by a dedicated actuator.

The apparatus constructed as described above is comprehensively controlled by a control device 27 as control means. The control device 27 includes, for example, a microcomputer, and performs various kinds of input signal arithmetic processing to comprehensively control each unit. Specifically, on the input side of the control device 27, a temperature sensor 28 for detecting the surface temperature of the window glass, a dew point sensor 29 for detecting the dew point temperature in the vehicle cabin, and other various sensors 30 (for example, outside air) An outside air sensor for detecting the temperature, an inside air sensor for detecting the temperature of the vehicle interior air, a solar radiation sensor for detecting the amount of solar radiation, etc., and switches 31 (for example, an air conditioner switch for operating an air conditioner, a temperature for adjusting the temperature in the vehicle interior) An adjustment switch, a fan switch for selecting an air flow rate, a mode switch for selecting an air outlet mode, and the like.
A fan control circuit 32 for controlling the number of revolutions of the blowers 9 and 20 (more specifically, a blower fan motor); an actuator (for example, a motor actuator) 33 for mechanically driving each of the control doors 24 to 26 via a link mechanism; The compressor 6, the three-way valve 9, the condenser fan device 12, and the like are connected. Control device 27
Receives signals from the sensors 28 to 30 and the switches 31 and performs arithmetic processing on the signals, thereby controlling the fan control circuit 32,
It comprehensively controls the actuator 33, the compressor 6, the three-way valve 9, the condenser fan device 12, and the like. In the present embodiment, the fan control circuit 32
The control of the air volume of the first blower device 19 and the second blower device 20 is performed in conjunction with the control signal from the controller.

In this embodiment, two blower devices 1 are used.
9 and 20 are controlled by one fan control circuit 32. However, if space and cost allow, the respective blower devices 19 and 20 are linked using a dedicated fan control circuit. Control may be performed.

Next, the contents of the control will be described. For example, when the air conditioner switch is turned on, the control device 27
Turns on the compressor 6 and switches the three-way valve 9 according to the required air-conditioning state in the vehicle compartment to start the system. By the three-way valve 9, as described above,
The flow of the refrigerant is switched between the heating operation and the cooling operation. At the time of the cooling operation 5, the condenser fan device 12 is turned on to make the main condenser 5 function.

First, in the case of performing the cooling operation (in the case of blowing out only the cool air whose temperature has not been adjusted), the refrigerant discharged from the compressor 6 is guided to the main condenser 5 by the three-way valve 9. Thereby, the refrigerant in the refrigeration cycle is supplied to the compressor 6 → the main condenser 5 → the check valve 10 → the sub condenser 4 → the liquid tank 7 → the expansion valve 8.
The circuit circulates through evaporator 3, accumulator 11, and compressor 6. In this process, the evaporator 3 exchanges heat with the intake air to cool the intake air, and the heat collected at this time is released to the outside air by the main condenser 5. The sub-condenser 4 does not function as a heat exchanger. In this case, the control device 27 turns on only the second blower device 20 via the fan control circuit 32, for example, so that only the air cooled by the evaporator 3 is blown into the vehicle interior. The first control door 24 through the actuator 33 to A
The second control door 25 is set to the position D, the first opening 21 and the third opening 23 are both fully closed, and the second opening 22 is fully opened. As a result, only the air (cool air) that has passed through the evaporator 3 is blown out into the vehicle interior, and the vehicle interior is cooled. The first blower device 1
9 is off, the position of the third control door 26 may be either. However, from the viewpoint of completely shutting off the air flowing through the first ventilation passage 16, it is preferable to set the third control door 26 to the F position.

On the other hand, when the heating operation is performed (including the case where the temperature control is performed, the same applies hereinafter), the refrigerant discharged from the compressor 6 by the three-way valve 9 is directly supplied to the sub-condenser 4.
To be led to As a result, the refrigerant in the refrigeration cycle is supplied from the compressor 6 → the sub-condenser 4 → the liquid tank 7 → the expansion valve 8 → the evaporator 3 → the accumulator 1
1 circulates through a circuit of compressor 6. In this process, the evaporator 3 exchanges heat with the intake air to cool the intake air, and the heat picked up at this time is released into the intake air by the sub-condenser 4 to heat it. That is,
The air introduced into the duct 2 is cooled (and dehumidified) by the evaporator 3 and is heated by the sub-condenser 4. At this time, in the present embodiment, three operation modes are selected according to the required air-conditioning state in the vehicle interior, and the optimal air flow and air volume control for the evaporator 3 and the sub-condenser 4 are controlled for each operation mode. Is being done.

That is, during the heating operation, the maximum heating operation mode selected when the maximum heating performance is required;
There is a temperature control dehumidification control (dehumidification maintenance control) mode selected when dehumidification is required, and a maximum dehumidification operation mode selected when maximum dehumidification is required, and it is necessary to select which operation mode. It is determined based on a predetermined standard based on the amount of dehumidification. The required amount of dehumidification is determined by the surface temperature of the window glass detected by the temperature sensor 28 (glass surface temperature).
And the dew point temperature in the vehicle cabin detected by the dew point sensor 29 (indoor dew point temperature).

FIG. 2 is a control characteristic diagram showing selection criteria for the operation mode. As shown in the figure, the operation mode (maximum heating operation, temperature control dehumidification control, maximum dehumidification operation) is selected according to the value of the temperature difference between the indoor dew point temperature and the glass surface temperature (that is, the indoor dew point temperature minus the glass surface temperature). Is done. Here, a hysteretic control is performed to prevent the control from fluctuating. When the temperature difference is -1 ° C or less or 0 ° C or less, that is, when the glass surface temperature is higher than the indoor dew point temperature. Since there is no fear that the window glass is fogged and there is little need for dehumidification for safety, priority is given to heating and the maximum heating operation mode is selected. When the temperature difference is between -1 ° C and 1 ° C or between 0 ° C and 2 ° C,
That is, when the glass surface temperature is near the indoor dew point temperature, the window glass may be fogged, and dehumidification is required for safety. Therefore, the temperature control dehumidification control removal mode for controlling the dehumidification is selected. When the temperature difference is 1 ° C. or more or 2 ° C. or more, that is, when the glass surface temperature is higher than the indoor dew point temperature, there is a high possibility that the window glass is fogged, and the need for dehumidification is extremely high for safety. Priority and select the maximum dehumidifying operation mode. In addition, each control door 24-26 in each operation mode
Will be described later.

When performing temperature control dehumidification control, FIG.
As shown in (2), the distribution ratio of the air flow rate passing through the sub-condenser and the air flow rate passing through the evaporator flowing into the mixing chamber 18 with respect to the required air flow rate is adjusted based on the temperature difference. This controls the temperature of the blown air and controls the amount of dehumidification. Here, the amount of air flowing through the sub-condenser 4 and flowing down to the mixing chamber 18 is H, the amount of air flowing through the evaporator 3 and flowing down to the mixing chamber 18 through the second opening 22 is I and the amount of air flowing through the evaporator 3. The amount of air discharged outside the vehicle through the third opening 23 is J
The air volume and the air volume blown from the mixing chamber 18 into the vehicle interior are defined as K air volume. Since the relationship of K air volume = H air volume + I air volume is established among the H air volume, the I air volume, and the K air volume, in FIG. 2, the required air volume (K air volume) from the sub-condenser 4 side corresponds to the required air volume (K air volume). The distribution ratio between the H air volume) and the air volume from the evaporator 3 (I air volume) is expressed in the form of a percentage of the I air volume to the K air volume. In this case (that is, in the case of the temperature control and dehumidification control), as can be seen from the door position described later, the amount of air blown by the first blower device 19 = the amount of air blown by the second blower device 20 = the amount of air blown by the airflow + J airflow Is established.

FIG. 3 is a control characteristic diagram showing the air volume characteristic in the temperature control dehumidification control. As shown in FIG.
Each value of the H air volume and the I air volume is specifically determined by the distribution ratio of the H air volume and the I air volume to the (air volume). FIG. 3 shows, as an example, a case where the required air volume (K air volume) is 6 m ³ / min (solid line) and a case where the required air volume is 5 m ³ / min. The control device 27 controls the rotation speed of the first blower device 19 so that the H air volume becomes the value determined in FIG. 3, and controls the second blower device 20 so that the I air volume also becomes the value determined in FIG.
And / or one of the opening degrees of the second control door 25 is controlled. These data are appropriately set in advance by experiments. In the following description, for convenience, the I air volume is adjusted by both the rotation speed of the second blower device 20 and the opening of the second control door 25, but of course, the I air volume is controlled by only one of them. It is also possible.

FIG. 4 is a flowchart showing the operation of the control device 27 during the heating operation. When performing the heating operation, the control device 27 includes a temperature sensor 28 and a dew point sensor 29.
(Glass surface temperature, indoor dew point temperature) are input (step S1), and the temperature difference between them (indoor dew point temperature-glass surface temperature) is calculated (step S2). From the calculated temperature difference, the current temperature difference is calculated. In consideration of the value of the flag (which indicates the position of the hysteresis), the operation mode and, in the case of temperature control and dehumidification control, the air flow distribution ratio are further determined based on the characteristic diagram shown in FIG. (Step S
3).

When the maximum heating operation mode is selected as a result of the determination in step S3, the control device 27 turns on the first blower device 19 and the second blower device 20 via the fan control circuit 32. At the same time (step S4), the first control door 24 is set to the A position, the second control door 25 is set to the C position, and the third control door 26 is set to the E position via the actuator 33 (step S5).

FIG. 5 is a schematic diagram showing the flow of air at this time. In this case, as shown in FIG.
All of the air (cold air) that has passed through is discharged from the third opening 23 to the outside of the vehicle interior, and only air supplied to the first ventilation path 16 by the first blower device 19 is heated by the sub-condenser 4 into the vehicle interior. It will be blown out and maximum heating performance will be exhibited. At this time, unlike the conventional apparatus shown in FIG. 8, the air is not once cooled by the evaporator before being heated by the sub-condenser. That is, the heating performance (maximum heating capacity) is improved.

When the temperature control and dehumidification control mode is selected as a result of the determination in step S3, the control device 27 controls the first blower device 19 via the fan control circuit 32.
And the second blower device 20 are both turned on (step S6), and the first control door 2 is
4 is set to the A position, the third control door 26 is set to the E position, and the opening of the second control door 25 is adjusted (step S).
7). At this time, the control device 27 sets the first air volume and the first air volume to the values determined by the air volume characteristics of FIG. 3 based on the air volume distribution ratios determined in step S3.
While controlling the rotation speed of the blower device 19, the rotation speed of the second blower device 20 and the second control door 25 are controlled.

FIG. 6 is a schematic diagram showing the flow of air at this time. In this case, as shown in FIG.
The dehumidified cool air that has passed through is distributed to the second opening 22 and the third opening 23 according to the required amount of dehumidification (see FIGS. 2 and 3). The dehumidified cold air (I air volume) that has passed through the second opening 22 is mixed with the hot air (H air volume) that has passed through the sub-condenser 4 in the mixing chamber 18 and temperature-controlled, and then the vehicle interior (K air volume). That is, a temperature-controlled wind with a controlled amount of dehumidification is obtained.

When the maximum dehumidifying operation mode is selected as a result of the determination in step S3, the control device 27 controls the first blower device 19 via the fan control circuit 32.
Is turned off, the second blower device 20 is turned on (step S8), the first control door 24 is moved to the B position, the second control door 25 is moved to the D position, and the third
The control door 26 is set to the F position (step S
9).

FIG. 7 is a schematic diagram showing the flow of air at this time. In this case, all the air cooled and dehumidified by the evaporator 3 is sent to the sub-condenser 4 through the first opening 21 as in the case of the conventional device shown in FIG.
Here, it is heated and blown out into the vehicle interior. In other words, all the air (warm air) blown into the vehicle interior is the evaporator 3
Since the air is once dehumidified, maximum dehumidification can be obtained. At this time, as described above, the third control door 26 is
Dehumidified air that has passed through the evaporator 3 with the
By preventing the air from escaping from the side of the blower device 19, it is ensured that all the air that has passed through the evaporator 3 is sent to the sub-condenser 4.

After step S5, step S7, or step S9, the control device 27 determines whether to end the heating operation control based on whether the air conditioner switch has been turned off or whether the operation has been switched to the cooling operation. (Step S10) If not ended, the process returns to Step S1, and the above operation is repeated.

Therefore, according to the present embodiment, the sub-condenser 4 and the evaporator 3 are arranged in separate ventilation paths, and blower devices 19 and 20 are provided for each of them to form an independent air volume control system. 23 and control door 24 ~
Since the flow of the intake air to the sub-condenser 4 and the evaporator 3 is switched according to the air-conditioning state required by the air conditioner 26, it is possible to achieve both power saving and improved heating performance.

More specifically, when the maximum heating is required, as shown in FIG. 5, all the cool air that has passed through the evaporator 3 is discharged from the third opening 23 to the outside of the vehicle compartment, and Since only the air supplied to the first ventilation path 16 by the one blower device 19 is heated and blown out by the sub-condenser 4, it is once cooled by the evaporator before being heated by the sub-condenser as in the conventional device. That is, the temperature of the blown air is higher than that of the conventional device. That is, the heating performance (maximum heating capacity) is improved. Therefore, to achieve the same blown air temperature as before,
Since this can be achieved even when the rotation speed of the compressor 6 is reduced, the power consumption is reduced.

When dehumidification is required, as shown in FIG. 6, warm air (H air volume) passing through the sub-condenser 4 flowing down to the mixing chamber 18 and dehumidified cold air (H air volume) passing through the evaporator 3 are used. Since the mixing ratio is adjusted in accordance with the required amount of dehumidification, it is possible to obtain a temperature-controlled wind having a controlled amount of dehumidification. Therefore, unnecessary dehumidification is not performed while preventing window fogging, and power consumption for that purpose is reduced. In addition, since the amount of air blown into the vehicle interior is determined using the two blower devices 19 and 20, in order to obtain the same amount of air blown as in the past, the motor input per unit is kept low and the total consumption is reduced. Since the power is also reduced, power saving can be achieved from this point as well.

According to the present embodiment, as described above,
Depending on the required air-conditioning condition (required dehumidification amount) in the vehicle cabin, the operation mode can be changed from an operation mode with excellent heating capacity to an operation mode that can exhibit maximum dehumidification capacity. Response is possible.

[0044]

As described above, according to the air conditioner for an electric vehicle according to the first aspect of the present invention, the condenser side and the evaporator side of the vehicle interior are independent air flow control systems, and the required air conditioning state Therefore, the flow of the intake air to the vehicle interior condenser and the evaporator can be switched according to the condition, so that both power saving and heating performance improvement can be achieved.

According to the second aspect of the present invention, all the air (cool air) passing through the evaporator is discharged to the outside of the cabin, and only the air supplied to the first ventilation path is supplied to the cabin. Since the air is heated and blown out by the condenser inside the vehicle, it is not cooled once by the evaporator before being heated by the condenser inside the vehicle, so that the temperature of the blown air is improved. That is, the heating performance (maximum heating capacity) is improved.

According to the third aspect of the present invention, air (warm air) passing through the vehicle interior condenser and air passing through the evaporator (dehumidified cool air) are provided.
Adjust the mixing distribution according to the required dehumidification amount, and blow out the temperature controlled air with the controlled dehumidification amount into the vehicle interior, so that unnecessary dehumidification is not performed, and the power consumption for that purpose is reduced, Window fogging can be prevented.
Since the total power consumption can be suppressed to a low level by using the plurality, the power consumption can be further reduced.

According to the cooling and heating apparatus for an electric vehicle of the present invention, all the air cooled and dehumidified by the evaporator is sent to the vehicle interior condenser, where it is heated and blown out into the vehicle interior. All of the air (warm air) is air once dehumidified by the evaporator, and the maximum dehumidification is obtained. Therefore, fogging of the window can be prevented, and fogging of the window can be quickly removed.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing one embodiment of a cooling and heating device for an electric vehicle of the present invention.

FIG. 2 is a control characteristic diagram showing selection criteria of an operation mode.

FIG. 3 is a control characteristic diagram showing an air volume characteristic in temperature control dehumidification control.

FIG. 4 is a flowchart showing the operation of the control device during the heating operation.

FIG. 5 is a schematic diagram showing the flow of air during a maximum heating operation.

FIG. 6 is a schematic diagram showing the flow of air during temperature control dehumidification control.

FIG. 7 is a schematic diagram showing the flow of air during the maximum dehumidification operation.

FIG. 8 is a schematic configuration diagram showing an example of a conventional cooling and heating device for an electric vehicle.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 3 ... Evaporator 4 ... Subcondenser (condenser in a vehicle interior) 16 ... 1st ventilation path 17 ... 2nd ventilation path 19 ... 1st blower apparatus (1st ventilation means) 20 ... 2nd blower apparatus (2nd ventilation means) 21 ... 1st opening 22 ... 2nd opening 23 ... 3rd opening 24 ... 1st control door (opening / closing means) 25 ... 2nd control door (opening / closing means) 26 ... 3rd control door 27 ... control device (control means) 28: Temperature sensor 29: Dew point sensor

──────────────────────────────────────────────────続 き Continued on front page (58) Field surveyed (Int.Cl. ⁷ , DB name) B60H 1/00 102

Claims (4)

(57) [Claims] A compressor (6), a vehicle exterior condenser (5), a vehicle interior condenser (4), an expansion valve (8), and an evaporator (3) are sequentially connected by piping, and the exterior condenser (5) is connected to the compressor (6). A refrigerant flow switching means (9, 10) for switching the flow of the refrigerant is provided at the entrance and exit, and the refrigerant discharged from the compressor (6) is cooled by the refrigerant flow switching means (9, 10) during the cooling operation. The refrigerant is introduced into the exterior condenser (5), and during the heating operation, the refrigerant passage switching means (9, 10) causes the exterior condenser (5).
The air conditioner for an electric vehicle is configured such that the first air passage (16) in which the vehicle interior condenser (4) is disposed, and the first air passage ( 16) The first to supply intake air
A blowing means (19); and a second ventilation path (1) in which the evaporator (3) is disposed.
7) and a second supply of intake air to the second ventilation path (17).
Blower means (20); and the vehicle interior condenser (4) of the first ventilation path (16).
A first opening (21) for communicating an upstream side of the first ventilation path with a downstream side of the evaporator (3) of the second ventilation path (17); and the vehicle interior condenser (4) of the first ventilation path (16).
A second opening (22) communicating the downstream side of the evaporator (3) with the downstream side of the evaporator (3) of the second ventilation path (17); and the downstream side of the evaporator (3) of the second ventilation path (17). A third opening (23) communicating the side with the outside of the vehicle, and opening / closing means for opening / closing the first opening (21), the second opening (22), and the third opening (23), respectively. (24, 25) and a cooling and heating device for an electric vehicle, comprising: 2. During the maximum heating operation, the first blower (19) is turned on and the first opening (21) is turned on.
And control means (27) for controlling the opening / closing means (24, 25) so that both the second opening (22) is fully closed and the third opening (23) is fully open. The cooling and heating device for an electric vehicle according to claim 1, wherein: 3. During the dehumidifying and heating operation, both the first blower (19) and the second blower (20) are turned on, and the first opening (21) is fully closed.
The control means (27) for controlling the opening / closing means (24, 25) so as to vary the flow rate of air passing through the second opening (22) in accordance with a required dehumidification rate. Air conditioner for electric vehicles. 4. During a heating operation requiring maximum dehumidification, the second air blowing means (20) is turned on and the first air blowing means (20) is turned on.
Control means (24) for controlling the opening / closing means (24, 25) such that the opening (21) is fully opened and the second opening (22) and the third opening (23) are both fully closed; 27. The cooling and heating device for an electric vehicle according to claim 1, wherein 27) is provided.