WO2020110509A1

WO2020110509A1 - Vehicle air conditioner

Info

Publication number: WO2020110509A1
Application number: PCT/JP2019/041093
Authority: WO
Inventors: 孝史青木; 竜宮腰
Original assignee: サンデン・オートモーティブクライメイトシステム株式会社
Priority date: 2018-11-27
Filing date: 2019-10-18
Publication date: 2020-06-04
Also published as: CN113015639A; JP2020083099A; JP7300264B2; DE112019005898B4; DE112019005898T5

Abstract

[Problem] To provide a vehicle air conditioner with which it is possible to preemptively avoid inadequate performance of a compressor when transitioning to an operation mode in which the number of evaporators causing refrigerant to evaporate increases. [Solution] A control device switches between at least a cooling mode in which refrigerant is caused to evaporate by a heat absorber 9, and an air conditioning (priority) + battery cooldown mode in which the refrigerant is caused to evaporate by the heat absorber 9 and a refrigerant/heat medium heat exchanger 64. When a transition is made from the cooling mode to the air conditioning (priority) + battery cooldown mode, a compressor rotation speed increase control is executed to increase the rotation speed of a compressor 2 before transitioning to the air conditioning (priority) + battery cooldown mode.

Description

Air conditioner for vehicle

The present invention relates to a heat pump type air conditioner for air conditioning the interior of a vehicle.

Due to the emergence of environmental problems in recent years, vehicles such as electric vehicles and hybrid vehicles that drive a traveling motor with electric power supplied from a battery mounted on the vehicle have come into widespread use. And, as an air conditioner that can be applied to such a vehicle, a compressor, a radiator, a heat absorber (evaporator), and a refrigerant circuit to which an outdoor heat exchanger is connected are provided, and the discharge from the compressor is performed. The generated refrigerant is radiated in the radiator, and the refrigerant radiated in this radiator is heated by evaporating (absorbing) heat in the outdoor heat exchanger, and the refrigerant discharged from the compressor is radiated in the outdoor heat exchanger to absorb heat. A device for air-conditioning the interior of a vehicle by evaporating (absorbing heat) in a container to cool it has been developed (for example, see Patent Document 1).

On the other hand, for example, if a battery is used in an environment where it becomes hot due to self-heating due to charging/discharging, its performance will deteriorate, and deterioration will progress, and eventually there is a risk of malfunction and damage. Therefore, a heat exchanger (evaporator) for cooling the battery is provided, and a battery which can cool the battery by circulating the refrigerant circulating in the refrigerant circuit through the heat exchanger has also been developed. (See, for example, Patent Documents 2 and 3).

JP, 2014-213765, A Patent No. 5860360 Japanese Patent No. 5860361

As described above, in the vehicle air conditioner having a plurality of evaporators, for example, it is necessary to cool the temperature-controlled object from the operation mode in which the refrigerant is evaporated by the heat absorber (evaporator) to air-condition the vehicle interior. Immediately after the operation mode in which the refrigerant is also supplied to the heat exchanger (evaporator) to be temperature-controlled, the heat exchange paths including them are increased, and the capacity (rotation speed) of the compressor is insufficient. As a result, the temperature of the air blown into the vehicle compartment temporarily rises, and the cooling of the temperature controlled object is delayed.

Also, immediately after the operation mode in which the refrigerant is passed through the heat exchanger (evaporator) to be temperature-controlled, it is necessary to cool the vehicle interior and the refrigerant is also passed through the heat absorber (evaporator). Since the capacity of the machine becomes insufficient, the air conditioning in the passenger compartment is delayed, and the cooling capacity of the temperature-controlled object is temporarily reduced. There was a problem that it also hindered the cooling of the target.

The present invention has been made to solve the above-mentioned conventional technical problems, and avoids a lack of capacity of a compressor when shifting to an operation mode in which the number of evaporators that evaporate a refrigerant increases. An object of the present invention is to provide a vehicle air conditioner capable of performing the above.

The vehicle air conditioner of the present invention includes at least a compressor for compressing a refrigerant, a plurality of evaporators for evaporating the refrigerant, and a control device to air-condition the vehicle interior, and the control device is at least , A first operation mode for evaporating the refrigerant in the evaporator and a second operation mode for evaporating the refrigerant in a larger number of evaporators than the first operation mode are executed by switching the first operation mode. When the mode is changed to the second operation mode, the compressor rotation speed increase control for increasing the rotation speed of the compressor is executed before the transfer to the second operation mode.

A vehicle air conditioner according to a second aspect of the invention is mounted on a vehicle by evaporating the refrigerant and a heat absorber as an evaporator for cooling the air supplied to the vehicle compartment in the above invention. In the first operation mode, the control device includes a heat exchanger for temperature control, which is an evaporator for cooling the target for temperature control, and the controller is one of the heat exchanger and the heat exchanger for temperature control. On the other hand, the refrigerant is evaporated, and in the second operation mode, the refrigerant is evaporated by the heat absorber and the heat exchanger for temperature adjustment.

A vehicle air conditioner according to a third aspect of the present invention provides a heat absorber valve device that controls the flow of the refrigerant to the heat absorber in the above invention, and a heated device that controls the flow of the refrigerant to the heat exchanger for temperature adjustment. In the first operation mode, the control device includes a valve device for temperature adjustment, and in the first operation mode, one of the valve device for the heat absorber and the valve device for temperature adjustment target is opened, and the other is closed, and the second operation mode is set. In (1), the heat absorber valve device and the temperature control target valve device are opened.

In the vehicle air conditioner of a fourth aspect of the invention, in the above invention, the control device opens the heat absorber valve device as the first operation mode, and controls the rotation speed of the compressor based on the temperature of the heat absorber, Air conditioning (single) mode in which the valve device for temperature control target is closed, and the valve device for temperature control target is opened to rotate the compressor based on the temperature of the target heat exchanger for temperature control or the target cooled by it. Controlling the number and closing the heat absorber valve device has a temperature controlled cooling (single) mode, and as the second operation mode, opens the heat absorber valve device and rotates the compressor based on the temperature of the heat absorber. To control the temperature of the heat exchanger for temperature control or the valve device for temperature control based on the temperature of the object to be cooled by the air conditioning (priority) + temperature control target cooling mode and temperature control Open the valve device for temperature adjustment, control the rotation speed of the compressor based on the temperature of the heat exchanger for temperature adjustment or the object cooled by it, and open/close the valve device for heat absorber based on the temperature of the heat absorber. It has a controlled temperature controlled cooling (priority) + air conditioning mode, and when moving from an air conditioning (independent) mode to an air conditioning (priority) + controlled cooling mode, and a controlled cooling (single) mode It is characterized in that the compressor rotation speed increase control is executed when shifting from the temperature controlled cooling (priority) to the air conditioning mode.

In the vehicle air conditioner according to a fifth aspect of the present invention, in the above-mentioned invention, the control device calculates the target rotational speed of the compressor by a feedforward calculation based on the target temperature of the heat absorber in the air conditioning (single) mode, and adjusts the temperature control. In the target cooling (single) mode, the target rotation speed of the compressor is calculated by the feedforward calculation based on the target temperature of the heat exchanger for temperature adjustment or the object to be cooled by the heat exchanger, and in the compressor rotation speed increase control, It is characterized in that the target rotation speed of the compressor is increased by decreasing each target temperature.

The vehicle air conditioner according to a sixth aspect of the invention is the vehicle of the fourth or fifth aspect, in which the control unit shifts to a predetermined mode in the air conditioning (single) mode or the temperature controlled cooling (single) mode. When a request is input, after the compressor speed is increased by increasing the compressor speed, the air conditioning (priority) + temperature controlled cooling mode or the temperature controlled cooling (priority) + air conditioning mode It is characterized by moving to.

In the vehicle air conditioner of the invention of claim 7, in the invention of claim 4 or claim 5, the temperature-controlled object is a battery mounted in the vehicle, and the traveling motor of the vehicle is driven by power supply from the battery. In the air conditioning (single) mode, the controller shifts to the air conditioning (priority) + temperature controlled cooling mode when a predetermined mode shift request is input, and in the air conditioning (single) mode, the control device operates When the output is equal to or higher than a predetermined threshold value, or when the inclination of the output of the traveling motor is higher than or equal to the predetermined threshold value, the compressor rotation speed increase control is executed.

In the vehicle air conditioner of the invention of claim 8, in the invention of claim 4, claim 5 or claim 7, the control device is an air conditioner when a predetermined mode shift request is input in the air conditioner (single) mode. (Priority) + When the temperature of the temperature-controlled object increases in the air-conditioning (single) mode when the temperature of the temperature-controlled object rises above a predetermined threshold value, the compressor rotation speed increase control is executed. It is characterized by doing.

In the vehicle air conditioner of the invention of claim 9, in the invention of claim 4, claim 5, claim 7 or claim 8, the controller inputs a predetermined mode shift request in the air conditioning (single) mode. If the temperature rises in the air conditioning (priority) + temperature controlled target cooling mode and the slope of the heat generation amount of the temperature controlled target rises above a predetermined threshold in the air conditioning (single) mode, the compressor rotates. It is characterized in that the number increase control is executed.

In the vehicle air conditioner of the invention of claim 10, in the invention of claim 4, claim 5, claim 7 to claim 9, the control device inputs a predetermined mode shift request in the air conditioning (single) mode. In this case, if the temperature of the temperature-controlled target is predicted to increase from the navigation information in the air-conditioning (single) mode in addition to the air conditioning (priority) + temperature-controlled cooling mode, the compressor rotation speed increase control is performed. It is characterized by executing.

An air conditioner for a vehicle according to an eleventh aspect of the present invention is provided with an indoor blower for feeding the air that has exchanged heat with the heat absorber in the aspects of the invention according to the fourth to tenth aspects, and the control device is an air conditioner ( When performing the compressor rotation speed increase control when shifting from the independent mode to the air conditioning (priority)+controlled cooling mode, the operation of the indoor blower is suppressed.

A vehicle air conditioner according to a twelfth aspect of the present invention is a vehicle air conditioner according to any of the fourth to eleventh aspects of the invention, wherein a radiator for radiating the refrigerant to heat the air to be supplied to the vehicle interior, and the air passing through the heat absorber radiate heat. The controller is equipped with an air mix damper to adjust the rate of ventilation, and the control device controls the compressor rotation speed increase when shifting from the air conditioning (single) mode to the air conditioning (priority) + temperature controlled cooling mode. When executed, it is characterized in that the temperature drop of the air supplied into the vehicle compartment is suppressed by the air mix damper.

According to the present invention, a compressor for compressing a refrigerant, a plurality of evaporators for evaporating the refrigerant, and a vehicle air-conditioning apparatus for air-conditioning the vehicle interior, which is provided with at least a controller, the controller at least evaporates. A first operation mode in which the refrigerant is evaporated in the evaporator and a second operation mode in which the refrigerant is evaporated in a larger number of evaporators than the first operation mode are switched and executed. When shifting to the second operation mode, compressor rotation speed increase control for increasing the rotation speed of the compressor is executed before shifting to the second operation mode. Immediately after shifting to the second operation mode, it is possible to solve the shortage of the capacity (rotation speed) of the compressor and improve the reliability and marketability.

For example, as in the second aspect of the invention, a heat absorber for evaporating the refrigerant to cool the air supplied to the vehicle interior, and a heat sink for evaporating the refrigerant to cool the temperature-controlled object mounted on the vehicle. The heat exchanger for temperature adjustment is provided as an evaporator, and the controller evaporates the refrigerant in one of the heat absorber and the heat exchanger for temperature adjustment in the first operation mode, In this operation mode, if the refrigerant is evaporated by the heat absorber and the heat exchanger for temperature adjustment, in the first operation mode, air conditioning in the vehicle compartment and cooling of the temperature adjustment target are performed, respectively. In this operation mode, the object to be temperature-controlled can be cooled while air-conditioning the passenger compartment. Then, the first operation mode in which the refrigerant evaporates in the heat absorber or the heat exchanger for temperature regulation, shifts to the second operation mode in which the refrigerant evaporates in both the heat absorber and the heat exchanger for temperature regulation. In this case, by performing the compressor rotation speed increase control, it is possible to avoid the inconvenience that the capacity of the compressor becomes insufficient immediately after shifting from the first operation mode to the second operation mode. become.

In this case, a heat absorber valve device for controlling the flow of the refrigerant to the heat absorber as in the invention of claim 3 and a valve device for the temperature-controlled object for controlling the flow of the refrigerant to the heat exchanger for temperature-controlled object are provided. In the first operation mode, the control device opens one of the heat absorber valve device and the temperature-controlled object valve device and closes the other, and in the second operation mode, the heat absorber valve. By opening the device and the valve device for temperature control target, it becomes possible to smoothly execute the first operation mode and the second operation mode.

Further, the control device according to the invention of claim 4 opens the valve device for the heat absorber as the first operation mode, controls the rotation speed of the compressor based on the temperature of the heat absorber or the valve for temperature control. Air-conditioning (single) mode to close the device, open the valve device for the temperature controlled object, and control the rotation speed of the compressor based on the temperature of the heat exchanger for the temperature controlled object or the object cooled by it, to absorb heat By executing the temperature-controlled target cooling (single) mode in which the instrument valve device is closed, it is possible to smoothly perform the air conditioning of the vehicle interior and the cooling of the temperature-controlled target.

In addition, as the second operation mode, the valve device for the heat absorber is opened, the rotation speed of the compressor is controlled based on the temperature of the heat absorber, and the temperature of the heat exchanger for the temperature-controlled object or the temperature of the object cooled by it is adjusted. Based on the air conditioner (priority) + temperature control target cooling mode that controls opening and closing of the temperature control target valve device on the basis of the temperature control target valve device, the temperature control target valve device is opened and cooled by the temperature control target heat exchanger. If the rotational speed of the compressor is controlled based on the temperature of the target, and the temperature-controlled target cooling (priority) + air-conditioning mode that controls the opening/closing of the heat absorber valve device based on the temperature of the heat absorber is executed, While cooling the temperature-controlled object while air-conditioning the room, depending on the situation, it is possible to switch between prioritizing the air conditioning in the vehicle interior and prioritizing the cooling for the temperature-controlled object to achieve a comfortable vehicle air conditioning effect. It becomes possible to realize the cooling of the object to be temperature controlled.

Then, when shifting from the air conditioning (single) mode to the air conditioning (priority) + temperature controlled cooling mode, and from the temperature controlled cooling (single) mode to the temperature controlled cooling (priority) + air conditioning mode. At this time, by executing the compressor rotation speed increase control, the temperature of the air blown into the passenger compartment immediately after the mode is changed from the air conditioning (single) mode to the air conditioning (priority) + controlled cooling mode, Avoids the inconvenience that the person feels uncomfortable and the inferior cooling performance of the temperature-controlled object immediately after shifting from the temperature-controlled cooling (single) mode to the temperature-controlled cooling (priority) + air conditioning mode. Then, it becomes possible to improve the compatibility of the air conditioning in the vehicle interior and the cooling of the temperature controlled object.

In this case, for example, in the air-conditioning (single) mode, the control device calculates the target rotation speed of the compressor by the feedforward calculation based on the target temperature of the heat absorber in the air-conditioning (single) mode, and the target cooling target cooling (single ) Mode, the target rotation speed of the compressor is calculated by the feedforward calculation based on the target temperature of the heat exchanger for temperature control or the object to be cooled by it, and in the compressor rotation speed increase control, each target temperature is calculated. By lowering the target speed of the compressor by lowering it, in the air conditioning (single) mode and the cooling (single) mode to be temperature-controlled, the compressor rotation speed increase control accurately increases the compressor rotation speed. Will be able to.

Then, when the predetermined mode shift request is input in the air conditioning (single) mode or the temperature controlled cooling (single) mode as in the invention of claim 6, the control device performs the compressor rotation speed increase control. After increasing the number of revolutions of the compressor, by changing to the air conditioning (priority) + target temperature controlled cooling mode or the temperature controlled target cooling (priority) + air conditioning mode, air conditioning (priority) + temperature controlled It becomes possible to reliably increase the rotation speed of the compressor before shifting to the target cooling mode or the temperature controlled target cooling (priority)+air conditioning mode.

On the other hand, the temperature-controlled object is a battery mounted on the vehicle, the vehicle drive motor is driven by power supplied from the battery, and the controller inputs a predetermined mode transition request in the air conditioning (single) mode. At this time, when the mode is switched to the air conditioning (priority) + temperature controlled cooling mode, when the output of the traveling motor becomes high in the air conditioning (single) mode, the temperature of the battery rises. , It is expected to shift to the air conditioning (priority) + temperature controlled cooling mode.

In such a case, when the output of the traveling motor becomes equal to or higher than a predetermined threshold value in the air conditioning (single) mode, or the inclination of the output of the traveling motor rises, the control device according to the invention of claim 7 When the value becomes equal to or higher than the predetermined threshold value, if the compressor rotation speed increase control is executed, the rotation speed of the compressor is increased before shifting to the air conditioning (priority)+controlled cooling mode. It is possible to leave. In particular, in this case, the number of revolutions of the compressor can be increased before the mode shift request is input, so that it is possible to shift to the air conditioning (priority)+cooling mode controlled by temperature control at an early stage. become.

Further, even when the temperature of the temperature-controlled object rises sharply in the air conditioning (single) mode, it is expected that the mode will then shift to the air-conditioning (priority)+temperature-controlled cooling mode. According to the eighth aspect of the invention, the control device executes the compressor rotation speed increase control when the inclination of the temperature of the temperature-controlled object increases in the air-conditioning (single) mode becomes equal to or higher than a predetermined threshold value. The rotation speed of the compressor can be increased before the request is input, and the air-conditioning (priority)+temperature controlled cooling mode can be switched early.

Furthermore, even when the heat generation amount of the temperature-controlled object is rapidly increasing in the air conditioning (single) mode, it is expected that the mode will shift to the air-conditioning (priority)+cooling mode of the temperature-controlled object thereafter. According to the invention of Item 9, the control device executes the compressor rotation speed increase control when the inclination of the heat generation amount of the temperature-controlled object increases in the air conditioning (single) mode becomes equal to or more than a predetermined threshold value. It becomes possible to increase the rotation speed of the compressor before the mode shift request is input, and it becomes possible to shift to the air conditioning (priority)+controlled cooling mode at an early stage.

Furthermore, in the air-conditioning (single) mode, even when high-speed running is continued, for example, the temperature of the temperature-controlled object rises and shifts to the air-conditioning (priority) + temperature-controlled cooling mode. Therefore, when it is predicted that the temperature of the temperature-controlled object increases in the air conditioning (single) mode from the navigation information, the control device executes the compressor rotation speed increase control as described above. Thus, it becomes possible to increase the number of revolutions of the compressor before the mode shift request is input, and it is possible to shift to the air conditioning (priority)+cooling mode under temperature control at an early stage. ..

Here, if the number of revolutions of the compressor is increased in the air conditioning (single) mode, the temperature of the air blown into the vehicle interior may decrease during the period before the mode shifts to the air conditioning (priority)+controlled cooling mode. However, when the control device executes the compressor rotation speed increase control when shifting from the air-conditioning (single) mode to the air-conditioning (priority) + temperature control target cooling mode, By suppressing the operation of the blower, it is possible to eliminate the inconvenience of excessive air conditioning in the passenger compartment.

When the control device executes the compressor rotation speed increase control at the time of shifting from the air conditioning (single) mode to the air conditioning (priority) + temperature controlled cooling mode, the air mix damper is used. By suppressing the temperature decrease of the air supplied to the vehicle interior, it is possible to eliminate the disadvantage that the vehicle interior is excessively air-conditioned.

It is a block diagram of the vehicle air conditioner of one embodiment to which the present invention is applied. It is a block diagram of an electric circuit of a control device of an air harmony device for vehicles of Drawing 1. It is a figure explaining the driving mode which the control apparatus of FIG. 2 performs. It is a block diagram of the air conditioning apparatus for vehicles explaining the heating mode by the heat pump controller of the control apparatus of FIG. It is a block diagram of the vehicle air conditioner explaining the dehumidification heating mode by the heat pump controller of the control apparatus of FIG. It is a block diagram of the air conditioning apparatus for vehicles explaining the dehumidification cooling mode by the heat pump controller of the control apparatus of FIG. It is a block diagram of the vehicle air conditioner explaining the cooling mode by the heat pump controller of the control apparatus of FIG. It is a block diagram of the air conditioning apparatus for vehicles explaining the air conditioning (priority) + battery cooling mode and battery cooling (priority) + air conditioning mode by the heat pump controller of the control apparatus of FIG. It is a block diagram of the vehicle air conditioning apparatus explaining the battery cooling (single) mode by the heat pump controller of the control apparatus of FIG. It is a block diagram of the air conditioning apparatus for vehicles explaining the defrost mode by the heat pump controller of the control apparatus of FIG. It is a control block diagram regarding compressor control of the heat pump controller of the control device of FIG. FIG. 4 is another control block diagram related to compressor control of the heat pump controller of the control device in FIG. 2. FIG. 7 is yet another control block diagram related to compressor control of the heat pump controller of the control device in FIG. 2. It is a figure explaining the compressor rotation speed increase control of the heat pump controller of the control apparatus of FIG. It is a figure explaining another compressor rotation speed increase control of the heat pump controller of the control apparatus of FIG.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 shows a configuration diagram of a vehicle air conditioner 1 of an embodiment of the present invention. A vehicle of an embodiment to which the present invention is applied is an electric vehicle (EV) in which an engine (internal combustion engine) is not mounted, and electric power charged in a battery 55 mounted in the vehicle is used as a traveling motor (electric motor). (Not shown) to drive and run, and the compressor 2 of the vehicle air conditioner 1 of the present invention, which will be described later, is also driven by the electric power supplied from the battery 55. ..

That is, the vehicle air conditioner 1 of the embodiment is a heating mode, a dehumidification heating mode, a dehumidification cooling mode, a cooling mode, and a defrosting mode in a heat pump operation using the refrigerant circuit R in an electric vehicle that cannot be heated by engine waste heat. , The air conditioning (priority)+battery cooling mode, the battery cooling (priority)+air conditioning mode, and the battery cooling (single) mode are switched and executed to perform air conditioning in the vehicle compartment and temperature control of the battery 55. It is a thing.

Of these, the cooling mode and the battery cooling (single) mode are examples of the first operation mode of the present invention, and the air conditioning (priority)+battery cooling mode and the battery cooling (priority)+air conditioning mode are the second embodiment of the present invention. This is an example of the operation mode. Further, the cooling mode is an example of the air conditioning (single) mode in the present invention, and the battery cooling (single) mode is an example of the temperature controlled target cooling (independent) mode in the present invention. Air conditioning (priority)+battery cooling mode Is an embodiment of the air conditioning (priority)+controlled cooling target temperature mode, and battery cooling (priority)+air conditioning mode is an embodiment of the controlled cooling target (preferred)+air conditioning mode of the present invention.

The present invention is effective not only for electric vehicles but also for so-called hybrid vehicles that use an engine and a running motor. The vehicle to which the vehicle air conditioner 1 of the embodiment is applied is one in which the battery 55 can be charged from an external charger (quick charger or normal charger). Further, the battery 55, the traveling motor, the inverter controlling the same, and the like described above are the objects of temperature adjustment mounted on the vehicle in the present invention, but in the following embodiments, the battery 55 will be taken as an example for description.

The vehicle air conditioner 1 of the embodiment is for performing air conditioning (heating, cooling, dehumidification, and ventilation) of a vehicle interior of an electric vehicle, and an electric compressor 2 for compressing a refrigerant and an interior of the vehicle interior. The high-temperature and high-pressure refrigerant discharged from the compressor 2, which is provided in the air flow passage 3 of the HVAC unit 10 through which air is circulated by ventilation, flows in through the muffler 5 and the refrigerant pipe 13G, and radiates this refrigerant into the vehicle interior. The radiator 4 (releasing the heat of the refrigerant), the outdoor expansion valve 6 including an electric valve (electronic expansion valve) that decompresses and expands the refrigerant during heating, and the radiator that dissipates the refrigerant during cooling, and the refrigerant during heating An outdoor heat exchanger 7 for exchanging heat between the refrigerant and the outside air to function as an evaporator that absorbs heat (absorbs heat into the refrigerant), and an indoor expansion valve 8 including a mechanical expansion valve for decompressing and expanding the refrigerant. And a heat absorber 9 as an evaporator provided in the air flow passage 3 for absorbing (evaporating) the refrigerant from the inside and outside of the vehicle during cooling and dehumidifying, an accumulator 12 and the like are sequentially connected by a refrigerant pipe 13 to form a refrigerant circuit. R is configured.

The outdoor expansion valve 6 decompresses and expands the refrigerant flowing out of the radiator 4 and flowing into the outdoor heat exchanger 7, and can be fully closed. Further, in the embodiment, the indoor expansion valve 8 using the mechanical expansion valve decompresses and expands the refrigerant flowing into the heat absorber 9, and adjusts the degree of superheat of the refrigerant in the heat absorber 9.

The outdoor heat exchanger 7 is provided with an outdoor blower 15. The outdoor blower 15 exchanges heat between the outdoor air and the refrigerant by forcibly ventilating the outdoor air through the outdoor heat exchanger 7, whereby the outdoor air is discharged while the vehicle is stopped (that is, the vehicle speed is 0 km/h). The heat exchanger 7 is configured to ventilate outside air.

Further, the outdoor heat exchanger 7 has a receiver dryer section 14 and a supercooling section 16 sequentially on the downstream side of the refrigerant, and the refrigerant pipe 13A on the refrigerant outlet side of the outdoor heat exchanger 7 is used when flowing the refrigerant to the heat absorber 9. The refrigerant pipe 13B on the outlet side of the supercooling section 16 is connected to the receiver dryer section 14 via an electromagnetic valve 17 (for cooling) as an open/close valve, and the check valve 18, the indoor expansion valve 8 and the heat absorption It is connected to the refrigerant inlet side of the heat absorber 9 through an electromagnetic valve 35 (for a cabin) as a device valve device in order. The receiver dryer unit 14 and the supercooling unit 16 structurally form a part of the outdoor heat exchanger 7. The check valve 18 has the forward direction of the indoor expansion valve 8. Further, in the embodiment, the indoor expansion valve 8 and the solenoid valve 35 are expansion valves with solenoid valves.

Further, the refrigerant pipe 13A that has exited from the outdoor heat exchanger 7 is branched into a refrigerant pipe 13D, and this branched refrigerant pipe 13D is passed through a solenoid valve 21 (for heating) that is opened and closed during heating. It is connected to the refrigerant pipe 13C on the refrigerant outlet side of the heat absorber 9 for communication. The refrigerant pipe 13C is connected to the inlet side of the accumulator 12, and the outlet side of the accumulator 12 is connected to the refrigerant suction side refrigerant pipe 13K of the compressor 2.

Further, a strainer 19 is connected to the refrigerant pipe 13E on the refrigerant outlet side of the radiator 4, and this refrigerant pipe 13E is connected to the

refrigerant pipes

13J and 13F before the outdoor expansion valve 6 (refrigerant upstream side). One of the branched and branched refrigerant pipes 13J is connected to the refrigerant inlet side of the outdoor heat exchanger 7 via the outdoor expansion valve 6. The other branched refrigerant pipe 13F is connected to the refrigerant downstream side of the check valve 18 and the refrigerant upstream side of the indoor expansion valve 8 via an electromagnetic valve 22 (for dehumidification) as an opening/closing valve that is opened during dehumidification. It is communicatively connected to the located refrigerant pipe 13B.

As a result, the refrigerant pipe 13F is connected in parallel to the series circuit of the outdoor expansion valve 6, the outdoor heat exchanger 7 and the check valve 18, and the outdoor expansion valve 6, the outdoor heat exchanger 7 and the check valve are connected. It becomes a bypass circuit that bypasses 18. Further, a solenoid valve 20 as an opening/closing valve for bypass is connected in parallel to the outdoor expansion valve 6.

Further, in the air flow passage 3 on the air upstream side of the heat absorber 9, respective intake ports of an outside air intake port and an inside air intake port are formed (represented by the intake port 25 in FIG. 1). An intake switching damper 26 is provided at 25 for switching the air introduced into the air flow passage 3 between the inside air (inside air circulation) which is the air inside the vehicle interior and the outside air (outside air introduction) which is the air outside the vehicle interior. Further, on the air downstream side of the suction switching damper 26, an indoor blower (blower fan) 27 for feeding the introduced inside air or outside air to the air flow passage 3 is provided.

The intake switching damper 26 of the embodiment opens and closes the outside air intake port and the inside air intake port of the intake port 25 at an arbitrary ratio to remove the air (outside air and inside air) flowing into the heat absorber 9 of the air flow passage 3. It is configured so that the ratio of inside air can be adjusted between 0% and 100% (the ratio of outside air can also be adjusted between 100% and 0%).

Further, in the air flow passage 3 on the leeward side (air downstream side) of the radiator 4, an auxiliary heater 23 as an auxiliary heating device including a PTC heater (electric heater) is provided in the embodiment, and passes through the radiator 4. It is possible to heat the air supplied to the passenger compartment. Further, in the air flow passage 3 on the air upstream side of the radiator 4, the air (inside air or outside air) flowing into the air flow passage 3 and passing through the heat absorber 9 is radiated. An air mix damper 28 that adjusts the ratio of ventilation to the device 4 and the auxiliary heater 23 is provided.

Furthermore, in the air flow passage 3 on the air downstream side of the radiator 4, FOOT (foot), VENT (vent), and DEF (def) outlets (represented by the outlet 29 in FIG. 1 as a representative) are provided. The blower outlet 29 is provided with a blower outlet switching damper 31 for controlling the blowout of air from each of the blower outlets.

Further, the vehicle air conditioner 1 includes an equipment temperature adjusting device 61 for adjusting the temperature of the battery 55 by circulating a heat medium in the battery 55 (object to be temperature adjusted). The device temperature adjusting device 61 of the embodiment includes a circulation pump 62 as a circulating device for circulating a heat medium in the battery 55, and a refrigerant-heat medium heat exchanger as a heat exchanger for a temperature-controlled object which is an evaporator. 64 and a heat medium heater 63 as a heating device. The heat medium heater 63 and the battery 55 are annularly connected by a heat medium pipe 66.

In the case of the embodiment, the inlet of the heat medium passage 64A of the refrigerant-heat medium heat exchanger 64 is connected to the discharge side of the circulation pump 62, and the outlet of this heat medium passage 64A is connected to the inlet of the heat medium heater 63. Has been done. The outlet of the heat medium heater 63 is connected to the inlet of the battery 55, and the outlet of the battery 55 is connected to the suction side of the circulation pump 62.

As the heat medium used in the device temperature adjusting device 61, for example, water, a refrigerant such as HFO-1234yf, a liquid such as coolant, or a gas such as air can be adopted. In the examples, water is used as the heat medium. The heat medium heater 63 is composed of an electric heater such as a PTC heater. Further, it is assumed that, for example, a jacket structure is provided around the battery 55 so that a heat medium can flow in a heat exchange relationship with the battery 55.

When the circulation pump 62 is operated, the heat medium discharged from the circulation pump 62 flows into the heat medium flow passage 64A of the refrigerant-heat medium heat exchanger 64. The heat medium exiting the heat medium flow passage 64A of the refrigerant-heat medium heat exchanger 64 reaches the heat medium heating heater 63, and if the heat medium heating heater 63 is generating heat, the heat medium heating heater 63 heats the heat medium heating heater 63 and then the battery. 55, where the heat medium exchanges heat with the battery 55. The heat medium that has exchanged heat with the battery 55 is sucked into the circulation pump 62 and circulated in the heat medium pipe 66.

On the other hand, in the refrigerant pipe 13B located on the refrigerant downstream side of the connecting portion between the refrigerant pipe 13F and the refrigerant pipe 13B of the refrigerant circuit R and on the refrigerant upstream side of the indoor expansion valve 8, a branch pipe 67 as a branch circuit is provided. One end is connected. In the branch pipe 67, an auxiliary expansion valve 68, which is a mechanical expansion valve in the embodiment, and an electromagnetic valve (for chiller) 69 as a valve device for the temperature-controlled object are sequentially provided. The auxiliary expansion valve 68 decompresses and expands the refrigerant flowing into a later-described refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64, and adjusts the degree of superheat of the refrigerant in the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64. To do. In the embodiment, the auxiliary expansion valve 68 and the solenoid valve 69 are also expansion valves with solenoid valves.

The other end of the branch pipe 67 is connected to the refrigerant flow passage 64B of the refrigerant-heat medium heat exchanger 64, and one end of the refrigerant pipe 71 is connected to the outlet of the refrigerant flow passage 64B. The other end is connected to a refrigerant pipe 13C on the refrigerant upstream side (refrigerant upstream side of the accumulator 12) from the confluence with the refrigerant pipe 13D. The auxiliary expansion valve 68, the electromagnetic valve 69, the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, and the like also form a part of the refrigerant circuit R and, at the same time, a part of the device temperature adjusting device 61. It will be.

When the solenoid valve 69 is open, the refrigerant (a part or all of the refrigerant) discharged from the outdoor heat exchanger 7 flows into the branch pipe 67, the pressure is reduced by the auxiliary expansion valve 68, and then the refrigerant is passed through the solenoid valve 69. -The refrigerant flows into the refrigerant channel 64B of the heat medium heat exchanger 64 and evaporates there. The refrigerant absorbs heat from the heat medium flowing through the heat medium passage 64A in the process of flowing through the refrigerant passage 64B, and then is sucked into the compressor 2 through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12 through the refrigerant pipe 13K.

Next, FIG. 2 shows a block diagram of the control device 11 of the vehicle air conditioner 1 of the embodiment. The control device 11 includes an air conditioning controller 45 and a heat pump controller 32 each of which includes a microcomputer that is an example of a computer including a processor, and these include a CAN (Controller Area Network) and a LIN (Local Interconnect Network). Is connected to the vehicle communication bus 65 that constitutes the. Further, the compressor 2 and the auxiliary heater 23, the circulation pump 62 and the heat medium heating heater 63 are also connected to the vehicle communication bus 65, and the air conditioning controller 45, the heat pump controller 32, the compressor 2, the auxiliary heater 23, the circulation pump 62 and the heat generator. The medium heater 63 is configured to send and receive data via the vehicle communication bus 65.

Further, the vehicle communication bus 65 includes a vehicle controller 72 (ECU) that controls the entire vehicle including traveling, a battery controller (BMS: Battery Management System) 73 that controls the charging and discharging of the battery 55, and a GPS navigation device 74. Are connected. The vehicle controller 72, the battery controller 73, and the GPS navigation device 74 are also configured by a microcomputer that is an example of a computer including a processor. The air conditioning controller 45 and the heat pump controller 32 that configure the control device 11 connect the vehicle communication bus 65 to each other. Information (data) is transmitted and received to and from the vehicle controller 72, the battery controller 73, and the GPS navigation device 74 via the above.

The air conditioning controller 45 is a higher-level controller that controls the vehicle interior air conditioning. The inputs of the air conditioning controller 45 are an outside air temperature sensor 33 that detects the outside air temperature Tam of the vehicle and an outside air humidity that detects outside air humidity. The sensor 34, the HVAC suction temperature sensor 36 that detects the temperature of the air that is sucked into the air flow passage 3 from the suction port 25 and flows into the heat absorber 9, and the inside air temperature sensor 37 that detects the air (inside air) temperature in the vehicle interior. An inside air humidity sensor 38 for detecting the humidity of the air in the vehicle compartment, an indoor CO ₂ concentration sensor 39 for detecting the carbon dioxide concentration in the vehicle compartment, and an outlet temperature sensor 41 for detecting the temperature of the air blown into the vehicle compartment. A photo sensor type solar radiation sensor 51 for detecting the amount of solar radiation into the passenger compartment, outputs of the vehicle speed sensor 52 for detecting the moving speed (vehicle speed VSP) of the vehicle, a set temperature in the passenger compartment, and An air conditioning operation unit 53 for performing an air conditioning setting operation in the vehicle interior such as switching of operation modes and displaying information is connected. In the figure, 53A is a display as a display output device provided in the air conditioning operation unit 53.

Further, the output of the air conditioning controller 45 is connected to the outdoor blower 15, the indoor blower (blower fan) 27, the suction switching damper 26, the air mix damper 28, and the outlet switching damper 31, which are connected to the air conditioning controller 45. Controlled by.

The heat pump controller 32 is a controller that mainly controls the refrigerant circuit R, and the heat pump controller 32 has an input that releases heat to detect the refrigerant inlet temperature Tcxin of the radiator 4 (which is also the refrigerant temperature discharged from the compressor 2 ). The inlet temperature sensor 43, the radiator outlet temperature sensor 44 that detects the refrigerant outlet temperature Tci of the radiator 4, the suction temperature sensor 46 that detects the suction refrigerant temperature Ts of the compressor 2, and the refrigerant outlet side of the radiator 4. Radiator pressure sensor 47 for detecting the refrigerant pressure (pressure of radiator 4; radiator pressure Pci) and heat absorber temperature sensor for detecting the temperature of heat absorber 9 (refrigerant temperature of heat absorber 9: heat absorber temperature Te) 48, an outdoor heat exchanger temperature sensor 49 for detecting the refrigerant temperature at the outlet of the outdoor heat exchanger 7 (refrigerant evaporation temperature of the outdoor heat exchanger 7: outdoor heat exchanger temperature TXO), and the temperature of the auxiliary heater 23. Outputs of the auxiliary heater temperature sensors 50A (driver's seat side) and 50B (passenger seat side) are connected.

The output of the heat pump controller 32 includes the outdoor expansion valve 6, the solenoid valve 22 (for dehumidification), the solenoid valve 17 (for cooling), the solenoid valve 21 (for heating), the solenoid valve 20 (for bypass), and the solenoid valve 35. The electromagnetic valves (for the cabin) and the electromagnetic valve 69 (for the chiller) are connected, and they are controlled by the heat pump controller 32. The compressor 2, the auxiliary heater 23, the circulation pump 62, and the heat medium heating heater 63 each have a built-in controller, and in the embodiment, the controller of the compressor 2, the auxiliary heater 23, the circulation pump 62, and the heat medium heating heater 63. Transmits and receives data to and from the heat pump controller 32 via the vehicle communication bus 65, and is controlled by the heat pump controller 32.

The circulation pump 62 and the heat medium heater 63 that constitute the device temperature adjusting device 61 may be controlled by the battery controller 73. Further, the battery controller 73 includes a heat medium temperature sensor 76 for detecting the temperature (heat medium temperature Tw) of the heat medium on the outlet side of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 of the device temperature adjusting device 61. And the output of a battery temperature sensor 77 that detects the temperature of the battery 55 (the temperature of the battery 55 itself: the battery temperature Tcell). Then, in the embodiment, the remaining amount of the battery 55 (the amount of stored electricity), the information regarding the charging of the battery 55 (information indicating that the battery is being charged, charging completion time, remaining charging time, etc.), the heat medium temperature Tw, the battery temperature Tcell, the battery The amount of heat generated by 55 (calculated by the battery controller 73 from the amount of energization) is transmitted from the battery controller 73 to the air conditioning controller 45 and the vehicle controller 72 via the vehicle communication bus 65. The information about the charging completion time and the remaining charging time when the battery 55 is charged is information supplied from an external charger such as a quick charger. Further, the output Mpower of the traveling motor is transmitted from the vehicle controller 72 to the heat pump controller 32 and the air conditioning controller 45.

The heat pump controller 32 and the air conditioning controller 45 send and receive data to and from each other via the vehicle communication bus 65, and control each device based on the output of each sensor and the setting input by the air conditioning operation unit 53. In this embodiment, the outside air temperature sensor 33, the outside air humidity sensor 34, the HVAC suction temperature sensor 36, the inside air temperature sensor 37, the inside air humidity sensor 38, the indoor CO ₂ concentration sensor 39, the outlet temperature sensor 41, the solar radiation sensor 51, the vehicle speed. Sensor 52,
Air volume Ga of air flowing into the air flow passage 3 and flowing in the air flow passage 3 (calculated by the air conditioning controller 45), air flow rate SW by the air mix damper 28 (calculated by the air conditioning controller 45), voltage of the indoor blower 27 (BLV), the information from the battery controller 73, the information from the GPS navigation device 74, and the output of the air conditioning operation unit 53 are transmitted from the air conditioning controller 45 to the heat pump controller 32 via the vehicle communication bus 65, and the heat pump controller 32 controls the heat pump controller 32. It is configured to be used for control.

The heat pump controller 32 also transmits data (information) regarding the control of the refrigerant circuit R to the air conditioning controller 45 via the vehicle communication bus 65. The air volume ratio SW by the air mix damper 28 described above is calculated by the air conditioning controller 45 in the range of 0≦SW≦1. Then, when SW=1, all of the air that has passed through the heat absorber 9 is ventilated by the radiator 4 and the auxiliary heater 23 by the air mix damper 28.

Next, the operation of the vehicle air conditioner 1 of the embodiment having the above configuration will be described. In this embodiment, the control device 11 (air conditioning controller 45, heat pump controller 32) controls the heating mode, the dehumidifying heating mode, the dehumidifying cooling mode, the cooling mode, and the air conditioning operation of the air conditioning (priority)+battery cooling mode and the battery cooling. Each battery cooling operation of (priority)+air conditioning mode and battery cooling (single) mode and defrosting mode are switched and executed. These are shown in FIG.

Among these, in each of the air conditioning operations of the heating mode, the dehumidification heating mode, the dehumidification cooling mode, the cooling mode, and the air conditioning (priority)+battery cooling mode, the battery 55 is not charged in the embodiment, and the ignition of the vehicle is performed. This is executed when (IGN) is turned on and the air conditioning switch of the air conditioning operation unit 53 is turned on. However, it is executed even when the ignition is OFF during remote operation (pre-air conditioning, etc.). Even when the battery 55 is being charged, there is no battery cooling request, and the process is executed when the air conditioning switch is ON. On the other hand, each battery cooling operation in the battery cooling (priority)+air conditioning mode and the battery cooling (single) mode is executed, for example, when the plug of the quick charger (external power source) is connected and the battery 55 is being charged. It is something. However, the battery cooling (single) mode is executed when the air conditioning switch is OFF and there is a battery cooling request (during traveling at a high outside air temperature, etc.) other than during charging of the battery 55.

In the embodiment, the heat pump controller 32 operates the circulation pump 62 of the device temperature adjusting device 61 when the ignition is turned on, or when the battery 55 is being charged even when the ignition is turned off. It is assumed that the heat medium is circulated in the heat medium pipe 66 as indicated by broken lines in FIGS. Further, although not shown in FIG. 3, the heat pump controller 32 of the embodiment also executes a battery heating mode for heating the battery 55 by causing the heat medium heating heater 63 of the device temperature adjusting device 61 to generate heat.

(1) Heating Mode First, the heating mode will be described with reference to FIG. The control of each device is executed by the cooperation of the heat pump controller 32 and the air conditioning controller 45, but in the following description, the heat pump controller 32 will be the control main body and will be briefly described. FIG. 4 shows how the refrigerant flows in the refrigerant circuit R in the heating mode (solid arrow). When the heating mode is selected by the heat pump controller 32 (auto mode) or the manual air conditioning setting operation (manual mode) to the air conditioning operation unit 53 of the air conditioning controller 45, the heat pump controller 32 opens the solenoid valve 21 and the solenoid valve 17 , The solenoid valve 20, the solenoid valve 22, the solenoid valve 35, and the solenoid valve 69 are closed. Then, the compressor 2 and the

blowers

15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor blower 27 to the radiator 4 and the auxiliary heater 23.

With this, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow passage 3 is ventilated through the radiator 4, the air in the air flow passage 3 is heated by exchanging heat with the high temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by being deprived of heat by the air and condensed and liquefied.

The liquefied refrigerant in the radiator 4 exits the radiator 4 and then reaches the outdoor expansion valve 6 via the

refrigerant pipes

13E and 13J. The refrigerant flowing into the outdoor expansion valve 6 is decompressed there, and then flows into the outdoor heat exchanger 7. The refrigerant that has flowed into the outdoor heat exchanger 7 evaporates and pumps up heat from the outside air ventilated by traveling or by the outdoor blower 15 (heat absorption). That is, the refrigerant circuit R serves as a heat pump. Then, the low-temperature refrigerant that has exited the outdoor heat exchanger 7 reaches the refrigerant pipe 13C via the

refrigerant pipes

13A and 13D, the solenoid valve 21, and further enters the accumulator 12 via this refrigerant pipe 13C, where it is gas-liquid separated. After that, the circulation in which the gas refrigerant is sucked into the compressor 2 from the refrigerant pipe 13K is repeated. The air heated by the radiator 4 is blown out from the air outlet 29, so that the interior of the vehicle is heated.

The heat pump controller 32 calculates a target heater temperature TCO (of the radiator 4) calculated from a target outlet temperature TAO, which will be described later, which is a target temperature of the air blown into the vehicle interior (a target value of the temperature of the air blown into the vehicle interior). The target radiator pressure PCO is calculated from the target temperature), and the rotational speed of the compressor 2 is based on the target radiator pressure PCO and the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47. And controlling the valve opening degree of the outdoor expansion valve 6 based on the refrigerant outlet temperature Tci of the radiator 4 detected by the radiator outlet temperature sensor 44 and the radiator pressure Pci detected by the radiator pressure sensor 47, The degree of supercooling of the refrigerant at the outlet of the radiator 4 is controlled.

Further, when the heating capacity (heating capacity) of the radiator 4 is insufficient with respect to the required heating capacity, the heat pump controller 32 supplements this shortage with the heat generated by the auxiliary heater 23. As a result, the vehicle interior is heated without any trouble even when the outside temperature is low.

(2) Dehumidification Heating Mode Next, the dehumidification heating mode will be described with reference to FIG. FIG. 5 shows how the refrigerant flows in the refrigerant circuit R in the dehumidifying and heating mode (solid arrow). In the dehumidifying and heating mode, the heat pump controller 32 opens the solenoid valve 21, the solenoid valve 22, and the solenoid valve 35, and closes the solenoid valve 17, the solenoid valve 20, and the solenoid valve 69. Then, the compressor 2 and the

blowers

After the refrigerant liquefied in the radiator 4 exits the radiator 4, a part of it enters the refrigerant pipe 13J through the refrigerant pipe 13E and reaches the outdoor expansion valve 6. The refrigerant flowing into the outdoor expansion valve 6 is decompressed there, and then flows into the outdoor heat exchanger 7. The refrigerant that has flowed into the outdoor heat exchanger 7 evaporates and pumps up heat from the outside air ventilated by traveling or by the outdoor blower 15 (heat absorption). Then, the low-temperature refrigerant leaving the outdoor heat exchanger 7 reaches the refrigerant pipe 13C via the

refrigerant pipes

13A and 13D and the solenoid valve 21, enters the accumulator 12 via the refrigerant pipe 13C, and is separated into gas and liquid there. After that, the circulation in which the gas refrigerant is sucked into the compressor 2 from the refrigerant pipe 13K is repeated.

On the other hand, the rest of the condensed refrigerant flowing through the radiator pipe 13E via the radiator 4 is diverted, and the diverted refrigerant flows into the refrigerant pipe 13F via the solenoid valve 22 and reaches the refrigerant pipe 13B. Next, the refrigerant reaches the indoor expansion valve 8, is decompressed by the indoor expansion valve 8, then flows into the heat absorber 9 via the electromagnetic valve 35, and is evaporated. At this time, the water in the air blown out from the indoor blower 27 is condensed and adheres to the heat absorber 9 due to the heat absorbing action of the refrigerant generated in the heat absorber 9, so that the air is cooled and dehumidified.

The refrigerant evaporated in the heat absorber 9 flows out into the refrigerant pipe 13C, joins the refrigerant from the refrigerant pipe 13D (refrigerant from the outdoor heat exchanger 7), and then is sucked into the compressor 2 from the refrigerant pipe 13K via the accumulator 12. Repeat the cycle. The air dehumidified by the heat absorber 9 is reheated in the process of passing through the radiator 4 and the auxiliary heater 23 (when heat is generated), so that dehumidification and heating of the vehicle interior is performed.

In the embodiment, the heat pump controller 32 rotates the compressor 2 based on the target radiator pressure PCO calculated from the target heater temperature TCO and the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47. Or the rotation speed of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO which is its target value. .. At this time, the heat pump controller 32 selects the lower one of the compressor target rotation speeds (the lower one of TGNCh and TGNCc described later) obtained from either calculation depending on the radiator pressure Pci or the heat absorber temperature Te. To control the compressor 2. Further, the valve opening degree of the outdoor expansion valve 6 is controlled based on the heat absorber temperature Te.

Further, when the heating capacity (heating capacity) of the radiator 4 is insufficient with respect to the heating capacity required also in the dehumidifying and heating mode, the heat pump controller 32 supplements the shortage with the heat generated by the auxiliary heater 23. .. As a result, the vehicle interior is dehumidified and heated even when the outside temperature is low.

(3) Dehumidifying and Cooling Mode Next, the dehumidifying and cooling mode will be described with reference to FIG. FIG. 6 shows how the refrigerant flows in the refrigerant circuit R in the dehumidifying and cooling mode (solid arrow). In the dehumidifying and cooling mode, the heat pump controller 32 opens the solenoid valve 17 and the solenoid valve 35, and closes the solenoid valve 20, the solenoid valve 21, the solenoid valve 22, and the solenoid valve 69. Then, the compressor 2 and the

blowers

With this, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow passage 3 is ventilated through the radiator 4, the air in the air flow passage 3 is heated by exchanging heat with the high temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by being deprived of heat by the air, and is condensed and liquefied.

The refrigerant exiting the radiator 4 reaches the outdoor expansion valve 6 through the

refrigerant pipes

13E and 13J, and then passes through the outdoor expansion valve 6 controlled to open more (a region of a larger valve opening) than the heating mode or the dehumidifying and heating mode. It flows into the outdoor heat exchanger 7. The refrigerant that has flowed into the outdoor heat exchanger 7 is condensed by being cooled there by traveling or by the outside air ventilated by the outdoor blower 15. The refrigerant discharged from the outdoor heat exchanger 7 enters the refrigerant pipe 13B via the refrigerant pipe 13A, the solenoid valve 17, the receiver dryer unit 14, and the supercooling unit 16, and reaches the indoor expansion valve 8 via the check valve 18. The refrigerant is decompressed by the indoor expansion valve 8, then flows into the heat absorber 9 through the electromagnetic valve 35, and evaporates. Due to the heat absorbing action at this time, moisture in the air blown out from the indoor blower 27 is condensed and attached to the heat absorber 9, and the air is cooled and dehumidified.

The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 via the refrigerant pipe 13C, and is repeatedly sucked into the compressor 2 from the refrigerant pipe 13K via the refrigerant pipe 13K. The air cooled and dehumidified by the heat absorber 9 is reheated (has a lower heating capacity than that during dehumidification heating) in the process of passing through the radiator 4 and the auxiliary heater 23 (when heat is generated). As a result, dehumidification and cooling of the vehicle interior are performed.

The heat pump controller 32 absorbs heat based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO which is the target temperature of the heat absorber 9 (target value of the heat absorber temperature Te). The rotation speed of the compressor 2 is controlled so that the device temperature Te becomes the target heat absorber temperature TEO, and the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47 and the target radiator pressure PCO. Based on (the target value of the radiator pressure Pci), the valve opening of the outdoor expansion valve 6 is controlled so that the radiator pressure Pci becomes the target radiator pressure PCO. Amount).

Further, when the heating capacity (reheating capacity) by the radiator 4 is insufficient with respect to the heating capacity required also in the dehumidifying and cooling mode, the heat pump controller 32 supplements the shortage with the heat generated by the auxiliary heater 23. To do. As a result, dehumidifying and cooling are performed without lowering the temperature inside the vehicle compartment too much.

(4) Cooling mode (first operation mode, air conditioning (single) mode)
Next, the cooling mode will be described with reference to FIG. FIG. 7 shows how the refrigerant flows in the refrigerant circuit R in the cooling mode (solid arrow). In the cooling mode, the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20, and the solenoid valve 35, and closes the solenoid valve 21, the solenoid valve 22, and the solenoid valve 69. Then, the compressor 2 and the

blowers

15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor blower 27 to the radiator 4 and the auxiliary heater 23. The auxiliary heater 23 is not energized.

With this, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Although the air in the air flow passage 3 is ventilated through the radiator 4, since the proportion thereof is small (because of only reheating (reheating) during cooling), it almost passes through the radiator 4, The discharged refrigerant reaches the refrigerant pipe 13J via the refrigerant pipe 13E. At this time, since the electromagnetic valve 20 is open, the refrigerant passes through the electromagnetic valve 20 and flows into the outdoor heat exchanger 7 as it is, and is cooled there by traveling or by the outside air ventilated by the outdoor blower 15 to be condensed and liquefied. To do.

The refrigerant discharged from the outdoor heat exchanger 7 enters the refrigerant pipe 13B via the refrigerant pipe 13A, the solenoid valve 17, the receiver dryer unit 14, and the supercooling unit 16, and reaches the indoor expansion valve 8 via the check valve 18. The refrigerant is decompressed by the indoor expansion valve 8, then flows into the heat absorber 9 through the electromagnetic valve 35, and evaporates. Due to the heat absorbing action at this time, the air blown out from the indoor blower 27 and exchanging heat with the heat absorber 9 is cooled.

The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 via the refrigerant pipe 13C, and then is sucked into the compressor 2 via the refrigerant pipe 13K. The air cooled by the heat absorber 9 is blown into the vehicle interior from the air outlet 29, so that the vehicle interior is cooled. In this cooling mode, the heat pump controller 32 controls the rotation speed of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48.

(5) Air conditioning (priority) + battery cooling mode (second operation mode, air conditioning (priority) + temperature control target cooling mode)
Next, the air conditioning (priority)+battery cooling mode will be described with reference to FIG. FIG. 8 shows how the refrigerant flows in the refrigerant circuit R (solid arrow) in the air conditioning (priority)+battery cooling mode. In the air conditioning (priority)+battery cooling mode, the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20, the solenoid valve 35, and the solenoid valve 69, and closes the

solenoid valves

21 and 22.

Then, the compressor 2 and the

blowers

15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor blower 27 to the radiator 4 and the auxiliary heater 23. In this operation mode, the auxiliary heater 23 is not energized. Further, the heat medium heater 63 is not energized.

The refrigerant exiting the outdoor heat exchanger 7 enters the refrigerant pipe 13B through the refrigerant pipe 13A, the solenoid valve 17, the receiver dryer unit 14, and the supercooling unit 16. The refrigerant flowing into the refrigerant pipe 13B is branched after passing through the check valve 18, and one of the refrigerant flows through the refrigerant pipe 13B as it is to reach the indoor expansion valve 8. The refrigerant flowing into the indoor expansion valve 8 is decompressed there, then flows into the heat absorber 9 through the electromagnetic valve 35, and is evaporated. Due to the heat absorbing action at this time, the air blown out from the indoor blower 27 and exchanging heat with the heat absorber 9 is cooled.

The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 via the refrigerant pipe 13C, and then is sucked into the compressor 2 via the refrigerant pipe 13K. The air cooled by the heat absorber 9 is blown into the vehicle interior from the air outlet 29, so that the vehicle interior is cooled.

On the other hand, the rest of the refrigerant that has passed through the check valve 18 is split, flows into the branch pipe 67, and reaches the auxiliary expansion valve 68. Here, the refrigerant is decompressed, then flows into the refrigerant channel 64B of the refrigerant-heat medium heat exchanger 64 via the electromagnetic valve 69, and evaporates there. At this time, it exerts an endothermic effect. The refrigerant evaporated in the refrigerant passage 64B repeats the circulation in which the refrigerant is sucked into the compressor 2 from the refrigerant pipe 13K through the refrigerant pipe 71, the refrigerant pipe 13C and the accumulator 12 in sequence (shown by a solid arrow in FIG. 8).

On the other hand, since the circulation pump 62 is operating, the heat medium discharged from the circulation pump 62 reaches the heat medium flow passage 64A of the refrigerant-heat medium heat exchanger 64 in the heat medium pipe 66, and the refrigerant flow passage there. The heat medium is cooled by exchanging heat with the refrigerant that evaporates in 64B and absorbing heat. The heat medium exiting the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 reaches the heat medium heater 63. However, since the heat medium heating heater 63 does not generate heat in this operation mode, the heat medium passes through as it is to the battery 55 and exchanges heat with the battery 55. As a result, the battery 55 is cooled, and the heat medium after cooling the battery 55 is repeatedly sucked into the circulation pump 62 and repeatedly circulated (indicated by a dashed arrow in FIG. 8 ).

In this air conditioning (priority)+battery cooling mode, the heat pump controller 32 maintains the electromagnetic valve 35 in the open state, and will be described later based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48. The rotation speed of the compressor 2 is controlled as described above. In the embodiment, the solenoid valve 69 is controlled to open and close as follows based on the temperature of the heat medium detected by the heat medium temperature sensor 76 (heat medium temperature Tw: transmitted from the battery controller 73). The heat medium temperature Tw is used as an index indicating the temperature of the battery 55 to be temperature-controlled in the embodiment (hereinafter the same).

That is, the heat pump controller 32 sets an upper limit value TUL and a lower limit value TLL with a predetermined temperature difference above and below a predetermined target heat medium temperature TWO as a target value of the heat medium temperature Tw. Then, when the heat medium temperature Tw increases due to heat generation of the battery 55 or the like from the state where the solenoid valve 69 is closed and rises to the upper limit value TUL (when it exceeds the upper limit value TUL or becomes equal to or more than the upper limit value TUL). In the following case, the same), the solenoid valve 69 is opened. As a result, the refrigerant flows into the refrigerant channel 64B of the refrigerant-heat medium heat exchanger 64, evaporates, and cools the heat medium flowing through the heat medium channel 64A. Therefore, the battery 55 is cooled by the cooled heat medium. To be done.

After that, when the heat medium temperature Tw drops to the lower limit value TLL (when it falls below the lower limit value TLL or becomes equal to or lower than the lower limit value TLL. The same applies hereinafter), the solenoid valve 69 is closed. After that, the solenoid valve 69 is repeatedly opened and closed as described above to control the heat medium temperature Tw to the target heat medium temperature TWO while giving priority to the cooling in the vehicle compartment, to cool the battery 55.

(6) Switching of air conditioning operation The heat pump controller 32 calculates the above-mentioned target outlet temperature TAO from the following formula (I). The target outlet temperature TAO is a target value of the temperature of the air blown into the vehicle compartment from the outlet 29.
TAO=(Tset-Tin)×K+Tbal(f(Tset, SUN, Tam))
..(I)
Here, Tset is the set temperature of the vehicle interior set by the air conditioning operation unit 53, Tin is the temperature of the vehicle interior air detected by the inside air temperature sensor 37, K is a coefficient, Tbal is the set temperature Tset, and the solar radiation sensor 51 detects the temperature. It is a balance value calculated from the amount of solar radiation SUN and the outside air temperature Tam detected by the outside air temperature sensor 33. Then, in general, the target outlet temperature TAO is higher as the outside air temperature Tam is lower, and is decreased as the outside air temperature Tam is increased.

Then, the heat pump controller 32 selects any one of the above air conditioning operations based on the outside air temperature Tam detected by the outside air temperature sensor 33 and the target outlet temperature TAO at the time of startup. In addition, after the start, in response to operating conditions such as the outside air temperature Tam, the target outlet temperature TAO, the heat medium temperature Tw and the battery temperature Tcell, environmental conditions, changes in setting conditions, and a battery cooling request (mode transition request) from the battery controller 73. The air conditioning operation is selected and switched.

(7) Battery cooling (priority) + air conditioning mode (second operation mode, temperature-controlled cooling (priority) + air conditioning mode)
Next, the operation during charging of the battery 55 will be described. For example, when the plug for charging a quick charger (external power source) is connected and the battery 55 is being charged (these information is transmitted from the battery controller 73), the ignition (IGN) of the vehicle is turned on/off. Regardless of the above, when there is a battery cooling request and the air conditioning switch of the air conditioning operation unit 53 is turned on, the heat pump controller 32 executes battery cooling (priority)+air conditioning mode. The way the refrigerant flows in the refrigerant circuit R in the battery cooling (priority)+air conditioning mode is the same as in the air conditioning (priority)+battery cooling mode shown in FIG.

However, in the case of this battery cooling (priority)+air conditioning mode, in the embodiment, the heat pump controller 32 maintains the electromagnetic valve 69 in an open state, and the heat detected by the heat medium temperature sensor 76 (transmitted from the battery controller 73) is detected. The rotation speed of the compressor 2 is controlled based on the medium temperature Tw as described later. In the embodiment, the solenoid valve 35 is controlled to open and close as follows based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48.

That is, the heat pump controller 32 sets an upper limit value TeUL and a lower limit value TeLL with a predetermined temperature difference above and below a predetermined target heat sink temperature TEO as a target value of the heat sink temperature Te. When the heat absorber temperature Te rises from the state where the solenoid valve 35 is closed and rises to the upper limit value TeUL (when it exceeds the upper limit value TeUL or becomes equal to or higher than the upper limit value TeUL. The same applies hereinafter). , The solenoid valve 35 is opened. As a result, the refrigerant flows into the heat absorber 9 and evaporates, and cools the air flowing through the air flow passage 3.

After that, when the heat absorber temperature Te drops to the lower limit value TeLL (when it falls below the lower limit value TeLL or when it falls below TeLL. The same applies hereinafter), the solenoid valve 35 is closed. Thereafter, such opening/closing of the solenoid valve 35 is repeated to control the heat absorber temperature Te to the target heat absorber temperature TEO while prioritizing the cooling of the battery 55 to cool the vehicle interior.

(8) Battery cooling (single) mode (first operating mode, temperature controlled cooling (single) mode)
Next, regardless of whether the ignition is ON or OFF, with the air conditioning switch of the air conditioning operating unit 53 turned OFF, the charging plug of the quick charger is connected, and the battery 55 is charged when the battery 55 is being charged. If there is, the heat pump controller 32 executes the battery cooling (single) mode. However, it is executed when the air conditioning switch is OFF and there is a battery cooling request (during traveling at a high outside air temperature) other than during charging of the battery 55. FIG. 9 shows how the refrigerant flows in the refrigerant circuit R (solid arrow) in the battery cooling (single) mode. In the battery cooling (single) mode, the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20, and the solenoid valve 69, and closes the solenoid valve 21, the solenoid valve 22, and the solenoid valve 35.

Then, the compressor 2 and the outdoor blower 15 are operated. The indoor blower 27 is not operated and the auxiliary heater 23 is not energized. Further, the heat medium heater 63 is not energized in this operation mode.

With this, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow passage 3 is not ventilated to the radiator 4, it passes only here, and the refrigerant exiting the radiator 4 reaches the refrigerant pipe 13J via the refrigerant pipe 13E. At this time, since the electromagnetic valve 20 is open, the refrigerant passes through the electromagnetic valve 20 and flows into the outdoor heat exchanger 7 as it is, where it is air-cooled by the outside air ventilated by the outdoor blower 15 to be condensed and liquefied.

The refrigerant exiting the outdoor heat exchanger 7 enters the refrigerant pipe 13B through the refrigerant pipe 13A, the solenoid valve 17, the receiver dryer unit 14, and the supercooling unit 16. After passing through the check valve 18, all of the refrigerant flowing into the refrigerant pipe 13B flows into the branch pipe 67 and reaches the auxiliary expansion valve 68. Here, the refrigerant is decompressed, then flows into the refrigerant channel 64B of the refrigerant-heat medium heat exchanger 64 via the electromagnetic valve 69, and evaporates there. At this time, it exerts an endothermic effect. The refrigerant evaporated in the refrigerant flow path 64B repeatedly passes through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12 and is repeatedly sucked into the compressor 2 from the refrigerant pipe 13K (represented by a solid arrow in FIG. 9).

On the other hand, since the circulation pump 62 is operating, the heat medium discharged from the circulation pump 62 reaches the heat medium flow passage 64A of the refrigerant-heat medium heat exchanger 64 in the heat medium pipe 66, and the refrigerant flow passage there. The heat medium is cooled by being absorbed by the refrigerant evaporated in 64B. The heat medium exiting the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 reaches the heat medium heater 63. However, since the heat medium heating heater 63 does not generate heat in this operation mode, the heat medium passes through as it is to the battery 55 and exchanges heat with the battery 55. As a result, the battery 55 is cooled, and the heat medium after cooling the battery 55 is repeatedly sucked into the circulation pump 62 and repeatedly circulated (indicated by a dashed arrow in FIG. 9 ).

Also in this battery cooling (single) mode, the heat pump controller 32 cools the battery 55 by controlling the number of revolutions of the compressor 2 based on the heat medium temperature Tw detected by the heat medium temperature sensor 76 as described later.

(9) Defrost Mode Next, the defrost mode of the outdoor heat exchanger 7 will be described with reference to FIG. 10. FIG. 10 shows how the refrigerant flows in the refrigerant circuit R in the defrosting mode (solid arrow). As described above, in the heating mode, the refrigerant evaporates in the outdoor heat exchanger 7 and absorbs heat from the outside air to reach a low temperature, so that the moisture in the outside air adheres to the outdoor heat exchanger 7 as frost.

Therefore, the heat pump controller 32 detects the outdoor heat exchanger temperature TXO detected by the outdoor heat exchanger temperature sensor 49 (refrigerant evaporation temperature in the outdoor heat exchanger 7) and the refrigerant evaporation temperature TXObase when the outdoor heat exchanger 7 is not frosted. And the difference ΔTXO (=TXObase−TXO) is calculated, and the condition that the outdoor heat exchanger temperature TXO is lower than the refrigerant evaporation temperature TXObase in the non-frosting state and the difference ΔTXO is expanded to a predetermined value or more is predetermined. When the time has continued, it is determined that the outdoor heat exchanger 7 is frosted, and a predetermined frosting flag is set.

When the frosting flag is set, the air conditioning switch of the air conditioning operation unit 53 is turned off, the charging plug is connected to the quick charger, and the battery 55 is charged. The defrosting mode of the outdoor heat exchanger 7 is executed as follows.

In this defrosting mode, the heat pump controller 32 sets the refrigerant circuit R to the heating mode described above, and then fully opens the valve opening degree of the outdoor expansion valve 6. Then, the compressor 2 is operated, the high-temperature refrigerant discharged from the compressor 2 is caused to flow into the outdoor heat exchanger 7 through the radiator 4 and the outdoor expansion valve 6, and the frost formation on the outdoor heat exchanger 7 is prevented. Thaw (Figure 10). Then, the heat pump controller 32 defrosts the outdoor heat exchanger 7 when the outdoor heat exchanger temperature TXO detected by the outdoor heat exchanger temperature sensor 49 becomes higher than a predetermined defrosting end temperature (for example, +3° C.). Is completed and the defrosting mode is terminated.

(10) Battery Heating Mode Further, the heat pump controller 32 executes the battery heating mode when the air conditioning operation is executed or when the battery 55 is charged. In this battery heating mode, the heat pump controller 32 operates the circulation pump 62 to energize the heat medium heating heater 63. The solenoid valve 69 is closed.

As a result, the heat medium discharged from the circulation pump 62 reaches the heat medium flow passage 64A of the refrigerant-heat medium heat exchanger 64 through the heat medium pipe 66, and passes therethrough to reach the heat medium heater 63. At this time, since the heat medium heating heater 63 is generating heat, the heat medium is heated by the heat medium heating heater 63 to increase its temperature, and then reaches the battery 55 to exchange heat with the battery 55. As a result, the battery 55 is heated, and the heat medium after heating the battery 55 is repeatedly circulated by being sucked into the circulation pump 62.

In the battery heating mode, the heat pump controller 32 controls the energization of the heat medium heating heater 63 based on the heat medium temperature Tw detected by the heat medium temperature sensor 76 to set the heat medium temperature Tw to the predetermined target heat medium temperature. Adjust to TWO and heat battery 55.

(11) Control of the compressor 2 by the heat pump controller 32 Further, the heat pump controller 32 in the heating mode is based on the radiator pressure Pci and the target rotation speed of the compressor 2 (compressor target rotation speed) according to the control block diagram of FIG. 11. TGNCh is calculated, and in the dehumidifying cooling mode, the cooling mode, and the air conditioning (priority)+battery cooling mode, based on the heat absorber temperature Te, the target rotation speed of the compressor 2 (compressor target rotation speed) according to the control block diagram of FIG. Calculate TGNCc. In the dehumidifying and heating mode, the lower direction of the compressor target rotation speed TGNCh and the compressor target rotation speed TGNc is selected. In the battery cooling (priority)+air conditioning mode and the battery cooling (single) mode, the target rotation speed of the compressor 2 (compressor target rotation speed) TGNCcb is calculated based on the heat medium temperature Tw by the control block diagram of FIG. To do.

(11-1) Calculation of Compressor Target Rotational Speed TGNCh Based on Radiator Pressure Pci First, the control of the compressor 2 based on the radiator pressure Pci will be described in detail with reference to FIG. FIG. 11 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCh of the compressor 2 based on the radiator pressure Pci. The F/F (feed forward) manipulated variable calculation unit 78 of the heat pump controller 32 uses the outside air temperature Tam obtained from the outside air temperature sensor 33, the blower voltage BLV of the indoor blower 27, and SW=(TAO-Te)/(Thp-Te ) The air flow rate SW obtained by the air mix damper 28, the target supercooling degree TGSC that is the target value of the supercooling degree SC of the refrigerant at the outlet of the radiator 4, and the target heater described above that is the target value of the heater temperature Thp. Based on the temperature TCO and the target radiator pressure PCO, which is the target value of the pressure of the radiator 4, the F/F operation amount TGNChff of the compressor target rotation speed is calculated.

The heater temperature Thp is an air temperature (estimated value) on the leeward side of the radiator 4, and the radiator pressure Pci detected by the radiator pressure sensor 47 and the refrigerant outlet of the radiator 4 detected by the radiator outlet temperature sensor 44. It is calculated (estimated) from the temperature Tci. The degree of supercooling SC is calculated from the refrigerant inlet temperature Tcxin and the refrigerant outlet temperature Tci of the radiator 4 detected by the radiator inlet temperature sensor 43 and the radiator outlet temperature sensor 44.

The target radiator pressure PCO is calculated by the target value calculator 79 based on the target supercooling degree TGSC and the target heater temperature TCO. Further, the F/B (feedback) manipulated variable calculation unit 81 calculates the F/B manipulated variable TGNChfb of the compressor target rotational speed by PID calculation or PI calculation based on the target radiator pressure PCO and the radiator pressure Pci. Then, the F/F operation amount TGNChff calculated by the F/F operation amount calculation unit 78 and the F/B operation amount TGNChfb calculated by the F/B operation amount calculation unit 81 are added by the adder 82 to obtain a limit setting unit as TGNCh00. It is input to 83.

In the limit setting unit 83, the lower limit speed ECNpdLimLo and the upper limit speed ECNpdLimHi for control are set to TGNCh0, and then the compressor OFF control unit 84 is used to determine the target compressor speed TGNCh. In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 by the compressor target rotation speed TGNCh calculated based on the radiator pressure Pci.

In addition, the compressor OFF control unit 84 sets the compressor target rotation speed TGNCh to the above-described lower limit rotation speed ECNpdLimLo, and the radiator pressure Pci is a predetermined upper limit value PUL and lower limit value PLL set above and below the target radiator pressure PCO. If the state of rising up to the upper limit value PUL (a state of exceeding the upper limit value PUL or a state of becoming equal to or more than the upper limit value PUL. The same applies hereinafter) continues for a predetermined time th1, the compressor 2 is stopped and compression is performed. It enters the ON-OFF mode that controls the ON-OFF of the machine 2.

In the ON-OFF mode of the compressor 2, when the radiator pressure Pci drops to the lower limit value PLL (when it falls below the lower limit value PLL or becomes lower than or equal to the lower limit value PLL. The same applies hereinafter), the compressor 2 is started to operate the compressor target rotation speed TGNCh as the lower limit rotation speed ECNpdLimLo, and when the radiator pressure Pci rises to the upper limit value PUL in that state, the compressor 2 is stopped again. That is, the operation (ON) and the stop (OFF) of the compressor 2 at the lower limit rotation speed ECNpdLimLo are repeated. When the radiator pressure Pci decreases to the lower limit value PUL and the compressor 2 is started, and the radiator pressure Pci does not become higher than the lower limit value PUL for a predetermined time th2, the compressor 2 is turned on and off. Is completed and the normal mode is restored.

(11-2) Calculation of Compressor Target Rotational Speed TGNCc Based on Heat Absorber Temperature Te Next, control of the compressor 2 based on the heat absorber temperature Te will be described in detail with reference to FIG. FIG. 12 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCc of the compressor 2 based on the heat absorber temperature Te. The F/F (feed forward) operation amount calculation unit 86 of the heat pump controller 32 determines the outside air temperature Tam, the air volume Ga of the air flowing through the air flow passage 3 (the blower voltage BLV of the indoor blower 27 may be used), and the target radiator. The pressure PCO, the battery temperature Tcell detected by the battery temperature sensor 77 (transmitted from the battery controller 73), the output Mpower of the traveling motor (transmitted from the vehicle controller 72), the vehicle speed VSP, and the heat generation of the battery 55. Based on the amount (transmitted from the battery controller 73) and the target heat absorber temperature TEO which is the target value of the heat absorber temperature Te, the F/F operation amount TGNccff of the compressor target rotation speed is calculated.

The F/B manipulated variable calculation unit 87 also calculates the F/B manipulated variable TGNCcfb of the compressor target rotation speed by PID calculation or PI calculation based on the target heat absorber temperature TEO and the heat absorber temperature Te. Then, the F/F operation amount TGNCcff calculated by the F/F operation amount calculation unit 86 and the F/B operation amount TGNCcfb calculated by the F/B operation amount calculation unit 87 are added by the adder 88 to obtain a limit setting unit as TGNCc00. It is input to 89.

In the limit setting unit 89, the lower limit rotational speed TGNCcLimLo and the upper limit rotational speed TGNCcLimHi in control are set to TGNCc0, and then the compressor OFF control unit 91 is used to determine the target compressor rotational speed TGNCc. In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 by the compressor target rotation speed TGNCc calculated based on the heat absorber temperature Te.

Note that the compressor OFF control unit 91 determines that the compressor target rotation speed TGNCc becomes the above-described lower limit rotation speed TGNCcLimLo, and the heat absorber temperature Te is set between the upper limit value TeUL and the lower limit value TeLL set above and below the target heat absorber temperature TEO. When the state in which the lower limit value TeLL of the above is decreased for a predetermined time tc1 is stopped, the compressor 2 is stopped and the ON-OFF mode in which the compressor 2 is ON-OFF controlled is entered.

In the ON-OFF mode of the compressor 2 in this case, when the heat absorber temperature Te rises to the upper limit TeUL, the compressor 2 is started and the compressor target rotation speed TGNCc is operated as the lower limit rotation speed TGNCcLimLo, and the state is maintained. When the heat absorber temperature Te has dropped to the lower limit TeLL, the compressor 2 is stopped again. That is, the operation (ON) and the stop (OFF) of the compressor 2 at the lower limit rotation speed TGNCcLimLo are repeated. Then, when the heat absorber temperature Te rises to the upper limit value TeUL and the compressor 2 is started, the state where the heat absorber temperature Te does not become lower than the upper limit value TeUL continues for a predetermined time tc2, and the compressor 2 in this case is turned on. -Ends the OFF mode and returns to the normal mode.

(11-3) Calculation of Compressor Target Rotational Speed TGNCcb Based on Heat Medium Temperature Tw Next, the control of the compressor 2 based on the heat medium temperature Tw will be described in detail with reference to FIG. FIG. 13 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCcb of the compressor 2 based on the heat medium temperature Tw. The F/F (feed forward) operation amount calculation unit 92 of the heat pump controller 32 uses the outside air temperature Tam, the target radiator pressure PCO, the target heat absorber temperature TEO, and the flow rate Gw (circulation of the heat medium in the device temperature adjusting device 61). (Calculated from output of pump 62), battery temperature Tcell, output Mpower of traveling motor (transmitted from vehicle controller 72), vehicle speed VSP, and heat generation amount of battery 55 (transmitted from battery controller 73). ) And the target heat medium temperature TWO which is the target value of the heat medium temperature Tw, the F/F manipulated variable TGNCcbff of the compressor target rotation speed is calculated.

The F/B manipulated variable calculation unit 93 also calculates the F/B manipulated variable TGNCcbfb of the compressor target rotation speed by PID calculation or PI calculation based on the target heat medium temperature TWO and the heat medium temperature Tw. Then, the F/F operation amount TGNCcbff calculated by the F/F operation amount calculation unit 92 and the F/B operation amount TGNCcbfb calculated by the F/B operation amount calculation unit 93 are added by the adder 94, and the limit setting unit is set as TGNCcb00. 96 is input.

In the limit setting unit 96, the lower limit speed TGNCcbLimLo for control and the upper limit speed TGNCcbLimHi are set to TGNCcb0, and then the compressor OFF control unit 97 determines the target compressor speed TGNCcb. In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 by the compressor target rotation speed TGNCcb calculated based on the heat medium temperature Tw.

The compressor OFF control unit 97 determines that the compressor target rotation speed TGNCcb becomes the above-described lower limit rotation speed TGNCcbLimLo, and the heat medium temperature Tw is set to an upper or lower limit of the target heat medium temperature TWO among the upper limit value TUL and the lower limit value TLL. When the lower limit value TLL has continued for a predetermined time tcb1, the compressor 2 is stopped and the ON-OFF mode for controlling the ON-OFF of the compressor 2 is entered.

In the ON-OFF mode of the compressor 2 in this case, when the heat medium temperature Tw rises to the upper limit value TUL, the compressor 2 is started to operate the compressor target rotation speed TGNCcb as the lower limit rotation speed TGNCcbLimLo, and the state When the heat medium temperature Tw falls to the lower limit value TLL, the compressor 2 is stopped again. That is, the operation (ON) and the stop (OFF) of the compressor 2 at the lower limit rotation speed TGNCcbLimLo are repeated. Then, after the heat medium temperature Tw rises to the upper limit value TUL and the compressor 2 is started, if the state in which the heat medium temperature Tw does not become lower than the upper limit value TUL continues for a predetermined time tcb2, the compressor 2 in this case is turned on. -Ends the OFF mode and returns to the normal mode.

(12) Compressor rotation speed increase control by the heat pump controller 32 (1)
Next, when shifting from the cooling mode (first operation mode) described above with reference to FIG. 14 to the air conditioning (priority)+battery cooling mode (second operation mode), and the battery cooling (single) mode ( An example of the compressor rotation speed increase control executed by the heat pump controller 32 when shifting from the first operation mode) to the battery cooling (priority)+air conditioning mode (second operation mode) will be described. Note that FIG. 14 collectively shows both of the above transitions.

Immediately after shifting from the cooling mode to the air conditioning (priority)+battery cooling mode, the number of heat exchange paths including them increases, so that the capacity (rotation speed) of the compressor 2 becomes insufficient and the compressor 2 is blown into the vehicle interior. The temperature of the air to be temporarily increased becomes uncomfortable for the user, and the cooling of the battery 55 is delayed.

Here, when the cooling medium mode is being executed, for example, when the heating medium temperature Tw detected by the heating medium temperature sensor 76 has risen to the above-described upper limit value TUL, or the battery temperature Tcell detected by the battery temperature sensor 77. Is increased to a predetermined upper limit value, the battery controller 73 outputs a battery cooling request to the heat pump controller 32 and the air conditioning controller 45. For example, when a battery cooling request is input to the heat pump controller 32 at time t1 in FIG. 14, this becomes a mode transition request, and the heat pump controller 32 starts the compressor rotation speed increase control in this case, and first, the target heat sink temperature TEO. Is decreased by a predetermined value TEO1.

As a result, the F/F operation amount TGNCcff of the compressor target rotation speed calculated by the F/F operation amount calculation unit 86 of FIG. 12 increases, so that the finally calculated compressor target rotation speed TGNCc is also normal. As the time value increases, the actual rotation speed of the compressor 2 also increases. Then, for example, when the compressor target rotation speed TGNCc increases to a predetermined value TGNCc1 at time t2 in FIG. 14 or when a predetermined time ts1 has elapsed from the time t1 the heat pump controller 32 opens the solenoid valve 69 and the operation mode. To the air conditioning (priority) + battery cooling mode.

By executing such compressor rotation speed increase control, shortage of the capacity (rotation speed) of the compressor 2 immediately after shifting from the cooling mode to the air conditioning (priority)+battery cooling mode is resolved, and the air conditioning in the vehicle interior is performed. It is possible to improve the compatibility of the cooling of the battery 55 and improve the reliability and the marketability. The control of the compressor 2 after the transition returns to the above-described air conditioning (priority)+rotational speed control in the battery cooling mode. Further, as described above, since the solenoid valve 69 and the auxiliary expansion valve 68 are configured by the expansion valve with the solenoid valve, the differential pressure when the solenoid valve 69 is opened while the rotation speed of the compressor 2 is increased is reduced. The noise is also suppressed.

Immediately after shifting from the battery cooling (single) mode to the battery cooling (priority)+air conditioning mode, the capacity of the compressor 2 becomes insufficient, so that the air conditioning of the vehicle interior is delayed and the cooling capacity of the battery 55 is reduced. Also temporarily drops.

Here, when the air conditioning switch of the air conditioning operation unit 53 is turned on while the battery cooling (single) mode is being executed, the air conditioning controller 45 outputs an air conditioning request to the heat pump controller 32. Similarly, when an air conditioning request is input to the heat pump controller 32 at time t1 in FIG. 14, this becomes a mode transition request, and the heat pump controller 32 starts the compressor rotation speed increase control in this case, and first sets the target heat medium temperature TWO to a predetermined value. Decrease the value TWO1.

As a result, the F/F operation amount TGNCcbff of the compressor target rotation speed calculated by the F/F operation amount calculation unit 92 of FIG. 13 increases, so that the finally calculated compressor target rotation speed TGNCcb is also normal. As the time value increases, the actual rotation speed of the compressor 2 also increases. Then, for example, when the compressor target rotation speed TGNCcb rises to a predetermined value TGNCcb1 at time t2 in FIG. 14, the heat pump controller 32 opens the electromagnetic valve 35 and shifts the operation mode to the battery cooling (priority)+air conditioning mode.

By executing the compressor rotation speed increase control as described above, the shortage of the capacity (rotation speed) of the compressor 2 immediately after shifting from the battery cooling (single) mode to the battery cooling (priority)+air conditioning mode is resolved, and the battery 55 It is possible to improve the compatibility between the cooling of the vehicle and the air conditioning of the vehicle compartment, and to improve the reliability and the marketability of the vehicle. The control of the compressor 2 after the transition is returned to the above-described battery cooling (priority)+rotation speed control in the air conditioning mode. Further, as described above, since the solenoid valve 35 and the indoor expansion valve 8 are constituted by the expansion valve with the solenoid valve, the differential pressure when the solenoid valve 35 is opened with the rotation speed of the compressor 2 increased is reduced. The noise is also suppressed.

In the embodiment, the heat pump controller 32 causes the refrigerant to evaporate in any one of the heat absorber 9 and the refrigerant-heat medium heat exchanger 64 in the cooling mode and the battery cooling (single) mode, and air conditioning (priority). In + battery cooling mode and battery cooling (priority) + air conditioning mode, the refrigerant is evaporated by the heat absorber 9 and the refrigerant-heat medium heat exchanger 64. Therefore, in the cooling mode and the battery cooling (single) mode, the vehicle is cooled. In the air conditioning (priority)+battery cooling mode and in the battery cooling (priority)+air conditioning mode, the interior of the vehicle is cooled and the battery 55 is cooled.

In the embodiment, the number of revolutions of the compressor is changed when the cooling mode is changed to the air conditioning (priority)+the temperature-controlled cooling mode and when the battery cooling (single) mode is changed to the battery cooling (priority)+the air conditioning mode. Since the rise control is executed, the temperature of the air blown into the passenger compartment immediately after the mode is changed from the cooling mode to the air conditioning (priority)+battery cooling mode is raised, and the user feels uncomfortable. Immediately after shifting from the battery cooling (single) mode to the battery cooling (priority)+air conditioning mode, the inconvenience that the cooling performance of the battery 55 deteriorates is avoided in advance, and the compatibility of the air conditioning in the vehicle interior and the cooling of the battery 55 is improved. Will be able to.

In this case, in the embodiment, an electromagnetic valve 35 that controls the flow of the refrigerant to the heat absorber 9 and an electromagnetic valve 69 that controls the flow of the refrigerant to the refrigerant-heat medium heat exchanger 64 are provided, and the heat pump controller 32 cools the air. In the mode and the battery cooling (single) mode, one of the solenoid valve 35 and the solenoid valve 69 is opened and the other is closed, and in the air conditioning (priority)+battery cooling mode and the battery cooling (priority)+air conditioning mode. Since the solenoid valve 35 and the solenoid valve 69 are opened, the respective operation modes can be smoothly executed.

Further, in the embodiment, the electromagnetic valve 35 is opened to control the rotation speed of the compressor 2 by the heat absorber temperature Te, and the electromagnetic valve 69 is closed in the cooling mode, and the electromagnetic valve 69 is opened to set the heat medium temperature Tw of the compressor 2. Since the rotation speed is controlled and the battery cooling (single) mode in which the electromagnetic valve 35 is closed is executed, it is possible to smoothly cool the vehicle interior and cool the battery 55.

Further, in the embodiment, the solenoid valve 35 is opened, the rotation speed of the compressor 2 is controlled by the heat absorber temperature Te, and the solenoid valve 69 is opened/closed by the heat medium temperature Tw. 69 is opened, the rotation speed of the compressor 2 is controlled by the heat medium temperature Tw, and the battery cooling (priority)+air-conditioning mode in which the electromagnetic valve 35 is controlled to be opened/closed by the heat absorber temperature Te is executed. While the battery 55 is being cooled while performing the cooling of the vehicle, it is possible to switch between prioritizing the cooling of the vehicle interior and the cooling of the battery 55 depending on the situation. Cooling can be realized.

Further, as in this embodiment, the compressor target rotation speed is controlled to lower the target heat absorber temperature TEO and the target heat medium temperature TWO which are input to the F/F operation

amount calculation units

86 and 92, whereby the compressor target rotation speed is reduced. By increasing the numbers TGNCc and TGNCcb, it becomes possible to accurately increase the rotation speed of the compressor 2 by the compressor rotation speed increase control in the cooling mode or the battery cooling (single) mode.

Further, in the cooling mode or the battery cooling (single) mode as in the embodiment, when a battery cooling request or an air conditioning request (both mode transition request) is input, the heat pump controller 32 controls the compressor rotation speed to control the compressor. After increasing the number of revolutions of 2, if the mode is changed to air conditioning (priority)+battery cooling mode or battery cooling (priority)+air conditioning mode, air conditioning (priority)+battery cooling mode or battery cooling (priority) It becomes possible to reliably increase the rotation speed of the compressor 2 before shifting to the + air conditioning mode.

(13) Compressor rotation speed increase control by the heat pump controller 32 (Part 2)
Next, when shifting from the above-described cooling mode (first operation mode) to air conditioning (priority)+battery cooling mode (second operation mode), other than the compressor rotation speed increase control executed by the heat pump controller 32. An example will be described. When the output Mpower of the traveling motor becomes high in the cooling mode, the temperature of the battery 55 rises. Therefore, it is expected that a battery cooling request is issued thereafter and the mode shifts to the air conditioning (priority)+battery cooling mode. It

Therefore, when the output Mpower of the traveling motor becomes equal to or higher than a predetermined threshold value Mpower1, the heat pump controller 32 executes the above-described compressor rotation speed increase control (lowers the target heat absorber temperature TEO). As a result, it is possible to increase the rotational speed of the compressor 2 before shifting to the air conditioning (priority)+battery cooling mode, and improve the compatibility of the air conditioning in the vehicle compartment immediately after shifting and the cooling of the battery 55. Become. In this case, in particular, since the rotation speed of the compressor 2 can be increased before the battery cooling request is input, it is possible to quickly shift to the air conditioning (priority)+battery cooling mode.

(14) Compressor rotation speed increase control by the heat pump controller 32 (Part 3)
Next, the compressor executed by the heat pump controller 32 when shifting from the cooling mode (first operation mode) described above with reference to FIG. 15 to the air conditioning (priority)+battery cooling mode (second operation mode). Another embodiment of the rotation speed increase control will be described.

In the cooling mode, even when the output Mpower of the traveling motor is rapidly increasing, the battery temperature Tcell is rapidly increasing, or the heat generation amount of the battery 55 is rapidly increasing, It is expected to shift to air conditioning (priority) + battery cooling mode. The heat pump controller 32, for example, at time t3 in FIG. 15, when the slope of the increase in the output Mpower of the traveling motor is equal to or larger than a predetermined threshold value X1, or when the slope indicated by the battery temperature Tcell is equal to or larger than a predetermined threshold value X2. When the heat generation amount of the battery 55 becomes equal to or higher than the predetermined threshold value X3, the heat pump controller 32 starts the compressor rotation speed increase control in this case, and first sets the target heat absorber temperature TEO to the predetermined value TEO1. Only lower. Each of the threshold values X1 to X3 is a value obtained by an experiment in advance.

As a result, the target compressor speed TGNCc increases as before, so the actual speed of the compressor 2 (actual speed) also increases. The heat pump controller 32 increases the compressor target rotation speed TGNCc to a predetermined value TGNCc1. After that, when the battery cooling request is input at time t4, the heat pump controller 32 shifts to the air conditioning (priority)+battery cooling mode, and in this case, performs the operation mode switching process until time t5. Then, the solenoid valve 69 is opened during the operation mode switching process.

By such compressor rotation speed increase control, shortage of the capacity (rotation speed) of the compressor 2 immediately after shifting from the cooling mode to the air conditioning (priority)+battery cooling mode is resolved, and air conditioning in the vehicle compartment and cooling of the battery 55 are performed. It will be possible to improve the compatibility of the above and improve the reliability and the marketability. Especially, in this case as well, since the rotation speed of the compressor 2 can be increased before the battery cooling request is input, it is possible to quickly shift to the air conditioning (priority)+battery cooling mode. The control of the compressor 2 after the transition returns to the above-described air conditioning (priority)+rotational speed control in the battery cooling mode.

(15) Compressor rotation speed increase control by heat pump controller 32 (Part 4)
Further, when the cooling mode is being executed, for example, even when high-speed traveling on a highway is continued, the temperature of the battery 55 may rise and the mode may shift to the air conditioning (priority)+battery cooling mode. is expected. Therefore, when the heat pump controller 32 indicates that the navigation information obtained from the GPS navigation device 74 in the cooling mode indicates, for example, that the vehicle is traveling on a highway in the future, and the temperature of the battery 55 is predicted to rise, the heat pump controller 32 described above is used. The rotation speed increase control (lowering the target heat absorber temperature TEO) is executed.

As a result, the rotational speed of the compressor 2 can be increased before the battery cooling request is input, so that it is possible to quickly shift to the air conditioning (priority)+battery cooling mode. ..

The heat pump controller 32 executes the compressor rotation speed increase control of (13) to (15) instead of the compressor rotation speed increase control of (12) described above. ) The compressor rotation speed increase control in ()) is performed by any one of them, a combination thereof, or all of them.

(16) Suppressing control of vehicle interior excess cooling when executing compressor rotation speed increase control Here, when the rotation speed of the compressor 2 is increased in the cooling mode, before shifting to the air conditioning (priority)+battery cooling mode. 14, that is, the period from time t1 to t2 in FIG. 14 and the period from time t3 to t4 in FIG. 15, the temperature of the air blown into the vehicle interior decreases.

Therefore, the heat pump controller 32 suppresses the operation of the indoor blower 27 when executing the compressor rotation speed increase control when shifting from the cooling mode to the air conditioning (priority)+battery cooling mode. That is, by reducing the rotation speed of the indoor blower 27, it is possible to eliminate the disadvantage that the vehicle interior is excessively cooled.

(17) Control for suppressing decrease in blow-out temperature when performing compressor rotation speed increase control When the compressor rotation speed increase control is executed instead of or in addition to the above, the heat pump controller 32 causes the air mix damper to operate. 28 may be controlled to increase the proportion of air ventilated through the radiator 4. As a result, the temperature drop of the air supplied into the vehicle interior is suppressed, so that the inconvenience of excessive cooling of the vehicle interior can be eliminated.

Although the heat medium temperature Tw is adopted as the index indicating the temperature of the temperature-controlled object in the above-mentioned embodiment, the battery temperature Tcell may be adopted. Further, in the embodiment, the heat medium is circulated to control the temperature of the battery 55, but the present invention is not limited to this, and the refrigerant and the battery 55 (object to be temperature-controlled) may be directly heat-exchanged.

In the embodiment, the vehicle 55 is capable of cooling the battery 55 while cooling the inside of the vehicle in the air conditioning (priority)+battery cooling mode and the battery cooling (priority)+air conditioning mode for simultaneously cooling the vehicle interior and cooling the battery 55. Although the air conditioning apparatus 1 has been described, the cooling of the battery 55 is not limited to during cooling, but other air conditioning operation, for example, the above-described dehumidifying and heating mode and cooling of the battery 55 may be performed at the same time. In that case, the dehumidifying and heating mode also becomes the air conditioning (single) mode in the present invention, the solenoid valve 69 is opened, and a part of the refrigerant flowing toward the heat absorber 9 via the refrigerant pipe 13F is caused to flow into the branch pipe 67, and the refrigerant-heat medium. It will flow to the heat exchanger 64.

Further, in the embodiment, the solenoid valve 35 is the heat absorber valve device and the solenoid valve 69 is the temperature controlled valve device. However, when the indoor expansion valve 8 and the auxiliary expansion valve 68 are electrically closed valves, Therefore, the

solenoid valves

35 and 69 are not required, the indoor expansion valve 8 serves as the heat absorber valve device of the present invention, and the auxiliary expansion valve 68 serves as the temperature controlled valve device.

Furthermore, in the embodiment, the heat absorber 9 and the refrigerant-heat medium heat exchanger 64 are the evaporator of the present invention, but the invention of claim 1 is not limited to this, and for example, a main unit for cooling the air supplied to the passenger compartment is used. In addition to the above-mentioned evaporator (heat absorber 9 of the embodiment), another evaporator (for rear seat evaporator, etc., for cooling other parts of the vehicle interior, or for cooling other parts of the vehicle outside the vehicle interior) It is also effective for a vehicle air conditioner equipped with an (evaporator).

In that case, the operation mode in which the refrigerant is evaporated in either the main evaporator or the other evaporator (e.g., the evaporator for the rear seat) is the first operation mode in the present invention, and the refrigerant is used in both evaporators. The operation mode for evaporating is the second operation mode.

Further, the invention of claim 1 is also applied to a vehicle air conditioner provided with another evaporator (evaporator for rear seat, etc.) in addition to the heat absorber 9 and the refrigerant-heat medium heat exchanger 64 of the embodiment. It is valid. In that case, in addition to the combination of the embodiment and the above, for example, the operation mode in which the refrigerant is evaporated by the heat absorber 9 and another evaporator (evaporator for rear seat, etc.) is the first operation mode in the present invention. Thus, the operation mode in which the refrigerant is evaporated by the heat absorber 9, another evaporator (evaporator for rear seat, etc.) and the refrigerant-heat medium heat exchanger 64 is the second operation mode in the present invention.

Furthermore, it goes without saying that the configuration and numerical values of the refrigerant circuit R described in the embodiments are not limited to those and can be changed without departing from the spirit of the present invention. Furthermore, in the embodiment, the present invention has been described with the vehicle air conditioner 1 having each operation mode such as the heating mode, the dehumidification heating mode, the dehumidification cooling mode, the cooling mode, and the air conditioning (priority)+battery cooling mode. However, the present invention is also effective for a vehicle air conditioner capable of executing, for example, a cooling mode, an air conditioning (priority)+battery cooling mode, a battery cooling (priority)+air conditioning mode, and a battery cooling (single) mode. ..

1 Vehicle Air Conditioner 2 Compressor 3 Air Flow Path 4 Radiator 6 Outdoor Expansion Valve 7 Outdoor Heat Exchanger 8 Indoor Expansion Valve 9 Heat Absorber (Evaporator)
11 control device 32 heat pump controller (constituting a part of control device)
35 Solenoid valve (Valve device for heat absorber)
45 Air-conditioning controller (a part of control device)
55 Battery (for temperature control)
61 Equipment temperature adjusting device 64 Refrigerant-heat medium heat exchanger (evaporator, heat exchanger for temperature controlled objects)
68 Auxiliary expansion valve 69 Electromagnetic valve (Valve device for temperature control target)
72 Vehicle Controller 73 Battery Controller 77 Battery Temperature Sensor 76 Heat Medium Temperature Sensor R Refrigerant Circuit

Claims

A compressor for compressing the refrigerant,
A plurality of evaporators for evaporating the refrigerant,
In a vehicle air conditioner that includes at least a control device and air-conditions a vehicle interior,
The control device is at least
A first operation mode for evaporating the refrigerant in the evaporator,
A second operation mode in which the refrigerant is evaporated in a larger number than the first operation mode is switched and executed, and
When changing from the first operation mode to the second operation mode, before changing to the second operation mode, performing a compressor rotation speed increase control for increasing the rotation speed of the compressor. A characteristic vehicle air conditioner.
A heat absorber as the evaporator for evaporating a refrigerant to cool the air supplied to the vehicle interior,
Equipped with a heat exchanger for the temperature controlled object as the evaporator for evaporating the refrigerant to cool the temperature controlled object mounted on the vehicle,
The control device is
In the first operation mode, while evaporating the refrigerant in any one of the heat absorber and the heat exchanger for temperature adjustment,
The vehicle air conditioner according to claim 1, wherein in the second operation mode, the refrigerant is evaporated in the heat absorber and the heat exchanger for temperature adjustment.
A heat absorber valve device for controlling the flow of the refrigerant to the heat absorber,
A temperature controlled object valve device for controlling the flow of the refrigerant to the temperature controlled object heat exchanger,
The control device is
In the first operation mode, either one of the heat absorber valve device and the temperature-controlled object valve device is opened, and the other is closed,
The air conditioner for a vehicle according to claim 2, wherein in the second operation mode, the heat absorber valve device and the temperature control target valve device are opened.
The control device is
As the first operation mode,
An air conditioning (single) mode in which the heat absorber valve device is opened, the rotation speed of the compressor is controlled based on the temperature of the heat absorber, and the temperature controlled target valve device is closed.
The valve device for the temperature controlled object is opened, the rotation speed of the compressor is controlled based on the temperature of the heat exchanger for the temperature controlled object or the object cooled by it, and the valve device for the heat absorber is closed. In addition to having a temperature controlled cooling (independent) mode,
As the second operation mode,
The heat absorber valve device is opened, the rotation speed of the compressor is controlled based on the temperature of the heat absorber, and the temperature is controlled based on the temperature of the temperature control target heat exchanger or the target cooled by it. Air conditioning (priority) that controls opening and closing of the valve device for temperature control + cooling mode for temperature control,
Open the temperature control target valve device, to control the rotation speed of the compressor based on the temperature of the temperature control target heat exchanger or the target cooled by it, based on the temperature of the heat absorber Has a temperature controlled target cooling (priority) + air conditioning mode for controlling the opening and closing of the heat absorber valve device,
When shifting from the air conditioning (single) mode to the air conditioning (priority) + temperature controlled cooling mode, and from the temperature controlled cooling (single) mode to the temperature controlled cooling (priority) + air conditioning mode The air conditioner for a vehicle according to claim 3, wherein the compressor rotation speed increase control is executed at the time of transition.
In the air conditioning (single) mode, the control device calculates a target rotation speed of the compressor by a feedforward calculation based on the target temperature of the heat absorber, and in the target cooling (single) mode, the temperature adjustment is performed. While calculating the target rotation speed of the compressor by a feedforward calculation based on the target temperature of the target heat exchanger or the target cooled by it,
The vehicle air conditioner according to claim 4, wherein in the compressor rotation speed increase control, the target rotation speed of the compressor is increased by decreasing each of the target temperatures.
When a predetermined mode shift request is input in the air conditioning (single) mode or the temperature controlled cooling (single) mode, the control device rotates the compressor by the compressor rotation speed increase control. After increasing the number, the air-conditioning (priority)+controlled cooling target cooling mode or the controlled cooling (preferred)+air-conditioning mode is entered. The vehicle air conditioner described.
The temperature controlled object is a battery mounted on the vehicle, the traveling motor of the vehicle is driven by the power supply from the battery,
In the air conditioning (single) mode, the controller shifts to the air conditioning (priority) + temperature controlled cooling mode when a predetermined mode shift request is input,
In the air conditioning (single) mode, when the output of the traveling motor is equal to or higher than a predetermined threshold value, or when the inclination of the output of the traveling motor is higher than or equal to a predetermined threshold value, the compressor rotation is performed. The vehicle air conditioner according to claim 4 or 5, wherein the number increase control is executed.
In the air conditioning (single) mode, the controller shifts to the air conditioning (priority) + temperature controlled cooling mode when a predetermined mode shift request is input,
In the air conditioning (single) mode, when the inclination of the temperature of the temperature controlled object rises above a predetermined threshold value, the compressor rotation speed increase control is executed. The vehicle air conditioner according to claim 5 or 7.
In the air conditioning (single) mode, the controller shifts to the air conditioning (priority) + temperature controlled cooling mode when a predetermined mode shift request is input,
5. In the air conditioning (single) mode, when the inclination of the heat generation amount of the temperature controlled object increases above a predetermined threshold value, the compressor rotation speed increase control is executed. The vehicle air conditioner according to claim 5, claim 7, or claim 8.
In the air conditioning (single) mode, the controller shifts to the air conditioning (priority) + temperature controlled cooling mode when a predetermined mode shift request is input,
In the air conditioning (single) mode, if it is predicted from the navigation information that the temperature of the temperature controlled object will increase, the compressor rotation speed increase control is executed. The vehicle air conditioner according to any one of claims 7 to 9.
An indoor blower for sending the air that has exchanged heat with the heat absorber into the vehicle interior,
The control device suppresses the operation of the indoor blower when executing the compressor rotation speed increase control when shifting from the air conditioning (single) mode to the air conditioning (priority)+temperature controlled cooling mode. The vehicle air conditioner according to any one of claims 4 to 10.
A radiator for heating the air supplied to the vehicle interior by radiating the refrigerant.
An air mix damper is provided for adjusting the ratio of the air passing through the heat absorber to the radiator.
In the case where the control device executes the compressor rotation speed increase control at the time of shifting from the air conditioning (single) mode to the air conditioning (priority)+temperature controlled cooling mode, the controller mixes the air in the vehicle interior by the air mix damper. The vehicle air conditioner according to any one of claims 4 to 11, characterized in that a decrease in temperature of the supplied air is suppressed.