CN112805166A - Air conditioner for vehicle - Google Patents
Air conditioner for vehicle Download PDFInfo
- Publication number
- CN112805166A CN112805166A CN201980068195.4A CN201980068195A CN112805166A CN 112805166 A CN112805166 A CN 112805166A CN 201980068195 A CN201980068195 A CN 201980068195A CN 112805166 A CN112805166 A CN 112805166A
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- Prior art keywords
- temperature
- compressor
- rotation speed
- refrigerant
- heat
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- 239000003507 refrigerant Substances 0.000 claims abstract description 300
- 239000006096 absorbing agent Substances 0.000 claims abstract description 143
- 230000007423 decrease Effects 0.000 claims abstract description 22
- 238000001704 evaporation Methods 0.000 claims abstract description 15
- 238000004378 air conditioning Methods 0.000 claims description 126
- 230000003247 decreasing effect Effects 0.000 claims description 17
- 230000001276 controlling effect Effects 0.000 claims description 16
- 230000001105 regulatory effect Effects 0.000 claims description 7
- 230000008859 change Effects 0.000 abstract description 25
- 238000001816 cooling Methods 0.000 description 124
- 238000010438 heat treatment Methods 0.000 description 54
- 238000010586 diagram Methods 0.000 description 31
- 238000007791 dehumidification Methods 0.000 description 26
- 238000010257 thawing Methods 0.000 description 8
- 239000007787 solid Substances 0.000 description 7
- 238000011144 upstream manufacturing Methods 0.000 description 7
- 238000003303 reheating Methods 0.000 description 5
- 238000010521 absorption reaction Methods 0.000 description 4
- 230000009471 action Effects 0.000 description 4
- 239000002826 coolant Substances 0.000 description 4
- 230000008020 evaporation Effects 0.000 description 4
- 238000002474 experimental method Methods 0.000 description 4
- 230000005855 radiation Effects 0.000 description 4
- 230000004044 response Effects 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 230000020169 heat generation Effects 0.000 description 3
- 239000007788 liquid Substances 0.000 description 3
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 2
- 238000007599 discharging Methods 0.000 description 2
- 230000007613 environmental effect Effects 0.000 description 2
- 238000000926 separation method Methods 0.000 description 2
- 238000004781 supercooling Methods 0.000 description 2
- 239000013589 supplement Substances 0.000 description 2
- 238000009423 ventilation Methods 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- FXRLMCRCYDHQFW-UHFFFAOYSA-N 2,3,3,3-tetrafluoropropene Chemical compound FC(=C)C(F)(F)F FXRLMCRCYDHQFW-UHFFFAOYSA-N 0.000 description 1
- ATJFFYVFTNAWJD-UHFFFAOYSA-N Tin Chemical compound [Sn] ATJFFYVFTNAWJD-UHFFFAOYSA-N 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 229910002092 carbon dioxide Inorganic materials 0.000 description 1
- 239000001569 carbon dioxide Substances 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000003750 conditioning effect Effects 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 230000007257 malfunction Effects 0.000 description 1
- 238000002844 melting Methods 0.000 description 1
- 230000008018 melting Effects 0.000 description 1
- 238000005057 refrigeration Methods 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
- F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
- F25B1/00—Compression machines, plants or systems with non-reversible cycle
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
- F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
- F25B5/00—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
- F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
- F25B5/00—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity
- F25B5/02—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity arranged in parallel
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
- F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
- F25B6/00—Compression machines, plants or systems, with several condenser circuits
- F25B6/02—Compression machines, plants or systems, with several condenser circuits arranged in parallel
Abstract
The invention provides an air conditioner for a vehicle, which can make the rotating speed of a compressor quickly correspond to the change of a refrigerant flow path along with the opening and closing of a valve device and realize the stable temperature control based on an evaporator. The heat exchanger comprises a heat absorber (9) for evaporating a refrigerant and a refrigerant-heat medium heat exchanger (64). The heat pump controller controls the rotation speed of the compressor (2) on the basis of the temperature (Te) of the heat absorber (9), controls the opening and closing of the electromagnetic valve (69) on the basis of the temperature (Tw) of the heat medium cooled by the refrigerant-heat medium heat exchanger (64), and increases the rotation speed of the compressor (2) when the electromagnetic valve (69) is opened from a closed state, and/or decreases the rotation speed of the compressor (2) when the electromagnetic valve (69) is closed from an open state.
Description
Technical Field
The present invention relates to a heat pump type air conditioner for conditioning air in a vehicle interior.
Background
In recent years, environmental problems have become significant, and vehicles such as electric vehicles and hybrid vehicles, in which a traveling motor is driven by electric power supplied from a battery mounted on the vehicle, have been promoted to be widespread. As an air conditioner applicable to such a vehicle, the following air conditioners have been developed: the air conditioner includes a compressor, a radiator, a heat absorber, and a refrigerant circuit to which an outdoor heat exchanger is connected, and is configured to condition the vehicle interior air by radiating heat from a refrigerant discharged from the compressor in the radiator, absorbing heat in the outdoor heat exchanger to heat the refrigerant radiated in the radiator, radiating heat in the outdoor heat exchanger from the refrigerant discharged from the compressor, evaporating the refrigerant in the heat absorber (evaporator), and absorbing heat to cool the refrigerant (see, for example, patent document 1).
On the other hand, when a battery is charged and discharged in an environment of high temperature due to self-heating or the like caused by charging and discharging, for example, deterioration progresses, and there is a risk that malfunction occurs and damage is caused in the near future. In addition, the charge and discharge performance is also reduced in a low-temperature environment. Therefore, the following devices have also been developed: a battery evaporator is separately provided in the refrigerant circuit, and the refrigerant circulating in the refrigerant circuit and the battery refrigerant (heat medium) are heat-exchanged in the battery evaporator, and the heat medium having been heat-exchanged is circulated through the battery, thereby cooling the battery (see, for example, patent document 2 and patent document 3).
Patent document 1, Japanese patent laid-open No. 2014-213765.
Patent document 3, japanese patent No. 5860361.
In the air conditioning apparatus for a vehicle having a plurality of evaporators (the heat absorber and the evaporator for the battery) as described above, for example, the rotation speed of the compressor is controlled based on the temperature of the heat absorber to cool the vehicle interior, the evaporator for the battery is provided with a valve device, and the valve device is opened and closed based on the temperature of the heat medium (the temperature of the object to be cooled by the evaporator for the battery) to cool the battery. In addition, it is also conceivable that the battery is cooled by controlling the rotation speed of the compressor based on the temperature of the heat medium, and that a valve device is provided in the heat absorber, and the valve device is opened and closed based on the temperature of the heat absorber to cool the vehicle interior.
In either case, however, a part of the refrigerant passage of the refrigerant circuit is opened or closed by opening and closing the valve device. Therefore, when the rotation speed of the compressor is controlled by the temperature of the heat absorber as described above, immediately after the valve device is opened from the closed state, the refrigerant flowing into the heat absorber rapidly decreases, and the temperature of the heat absorber increases. On the other hand, immediately after the valve device is closed from the opened state, the refrigerant flowing into the heat absorber rapidly increases and the temperature of the heat absorber decreases.
In addition, when the rotation speed of the compressor is controlled by the temperature of the heat medium, immediately after the valve device is opened from the closed state, the refrigerant flowing into the evaporator for the battery is rapidly decreased, and the temperature of the evaporator is increased. On the other hand, immediately after the valve device is closed from the opened state, the refrigerant flowing into the battery evaporator rapidly increases, and the temperature of the battery evaporator decreases.
That is, the following problems occur: the rotation speed control of the compressor cannot follow the change of the refrigerant flow path, and the temperature of the air blown into the vehicle interior and the temperature of the battery (heat medium) greatly fluctuate immediately after the opening and closing operation of the valve device.
Disclosure of Invention
The present invention has been made to solve the above-described conventional problems, and an object of the present invention is to provide an air conditioner for a vehicle, which can quickly respond to a change in the rotation speed of a compressor in a refrigerant flow path accompanying opening and closing of a valve device, and which can realize stable temperature control by an evaporator.
An air conditioner for a vehicle, which is provided with at least a compressor for compressing a refrigerant, a 1 st evaporator and a 2 nd evaporator for evaporating the refrigerant, a valve device for controlling the flow of the refrigerant to the 2 nd evaporator, and a control device for controlling the air in a vehicle interior, is characterized in that the control device controls the rotation speed of the compressor on the basis of the temperature of a target to be cooled by the 1 st evaporator or the 1 st evaporator, controls the opening and closing of the valve device on the basis of the temperature of the target to be cooled by the 2 nd evaporator or the 2 nd evaporator, and performs at least one or both of an operation for increasing the rotation speed of the compressor when the valve device is opened from a closed state and an operation for decreasing the rotation speed of the compressor when the valve device is closed from an opened state.
In the air conditioning apparatus for a vehicle according to the invention of claim 2, in the above invention, the control device changes the rotation speed of the compressor to the rotation speed at the time of the previous opening of the valve device when the valve device is opened from the closed state, and/or changes the rotation speed of the compressor to the rotation speed at the time of the previous closing of the valve device when the valve device is closed from the open state.
The air conditioner for a vehicle of the invention of claim 3 is characterized in that, in the invention of claim 1, when the valve device is opened from the closed state, the control device changes the rotation speed of the compressor to a value obtained by multiplying the rotation speed at the time when the valve device was opened last time by a predetermined correction coefficient, and/or when the valve device is closed from the opened state, changes the rotation speed of the compressor to a value obtained by multiplying the rotation speed at the time when the valve device was closed last time by a predetermined correction coefficient.
In the air conditioner for a vehicle of the invention of claim 4, in the invention of claim 2 or claim 3, the rotation speed at the time of the previous opening of the valve device is a certain value, an average value, or a last value of the rotation speeds of the compressor during the previous opening of the valve device, and/or the rotation speed at the time of the previous closing of the valve device is a certain value, an average value, or a last value of the rotation speeds of the compressor during the previous closing of the valve device.
The air conditioner for a vehicle according to the invention of claim 5 is characterized in that, in the invention of claim 1, the control device feedback-controls the rotation speed of the compressor based on the temperature of the 1 st evaporator or the object to be cooled by the 1 st evaporator, and clears the integral term of the feedback control for controlling the rotation speed of the compressor when the valve device is closed from an open state.
The air conditioning apparatus for a vehicle of the invention of claim 6 is characterized in that, in the invention of claim 1 or claim 5, the control device feedback-controls the rotation speed of the compressor based on the temperature of the 1 st evaporator or the object to be cooled by the 1 st evaporator, and increases the integral term of the feedback control for controlling the rotation speed of the compressor by a predetermined value when the valve device is opened from a closed state.
In the air conditioning apparatus for a vehicle of the invention of claim 7, in each of the above inventions, the air conditioning apparatus for a vehicle includes a heat absorber for evaporating a refrigerant to cool air supplied into a vehicle interior, and a heat exchanger for a subject to be temperature-adjusted for evaporating the refrigerant to cool the subject to be temperature-adjusted mounted on the vehicle, the 1 st evaporator is one of the heat absorber and the heat exchanger for a subject to be temperature-adjusted, and the 2 nd evaporator is the other of the heat absorber and the heat exchanger for a subject to be temperature-adjusted.
The air conditioning apparatus for a vehicle according to the invention of claim 8 is characterized in that the above-described invention includes a heat absorber valve device that controls the flow of the refrigerant to the heat absorber and a temperature-controlled object valve device that controls the flow of the refrigerant to the heat exchanger for a temperature-controlled object, the control device performs switching between a 1 st operation mode and a 2 nd operation mode, the heat absorber valve device is opened in the 1 st operation mode, the rotation speed of the compressor is controlled based on the temperature of the heat absorber or the object to be cooled by the heat absorber, the temperature-controlled object valve device is controlled to be opened and closed based on the temperature of the heat exchanger for a temperature-controlled object or the object to be cooled by the heat exchanger for a temperature-controlled object, and the temperature-controlled object valve device is opened in the 2 nd operation mode, the temperature-controlled object valve device is opened, and the heat exchanger for a temperature-controlled object or the object to be cooled by the heat exchanger for a temperature-controlled object is cooled based on the The rotation speed of the compressor is controlled, and the opening and closing of the heat absorber valve device is controlled based on the temperature of the heat absorber or the object to be cooled by the heat absorber.
The air conditioner for a vehicle according to the invention of claim 9 is characterized in that, in the above-described invention, the control device increases the rotation speed of the compressor when the valve device for a subject to be temperature-regulated is opened from a closed state and/or decreases the rotation speed of the compressor when the valve device for a subject to be temperature-regulated is closed from an opened state in the 1 st operation mode, and increases the rotation speed of the compressor when the valve device for a heat absorber is opened from a closed state and/or decreases the rotation speed of the compressor when the valve device for a heat absorber is closed from an opened state in the 2 nd operation mode.
In the air conditioning device for a vehicle pertaining to the invention of claim 10, in each of the above inventions, the valve device is a valve that can switch between two different opening degrees.
In the air conditioning device for a vehicle according to the invention of claim 11, in each of the above inventions, the valve device is a valve that can be switched between fully open and fully closed.
Effects of the invention
According to the present invention, an air conditioner for a vehicle includes at least a compressor for compressing a refrigerant, a 1 st evaporator and a 2 nd evaporator for evaporating the refrigerant, a valve device for controlling the refrigerant to flow to the 2 nd evaporator, and a control device for controlling air in a vehicle interior, wherein the control device controls the rotation speed of the compressor based on the temperature of a target to be cooled by the 1 st evaporator or the 1 st evaporator, controls the opening and closing of the valve device based on the temperature of the target to be cooled by the 2 nd evaporator or the 2 nd evaporator, and performs at least one or both of an operation for increasing the rotation speed of the compressor when the valve device is opened from a closed state and an operation for decreasing the rotation speed of the compressor when the valve device is closed from an open state, so that the rotation speed of the compressor can be increased in a situation where the refrigerant flowing into the 1 st evaporator is rapidly decreased when the valve device is opened from the closed state, and/or, when the valve device is closed from the open state, the rotation speed of the compressor can be reduced under the condition that the refrigerant flowing into the 1 st evaporator is increased rapidly.
Therefore, the rotation speed of the compressor can be changed immediately corresponding to the change of the refrigerant flow path, and the problem that the temperature of the 1 st evaporator and the object cooled by the 1 st evaporator greatly changes can be prevented. Further, since the refrigerant can be smoothly supplied to the 2 nd evaporator even when the valve device is opened, stable temperature control of the 1 st evaporator and the 2 nd evaporator can be achieved in any case.
In this case, for example, when the control device as in the invention of claim 2 opens the valve device from the closed state, the rotation speed of the compressor is changed to the rotation speed at the time when the valve device was opened last time, and/or when the valve device is closed from the open state, the rotation speed of the compressor is changed to the rotation speed at the time when the valve device was closed last time, whereby the rotation speed of the compressor can be changed to an appropriate value immediately in accordance with the opening and closing of the valve device.
In addition, in the control device according to the invention of claim 3, when the valve device is opened from the closed state, the rotation speed of the compressor is changed to a value obtained by multiplying the rotation speed at the time when the valve device was opened last time by a predetermined correction coefficient, and/or when the valve device is closed from the open state, the rotation speed of the compressor is changed to a value obtained by multiplying the rotation speed at the time when the valve device was closed last time by a predetermined correction coefficient, for example, by setting the correction coefficient in accordance with the characteristics of the device or the environment, the rotation speed of the compressor can be changed to a more appropriate value.
In the invention according to claim 2 or claim 3, the rotation speed at the time of opening the valve device last time is a certain value, or an average value thereof, or a last value of the rotation speeds of the compressor during the time of opening the valve device last time, as in the invention according to claim 4. And/or the rotation speed at the time of closing the valve device last time, as in the invention of claim 4, may be any one of the rotation speeds of the compressor during the period of closing the valve device last time, or an average value thereof, or the last value.
On the other hand, in the control device according to claim 5 of the present invention, when the rotation speed of the compressor is feedback-controlled based on the temperature of the 1 st evaporator or the temperature of the object to be cooled by the 1 st evaporator, the rotation speed of the compressor can be changed to an appropriate value in immediate response to the closing of the valve device by clearing the integral term of the feedback control for controlling the rotation speed of the compressor when the valve device is closed from the open state.
Further, the control device according to claim 6 of the present invention can change the rotation speed of the compressor to an appropriate value immediately in response to the valve opening device by increasing the integral term of the feedback control for controlling the rotation speed of the compressor by a predetermined value when the valve device is opened from the closed state.
Further, by providing the evaporator 1 and the evaporator 2 of each of the above-described inventions as a heat absorber for cooling air supplied into a vehicle interior by evaporating a refrigerant and a temperature-controlled object heat exchanger for cooling a temperature-controlled object mounted on a vehicle by evaporating a refrigerant as in the invention of claim 7, cooling of the vehicle interior and cooling of the temperature-controlled object can be stably achieved.
In this case, as in the invention of claim 8, a heat sink valve device that controls the flow of the refrigerant to the heat sink and a temperature-adjustment target valve device that controls the flow of the refrigerant to the temperature-adjustment target heat exchanger are provided, and the control device switches between a 1 st operation mode and a 2 nd operation mode, and in the 1 st operation mode, the heat sink valve device is opened, the rotation speed of the compressor is controlled based on the temperature of the heat sink or the target to be cooled by the heat sink, the temperature-adjustment target valve device is controlled to be opened and closed based on the temperature of the temperature-adjustment target heat exchanger or the target to be cooled by the temperature-adjustment target heat exchanger, and in the 2 nd operation mode, the temperature-adjustment target valve device is opened, and the rotation speed of the compressor is controlled based on the temperature of the temperature-adjustment target heat exchanger or the target to be cooled by the temperature-adjustment target heat exchanger, by controlling the opening and closing of the heat absorber valve device based on the temperature of the heat absorber or the object to be cooled by the heat absorber, the object to be temperature-adjusted can be cooled while preferentially cooling the vehicle interior in the 1 st operation mode, and the vehicle interior can be cooled while preferentially cooling the object to be temperature-adjusted in the 2 nd operation mode.
Further, the control device according to the invention of claim 9 is configured to increase the rotation speed of the compressor when the temperature-adjustment target valve device is opened from the closed state and/or decrease the rotation speed of the compressor when the temperature-adjustment target valve device is closed from the opened state in the 1 st operation mode, and to increase the rotation speed of the compressor when the heat sink valve device is opened from the closed state and/or decrease the rotation speed of the compressor when the heat sink valve device is closed from the opened state in the 2 nd operation mode, thereby stably achieving cooling of the vehicle interior and cooling of the temperature-adjustment target in the 1 st operation mode and the 2 nd operation mode.
The present invention is effective when the valve device according to the invention of claim 10 is a valve that can be switched between two different opening degrees, and particularly when the valve device according to the invention of claim 11 is a valve that can be switched between fully open and fully closed.
Drawings
Fig. 1 is a configuration diagram of a vehicle air conditioner to which an embodiment of the present invention is applied.
Fig. 2 is a block diagram of an electric circuit of the control device of the vehicle air conditioner of fig. 1.
Fig. 3 is a diagram for explaining an operation mode executed by the control device of fig. 2.
Fig. 4 is a configuration diagram of the vehicle air conditioner illustrating a heating mode of the heat pump controller of the control device of fig. 2.
Fig. 5 is a configuration diagram illustrating a vehicle air conditioner in a dehumidification and heating mode of the heat pump controller of the control device of fig. 2.
Fig. 6 is a configuration diagram illustrating the vehicle air conditioner in the dehumidification and cooling mode of the heat pump controller of the control device of fig. 2.
Fig. 7 is a configuration diagram illustrating a vehicle air conditioner in a cooling mode of a heat pump controller of the control device of fig. 2.
Fig. 8 is a configuration diagram illustrating an air conditioning (priority) + battery cooling mode (1 st operation mode) and a battery cooling (priority) + air conditioning mode (2 nd operation mode) of the heat pump controller of the control device of fig. 2.
Fig. 9 is a configuration diagram illustrating a vehicle air conditioner in a battery cooling (stand-alone) mode of a heat pump controller of the control device of fig. 2.
Fig. 10 is a configuration diagram illustrating a defrosting mode vehicle air conditioner of the heat pump controller of the control device of fig. 2.
Fig. 11 is a control block diagram of the compressor control of the heat pump controller relating to the control device of fig. 2.
Fig. 12 is another control block diagram of the compressor control of the heat pump controller relating to the control apparatus of fig. 2.
Fig. 13 is a block diagram illustrating control of the solenoid valve 69 in the air-conditioning (priority) + battery cooling mode (1 st operation mode) of the heat pump controller of the control device of fig. 2.
Fig. 14 is a timing chart illustrating an air-conditioning (priority) + battery cooling mode (1 st operation mode) of the heat pump controller of the control device of fig. 2.
Fig. 15 is still another control block diagram of the compressor control of the heat pump controller relating to the control device of fig. 2.
Fig. 16 is a block diagram illustrating control of the electromagnetic valve 35 in the battery cooling (priority) + air conditioning mode (2 nd operation mode) of the heat pump controller of the control device of fig. 2.
Fig. 17 is a timing chart illustrating a battery cooling (priority) + air conditioning mode (2 nd operation mode) of the heat pump controller of the control device of fig. 2.
Fig. 18 is a timing chart illustrating the air-conditioning (priority) + battery cooling mode when the control of changing the target compressor rotation speed is not performed when the solenoid valve 69 is opened and closed.
Fig. 19 is a timing chart illustrating the battery cooling (priority) + air conditioning mode when the control of changing the target compressor rotation speed is not performed when the solenoid valve 35 is opened and closed.
Detailed Description
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 according to an embodiment of the present invention. A vehicle to which an embodiment of the present invention is applied is an Electric Vehicle (EV) not equipped with an engine (internal combustion engine), and travels by being driven by supplying electric power charged to a battery 55 mounted on the vehicle to a traveling motor (electric motor; not shown), and a compressor 2, which will be described later, of the air conditioning device 1 for a vehicle of the present invention is also driven by electric power supplied from the battery 55.
That is, in the air conditioning apparatus 1 for a vehicle according to the embodiment, in the electric vehicle that cannot perform heating by using the residual engine heat, the air conditioning in the vehicle interior and the temperature adjustment of the battery 55 are performed by switching the operation modes of the heating mode, the dehumidification cooling mode, the defrosting mode, the air conditioning (priority) + battery cooling mode as the 1 st operation mode, the battery cooling (priority) + air conditioning mode as the 2 nd operation mode, and the battery cooling (individual) mode by the heat pump operation using the refrigerant circuit R.
The present invention is also effective for a so-called hybrid vehicle in which an engine and a traveling motor are used in common, as the vehicle, not limited to an electric vehicle. The vehicle to which the air conditioning device 1 for a vehicle of the embodiment is applied can charge the battery 55 from an external charger (rapid charger, normal charger). Further, the battery 55, the traveling motor, the inverter for controlling the same, and the like are objects to be temperature-regulated mounted on the vehicle of the present invention, but the battery 55 will be described as an example in the following embodiments.
The air conditioning apparatus 1 for a vehicle of the embodiment performs air conditioning (heating, cooling, dehumidification, and ventilation) in a vehicle interior of an electric vehicle, and an electric compressor 2 for compressing a refrigerant, a radiator 4, an outdoor expansion valve 6, an outdoor heat exchanger 7, an indoor expansion valve 8, a heat absorber 9 (which is the 1 st evaporator or the 2 nd evaporator), an accumulator 12, and the like are connected in order by a refrigerant pipe 13 to form a refrigerant circuit R, the radiator 4 is provided in an air flow passage 3 of an HVAC unit 10 through which air in the vehicle interior is ventilated and circulated, a high-temperature and high-pressure refrigerant discharged from the compressor 2 flows in via a muffler 5 and a refrigerant pipe 13G, and the refrigerant radiates heat into the vehicle interior (radiates the heat of the refrigerant) as the indoor heat exchanger, the outdoor expansion valve 6 is configured by an electric valve (electronic valve) for decompressing and expanding the refrigerant during heating, and the outdoor heat exchanger 7 functions as a radiator for radiating heat during cooling, the indoor expansion valve 8 is a mechanical expansion valve that decompresses and expands the refrigerant, and the heat absorber 9 (the 1 st evaporator or the 2 nd evaporator) is provided in the air flow passage 3, and evaporates the refrigerant at the time of cooling and dehumidification to absorb heat from the inside and the outside of the vehicle interior (to absorb heat from the refrigerant).
The outdoor expansion valve 6 is capable of fully closing the refrigerant discharged from the radiator 4 and flowing into the outdoor heat exchanger 7 while decompressing and expanding the refrigerant. In the embodiment, the indoor expansion valve 8, which is a mechanical expansion valve, decompresses and expands the refrigerant flowing into the heat exchanger 9, and adjusts the degree of superheat of the refrigerant in the heat exchanger 9.
In addition, an outdoor blower 15 is provided at the outdoor heat exchanger 7. The outdoor fan 15 is configured to forcibly ventilate the outdoor heat exchanger 7 with the outdoor air to exchange heat between the outdoor air and the refrigerant, and thereby to ventilate the outdoor heat exchanger 7 with the outdoor air even when the vehicle is stopped (i.e., the vehicle speed is 0 km/h).
The exterior heat exchanger 7 includes a receiver drier portion 14 and a subcooling portion 16 in this order on the refrigerant downstream side, a refrigerant pipe 13A on the refrigerant outlet side of the exterior heat exchanger 7 is connected to the receiver drier portion 14 via an electromagnetic valve 17 (for cooling) which is an opening/closing valve opened when the refrigerant passes through the heat absorber 9, and a refrigerant pipe 13B on the outlet side of the subcooling portion 16 is connected to the refrigerant inlet side of the heat absorber 9 via a check valve 18, an indoor expansion valve 8, and an electromagnetic valve 35 (for vehicle interior) which is a valve device (opening/closing valve) for the heat absorber. The solenoid valve 35 is a valve that can be switched between fully open and fully closed. The receiver drier section 14 and the subcooling section 16 structurally constitute a part of the outdoor heat exchanger 7. The check valve 18 is oriented in the forward direction of the indoor expansion valve 8.
The refrigerant pipe 13A from the exterior heat exchanger 7 branches into a refrigerant pipe 13D, and the branched refrigerant pipe 13D is connected to a refrigerant pipe 13C on the refrigerant outlet side of the heat absorber 9 via an electromagnetic valve 21 (for heating) as an opening/closing valve opened during heating. The refrigerant pipe 13C is connected to an inlet side of the accumulator 12, and an outlet side of the accumulator 12 is connected to a refrigerant pipe 13K on a refrigerant suction side of the compressor 2.
Further, a filter 19 is connected to a refrigerant pipe 13E on the refrigerant outlet side of the radiator 4, the refrigerant pipe 13E is branched into a refrigerant pipe 13J and a refrigerant pipe 13F in front of (on the refrigerant upstream side of) the outdoor expansion valve 6, and the branched refrigerant pipe 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 pipe 13B located on the refrigerant downstream side of the check valve 18 and on the refrigerant upstream side of the indoor expansion valve 8 via an electromagnetic valve 22 (for dehumidification) as an opening/closing valve opened during dehumidification.
Thus, 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 is a bypass circuit that bypasses the outdoor expansion valve 6, the outdoor heat exchanger 7, and the check valve 18. Further, the electromagnetic valves 20 as opening and closing valves for bypass are connected in parallel to the outdoor expansion valve 6.
Further, in air flow path 3 on the air upstream side of heat absorber 9, suction ports (a suction port 25 is representatively shown in fig. 1) of an external air suction port and an internal air suction port are formed, and suction switching damper 26 for switching air introduced into air flow path 3 to internal air (internal air circulation) which is air in the vehicle interior and external air (external air introduction) which is air outside the vehicle interior is provided in suction port 25. Further, an indoor blower (blower fan) 27 for feeding the introduced internal air and external air to the airflow path 3 is provided on the air downstream side of the intake switching damper 26.
The intake switching damper 26 of the embodiment is configured to be able to adjust the ratio of the internal air in the air (the external air and the internal air) flowing into the heat absorber 9 of the air flow path 3 to 0% to 100% by opening and closing the external air intake port and the internal air intake port of the intake port 25 at an arbitrary ratio (the ratio of the external air may be adjusted to 100% to 0%).
In the present embodiment, an auxiliary heater 23 as an auxiliary heating device constituted by a PTC heater (electric heater) is provided in the air flow path 3 on the leeward side (air downstream side) of the radiator 4, and the air supplied into the vehicle interior via the radiator 4 can be heated. Further, an air mix damper 28 is provided in the air flow path 3 on the air upstream side of the radiator 4, and the air mix damper 28 adjusts the ratio of ventilation of the air (internal air, external air) in the air flow path 3 that flows into the air flow path 3 and passes through the heat absorber 9 to the radiator 4 and the auxiliary heater 23.
Further, in the air flow passage 3 on the air downstream side of the radiator 4, each of the air outlets (representatively shown as an air outlet 29 in fig. 1) of the FOOT blow (FOOT), the VENT blow (VENT), and the defrost blow (DEF) is formed, and an air outlet switching damper 31 that controls the air blown out from each of the air outlets is provided in the air outlet 29.
Further, the vehicle air conditioner 1 includes a device temperature adjusting device 61 for adjusting the temperature of the battery 55 (subject to be temperature-adjusted) by circulating a heat medium through the battery 55. The device temperature adjusting apparatus 61 of the embodiment includes a circulation pump 62 as a circulation device for circulating the heat medium to the battery 55, a refrigerant-heat medium heat exchanger 64 (a heat exchanger to be temperature-adjusted as the 2 nd evaporator or the 1 st evaporator), and a heat medium heater 63 as a heating device, and these are annularly connected to the battery 55 by a heat medium pipe 66.
In the case of the embodiment, the inlet of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 is connected to the discharge side of the circulation pump 62, and the outlet of the heat medium flow path 64A is connected to the inlet of the heat medium heater 63. 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 apparatus 61, for example, water, a refrigerant such as HFO-1234yf, a liquid such as a coolant, or a gas such as air can be used. In addition, water is used as the heating medium in the embodiment. The heat medium heater 63 is an electric heater such as a PTC heater. Further, a jacket structure through which a heat medium can flow in heat exchange relation with the battery 55 is provided around 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 path 64A of the refrigerant-heat medium heat exchanger 64. The heat medium discharged from the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 reaches the heat medium heater 63, and when the heat medium heater 63 generates heat, the heat medium is heated and then reaches 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 is circulated through the heat medium pipe 66.
On the other hand, one end of a branch pipe 67 as a branch circuit is connected to the refrigerant pipe 13B located on the refrigerant downstream side of the connection portion between the refrigerant pipe 13F and the refrigerant pipe 13B in the refrigerant circuit R and on the refrigerant upstream side of the indoor expansion valve 8. The branch pipe 67 is provided with an auxiliary expansion valve 68, which is a mechanical expansion valve in the embodiment, and an electromagnetic valve (for a cooler) 69, which is a valve device (opening/closing valve) to be temperature-regulated, in this order. The solenoid valve 69 is a valve that can be switched between fully open and fully closed. The auxiliary expansion valve 68 decompresses and expands the refrigerant flowing into the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64, which will be described later, and adjusts the degree of superheat of the refrigerant flowing through the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64.
The other end of the branch pipe 67 is connected to the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64, one end of a refrigerant pipe 71 is connected to an outlet of the refrigerant passage 64B, and the other end of the refrigerant pipe 71 is connected to a refrigerant pipe 13C on the refrigerant upstream side (the refrigerant upstream side of the accumulator 12) from a merging point with the refrigerant pipe 13D. The auxiliary expansion valve 68, the solenoid valve 69, and the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64 also constitute a part of the refrigerant circuit R and also constitute a part of the device temperature adjusting device 61.
When the solenoid valve 69 is opened, the refrigerant (a part or all of the refrigerant) that has flowed out of the exterior heat exchanger 7 flows into the branch pipe 67, is decompressed by the auxiliary expansion valve 68, flows into the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64 via the solenoid valve 69, and is evaporated therein. While the refrigerant flows through the refrigerant passage 64B, the refrigerant absorbs heat from the heat medium flowing through the heat medium passage 64A, and then is sucked into the compressor 2 through the branch pipe 71, the refrigerant pipe 13C, and the accumulator 12 from the refrigerant pipe 13K.
Next, fig. 2 shows a block diagram of the control device 11 of the vehicle air conditioner 1 according to the embodiment. The control device 11 is composed of an air conditioning Controller 45 and a heat pump Controller 32, and the air conditioning Controller 45 and the heat pump Controller 32 are each composed of a microcomputer as an example of a computer having a processor, and both are connected to a vehicle communication bus 65 constituting a Control Area Network (CAN) and a Local Interconnect Network (LIN). The compressor 2 and the auxiliary heater 23, the circulation pump 62, and the heat medium 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 medium heater 64 are configured to receive and transmit data via the vehicle communication bus 65.
Further, a vehicle controller 72(ECU) that manages control of the entire vehicle including traveling, a Battery controller (BMS) 73 that manages control of charging and discharging of the Battery 55, and a GPS navigation device 74 are connected to the vehicle communication bus 65. The vehicle controller 72, the battery controller 73, and the GPS navigation device 74 are also constituted by a microcomputer as an example of a computer provided with a processor, and the air conditioning controller 45 and the heat pump controller 32 constituting the control device 11 are constituted to receive and transmit information (data) with the vehicle controller 72, the battery controller 73, and the GPS navigation device 74 via the vehicle communication bus 65.
The air conditioning controller 45 is a higher-level controller that manages control of the air conditioning in the vehicle compartment of the vehicle, and this air conditioning controlTo the input of the controller 45, there are connected an outside air temperature sensor 33 for detecting an outside air temperature Tam of the vehicle, an outside air humidity sensor 34 for detecting an outside air humidity, an HVAC intake temperature sensor 36 for detecting a temperature of air taken into the air flow path 3 from the intake port 25 and flowing into the heat absorber 9, an inside air temperature sensor 37 for detecting a temperature of air (inside air) in the vehicle interior, an inside air humidity sensor 38 for detecting a humidity of air in the vehicle interior, and an indoor CO for detecting a carbon dioxide concentration in the vehicle interior2A density sensor 39, a discharge temperature sensor 41 for detecting the temperature of air discharged into the vehicle interior, a solar radiation sensor 51 of, for example, a photo sensor type for detecting the amount of solar radiation into the vehicle interior, outputs of a vehicle speed sensor 52 for detecting the moving speed (vehicle speed) of the vehicle, and an air conditioning operation unit 53 for performing an air conditioning setting operation in the vehicle interior, such as switching of the set temperature and the operation mode, and displaying information. In the figure, 53A is a display as a display output device provided in the air conditioning operation unit 53.
The outdoor fan 15, the indoor fan (fan) 27, the intake switching damper 26, the air mixing damper 28, and the outlet switching damper 31 are connected to the output of the air conditioning controller 45, and are controlled by the air conditioning controller 45.
The heat pump controller 32 is a controller that mainly manages control of the refrigerant circuit R, and a radiator inlet temperature sensor 43 that detects a refrigerant inlet temperature Tcxin of the radiator 4 (also, a discharged refrigerant temperature of the compressor 2), a radiator outlet temperature sensor 44 that detects a refrigerant outlet temperature Tci of the radiator 4, a suction temperature sensor 46 that detects a suction refrigerant temperature Ts of the compressor 2, a radiator pressure sensor 47 that detects a refrigerant pressure on a refrigerant outlet side of the radiator 4 (a pressure of the radiator 4: a radiator pressure Pci), a heat absorber temperature sensor 48 that detects a temperature of the heat absorber 9 (a temperature of the heat absorber 9 itself, or a temperature of air (a cooling target) immediately after being cooled by the heat absorber 9, hereinafter, a heat absorber temperature Te), and an outdoor heat exchanger temperature sensor 48 that detects a refrigerant temperature of an outlet of the outdoor heat exchanger 7 (an evaporation temperature of the outdoor heat exchanger 7: an outdoor heat exchanger temperature TXO) are connected to inputs of the heat pump controller 32 The output of the temperature sensor 49 and the outputs of the auxiliary heater temperature sensors 50A (driver seat side) and 50B (passenger seat side) that detect the temperature of the auxiliary heater 23.
Further, the heat pump controller 32 has outputs connected to the respective solenoid valves of 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), the solenoid valve 35 (for vehicle cabin), and the solenoid valve 69 (for cooler), and these are controlled by the heat pump controller 32. The compressor 2, the auxiliary heater 23, the circulation pump 62, and the heat medium heater 63 each have a built-in controller, and in the embodiment, the controllers of the compressor 2, the auxiliary heater 23, the circulation pump 62, and the heat medium heater 63 receive and transmit data to and from the heat pump controller 32 via the vehicle communication bus 65, and are controlled by the heat pump controller 32.
In the figure, 32M denotes a memory provided in the heat pump controller 32. The circulation pump 62 and the heat medium heater 63 constituting the device temperature adjusting device 61 may be controlled by the battery controller 73. Further, the battery controller 73 is connected to outputs of a heat medium temperature sensor 76 for detecting the temperature of the heat medium (heat medium temperature Tw: the temperature of the object to be cooled by the temperature adjustment object heat exchanger) 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 a battery temperature sensor 77 for detecting the temperature of the battery 55 (the temperature of the battery 55 itself: battery temperature Tcell). In the embodiment, the remaining amount (the amount of stored electricity) of the battery 55, the charge information (the information on the charge, the charge completion time, the remaining charge time, and the like) of the battery 55, the heat medium temperature Tw, and the battery temperature Tcell are 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 on the charge completion time and the remaining charge time when charging the battery 55 is supplied from an external charger such as a rapid charger described later.
The heat pump controller 32 and the air conditioning controller 45 mutually receive and transmit data via the vehicle communication bus 65, control the respective devices based on the outputs of the respective sensors and the settings input by the air conditioning operation unit 53,however, in this embodiment, the outdoor air temperature sensor 33, the outdoor air humidity sensor 34, the HVAC intake temperature sensor 36, the indoor air temperature sensor 37, the indoor air humidity sensor 38, and the indoor CO are configured2The concentration sensor 39, the outlet temperature sensor 41, the insolation sensor 51, the vehicle speed sensor 52, the air volume Ga of the air flowing into the air flow path 3 and flowing through the air flow path 3 (calculated by the air conditioning controller 45), the air volume ratio SW of the air mix door 28 (calculated by the air conditioning controller 45), the voltage (BLV) of the indoor fan 27, 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 are used for the control of the heat pump controller 32.
Data (information) related to the control of the refrigerant circuit R is also transmitted from the heat pump controller 32 to the air conditioning controller 45 via the vehicle communication bus 65. The air volume ratio SW of the air mix door 28 is calculated by the air conditioning controller 45 in the range of 0 SW 1. When SW is 1, all the air passing through the heat absorber 9 is ventilated to the radiator 4 and the auxiliary heater 23 through the air mix damper 28.
In the above configuration, the operation of the vehicular air conditioning device 1 according to the embodiment will be described next. In this embodiment, the control device 11 (the air conditioning controller 45 and the heat pump controller 32) switches between the air conditioning operation in the heating mode, the dehumidification cooling mode, the cooling mode, and the air conditioning (priority) + battery cooling mode (1 st operation mode), the battery cooling (priority) + air conditioning mode (2 nd operation mode), and the battery cooling (individual) mode, and the defrosting mode. They are represented by figure 3.
In the embodiment, each air conditioning operation of the heating mode, the dehumidification cooling mode, the cooling mode, and the air conditioning (priority) + battery cooling mode is performed in the following cases: the battery 55 is not charged, the Ignition (IGN) of the vehicle is turned on, and the air conditioning switch of the air conditioning operation unit 53 is turned on. On the other hand, the battery cooling operation in the battery cooling (priority) + air conditioning mode and the battery cooling (individual) mode is executed when, for example, a plug of a rapid charger (external power supply) is connected to charge 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 device is turned on or when the ignition device is turned off but the battery 55 is being charged, and circulates the heat medium in the heat medium pipe 66 shown by the broken line in fig. 4 to 10. Further, although not shown in fig. 3, the heat pump controller 32 according to the embodiment also executes a battery heating mode in which the battery 55 is heated by causing the heat medium heating heater 63 of the device temperature adjusting device 61 to generate heat.
(1) Heating mode
First, a heating mode will be described with reference to fig. 4. The control of each device is executed by the cooperative operation of the heat pump controller 32 and the air conditioning controller 45, but the following description will be briefly described with the heat pump controller 32 as the control subject. Fig. 4 shows the flow direction of the refrigerant (solid arrow) in the refrigerant circuit R in the heating mode. When the heating mode is selected by the heat pump controller 32 (automatic mode) or by a 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 electromagnetic valve 21 and closes the electromagnetic valve 17, the electromagnetic valve 20, the electromagnetic valve 22, the electromagnetic valve 35, and the electromagnetic valve 69. The compressor 2 and the air-sending devices 15 and 27 are operated, and the air mixing damper 28 is in a state of adjusting the ratio of air blown out from the indoor air-sending device 27 to the radiator 4 and the auxiliary heater 23.
Thereby, 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 path 3 is ventilated to the radiator 4, the air in the air flow path 3 is heated by heat exchange with the high-temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by taking heat from the air, and condensed and liquefied.
The refrigerant liquefied in the radiator 4 flows out of the radiator 4, and then reaches the outdoor expansion valve 6 through the refrigerant pipes 13E and 13J. The refrigerant flowing into the outdoor expansion valve 6 is decompressed and then flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 evaporates, and absorbs heat (absorbs heat) by traveling or from outside air ventilated by the outdoor fan 15. That is, the refrigerant circuit R is a heat pump. And, the following cycle is repeated: the low-temperature refrigerant that has exited the exterior heat exchanger 7 reaches the refrigerant pipe 13C through the refrigerant pipe 13A, the refrigerant pipe 13D, and the electromagnetic valve 21, and further enters the accumulator 12 through the refrigerant pipe 13C, where the gas-liquid separation is performed, and then the gas refrigerant is sucked in from the refrigerant pipe 13K by the compressor 2. The air heated by the radiator 4 is blown out from the air outlet 29, and thus the vehicle interior is heated.
The heat pump controller 32 calculates a target radiator pressure PCO from a target heater temperature TCO (target temperature of the radiator 4) calculated from a target blowout temperature TAO (described later), which is a target temperature of air blown into the vehicle interior (target value of temperature of air blown into the vehicle interior), controls the rotation speed of the compressor 2 based on the target radiator pressure PCO and a radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47, and controls 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, thereby controlling the degree of supercooling of the refrigerant at the outlet of the radiator 4.
When the heating capacity (heating capacity) of the radiator 4 is insufficient for the necessary heating capacity, the heat pump controller 32 compensates for the shortage by the heat generation of the auxiliary heater 23. This allows the vehicle interior to be smoothly heated even at a low outside air temperature.
(2) Dehumidification heating mode
Next, the dehumidification and heating mode will be described with reference to fig. 5. Fig. 5 shows the flow direction of the refrigerant (solid arrows) in the refrigerant circuit R in the dehumidification and heating mode. In the dehumidification and heating mode, the heat pump controller 32 opens the solenoid valves 21, 22, 35, and closes the solenoid valves 17, 20, 69. The compressor 2 and the air-sending devices 15 and 27 are operated, and the air mixing damper 28 is in a state of adjusting the ratio of air blown out from the indoor air-sending device 27 to the radiator 4 and the auxiliary heater 23.
Thereby, 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 path 3 is ventilated to the radiator 4, the air in the air flow path 3 is heated by heat exchange with the high-temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by taking heat from the air, and condensed and liquefied.
The refrigerant liquefied in the radiator 4 comes out of the radiator 4, and a part of the refrigerant 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 and then flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 evaporates, and absorbs heat (absorbs heat) by traveling or from outside air ventilated by the outdoor fan 15. And, the following cycle is repeated: the low-temperature refrigerant that has exited the exterior heat exchanger 7 passes through the refrigerant pipe 13A, the refrigerant pipe 13D, and the electromagnetic valve 21 to reach the refrigerant pipe 13C, enters the accumulator 12 through the refrigerant pipe 13C, is subjected to gas-liquid separation, and then is sucked into the compressor 2 through the refrigerant pipe 13K.
On the other hand, the remaining part of the condensed refrigerant flowing through the refrigerant pipe 13E via the radiator 4 is branched, and the branched 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, and then flows into the heat absorber 9 through the solenoid valve 35 to be evaporated. At this time, moisture in the air blown out from the indoor fan 27 is condensed and adheres to the heat absorber 9 by the heat absorption action of the refrigerant generated by the heat absorber 9, and therefore, the air is cooled and dehumidified.
The refrigerant evaporated in the heat exchanger 9 repeats the following cycle: the refrigerant merges with the refrigerant from the refrigerant pipe 13D (the refrigerant from the exterior heat exchanger 7) coming out of the refrigerant pipe 13C, passes through the accumulator 12, and is sucked into the compressor 2 from the refrigerant pipe 13K. The air dehumidified by the heat absorber 9 is reheated while passing through the radiator 4 and the auxiliary heater 23 (when heat is generated), and thus dehumidification and heating of the vehicle interior are performed.
In the embodiment, the heat pump controller 32 controls the rotation speed of 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 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 and the target heat absorber temperature TEO as the target value thereof. At this time, the heat pump controller 32 selects a lower one of the calculated compressor target rotation speeds to control the compressor 2, based on the radiator pressure Pci or the heat absorber temperature Te. Further, the valve opening degree of the outdoor expansion valve 6 is controlled based on the heat absorber temperature Te.
In the case where the heating capacity (heating capacity) of the heat radiator 4 is insufficient for the necessary heating capacity in the dehumidification-air heating mode, the heat pump controller 32 supplements the shortage with heat generated by the auxiliary heater 23. This allows the interior of the vehicle to be smoothly dehumidified and heated even at a low outside air temperature.
(3) Dehumidification cooling mode
Next, the dehumidification and cooling mode will be described with reference to fig. 6. Fig. 6 shows the flow direction of the refrigerant (solid arrows) in the refrigerant circuit R in the dehumidification cooling mode. In the dehumidification cooling mode, the heat pump controller 32 opens the solenoid valves 17 and 35 and closes the solenoid valves 20, 21, 22, and 69. The compressor 2 and the air-sending devices 15 and 27 are operated, and the air mixing damper 28 is in a state of adjusting the ratio of the air blown from the indoor air-sending device 27 to be ventilated to the radiator 4 and the auxiliary heater 23.
Thereby, 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 path 3 is ventilated to the radiator 4, the air in the air flow path 3 is heated by heat exchange with the high-temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by taking heat from the air, and condensed and liquefied.
The refrigerant from the radiator 4 passes through the refrigerant pipes 13E and 13J to reach the outdoor expansion valve 6, and flows into the outdoor heat exchanger 7 through the outdoor expansion valve 6 controlled to be opened more (in a region having a larger valve opening degree) than in the heating mode and the dehumidification heating mode. The refrigerant flowing into the outdoor heat exchanger 7 is condensed by traveling or by air-cooling with outside air ventilated by the outdoor fan 15. The refrigerant flowing out of the exterior heat exchanger 7 enters the refrigerant pipe 13B through the refrigerant pipe 13A, the solenoid valve 17, the receiver-drier unit 14, and the subcooling unit 16, and reaches the indoor expansion valve 8 through the check valve 18. The refrigerant is decompressed by the indoor expansion valve 8, flows into the heat absorber 9 through the solenoid valve 35, and evaporates. By the heat absorption action at this time, moisture in the air blown out from the indoor fan 27 condenses and adheres to the heat absorber 9, and the air is cooled and dehumidified.
The refrigerant evaporated in the heat exchanger 9 repeats the following cycle: reaches the accumulator 12 through the refrigerant pipe 13C, and is sucked from the refrigerant pipe 13K by the compressor 2 through this passage. The air cooled and dehumidified by the heat absorber 9 is reheated (lower heating capacity than in the case of dehumidification and heating) while passing through the radiator 4 and the auxiliary heater 23 (when heat is generated), and thus the vehicle interior is dehumidified and cooled.
The heat pump controller 32 controls the rotation speed of the compressor 2 so that the heat absorber temperature Te becomes the target heat absorber temperature TEO 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), and controls the valve opening degree of the outdoor expansion valve 6 so that the radiator pressure Pci becomes the target radiator pressure PCO based on the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47 and the target radiator pressure PCO (target value of the radiator pressure Pci), thereby obtaining the required reheating amount (reheating amount) of the radiator 4.
In addition, when the heating capacity (reheating capacity) of the heat radiator 4 is insufficient for the necessary heating capacity in the dehumidification-air cooling mode, the heat pump controller 32 supplements the shortage by the heat generation of the auxiliary heater 23. Thus, the dehumidification and cooling are performed without excessively lowering the temperature in the vehicle interior.
(4) Refrigeration mode
Next, the cooling mode will be described with reference to fig. 7. Fig. 7 shows the flow direction of the refrigerant (solid arrows) in the refrigerant circuit R in the cooling mode. 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. The compressor 2 and the air-sending devices 15 and 27 are operated, and the air mixing damper 28 is in a state of adjusting the ratio of the air blown out from the indoor air-sending device 27 to be ventilated to the radiator 4 and the auxiliary heater 23. In addition, the auxiliary heater 23 is not energized.
Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. The air in the air flow path 3 is blown to the radiator 4, but the ratio thereof is small (only reheating during cooling), and therefore, it is considered that the air hardly passes through the radiator 4, and the refrigerant passes through the refrigerant pipe 13E and reaches the refrigerant pipe 13J. At this time, since the solenoid valve 20 is opened, the refrigerant passes through the solenoid valve 20, flows into the outdoor heat exchanger 7 as it is, and is cooled by air by traveling or by outside air ventilated by the outdoor fan 15, thereby being condensed and liquefied.
The refrigerant flowing out of the exterior heat exchanger 7 enters the refrigerant pipe 13B through the refrigerant pipe 13A, the solenoid valve 17, the receiver-drier unit 14, and the subcooling unit 16, and reaches the indoor expansion valve 8 through the check valve 18. The refrigerant is decompressed by the indoor expansion valve 8, flows into the heat absorber 9 through the solenoid valve 35, and evaporates. The air blown out from the indoor fan 27 and heat-exchanged with the heat absorber 9 is cooled by the heat absorption action at this time.
The refrigerant evaporated in the heat exchanger 9 repeats the following cycle: reaches the accumulator 12 through the refrigerant pipe 13C, and is sucked into the compressor 2 through the refrigerant pipe 13K. The air cooled by the heat absorber 9 is blown out into the vehicle interior from the air outlet 29, and thus 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 (preferred) + Battery Cooling mode (1 st operating mode)
Next, an air conditioning (priority) + battery cooling mode, which is the 1 st operation mode of the present invention, will be described with reference to fig. 8. Fig. 8 shows the flow direction of the refrigerant (solid line arrow) in the refrigerant circuit R 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 valve 21 and the solenoid valve 22.
The compressor 2 and the air-sending devices 15 and 27 are operated, and the air mixing damper 28 is in a state of adjusting the ratio of the air blown out from the indoor air-sending device 27 to be ventilated to the radiator 4 and the auxiliary heater 23. In this operation mode, the auxiliary heater 23 is not energized. Further, the heat medium heating heater 63 is not energized.
Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. The air in the air flow path 3 is blown to the radiator 4, but the ratio thereof is small (reheating only during cooling), and therefore, it is considered that the air hardly passes through the refrigerant, and the refrigerant coming out of the radiator 4 passes through the refrigerant pipe 13E and reaches the refrigerant pipe 13J. At this time, since the solenoid valve 20 is opened, the refrigerant passes through the solenoid valve 20, flows into the outdoor heat exchanger 7 as it is, and is cooled by air by traveling or by outside air ventilated by the outdoor fan 15, thereby being condensed and liquefied.
The refrigerant coming out of the exterior heat exchanger 7 passes through the refrigerant pipe 13A, the electromagnetic valve 17, the receiver-drier portion 14, and the subcooling portion 16, and enters the refrigerant pipe 13B. The refrigerant flowing into the refrigerant pipe 13B passes through the check valve 18 and is branched, and the refrigerant flows through the refrigerant pipe 13B as it is and reaches the indoor expansion valve 8. The refrigerant flowing into the indoor expansion valve 8 is decompressed, then flows into the heat absorber 9 through the solenoid valve 35, and evaporates. The air blown out from the indoor fan 27 and heat-exchanged with the heat absorber 9 is cooled by the heat absorption action at this time.
The refrigerant evaporated in the heat exchanger 9 repeats the following cycle: reaches the accumulator 12 through the refrigerant pipe 13C, and is sucked into the compressor 2 through the refrigerant pipe 13K. The air cooled by the heat absorber 9 is blown out into the vehicle interior from the air outlet 29, and thus the vehicle interior is cooled.
On the other hand, the remaining amount of the refrigerant passing through the check valve 18 is branched and flows into the branch pipe 67 to reach the auxiliary expansion valve 68. The refrigerant is decompressed and then flows into the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64 through the solenoid valve 69, where it is evaporated. In this case, an endothermic effect is exerted. The refrigerant evaporated in the refrigerant passage 64B repeats a cycle (indicated by solid arrows in fig. 8) drawn from the refrigerant pipe 13K by the compressor 2 through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12 in this order.
On the other hand, since the circulation pump 62 is operated, the heat medium discharged from the circulation pump 62 reaches the heat medium passage 64A of the refrigerant-heat medium heat exchanger 64 in the heat medium pipe 66, exchanges heat with the refrigerant evaporated in the refrigerant passage 64B, absorbs heat, and cools the heat medium. The heat medium discharged from the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 reaches the heat medium heater 63. However, in this operation mode, the heat medium heater 63 does not generate heat, and therefore the heat medium passes through the battery 55 without any change, and exchanges heat with the battery 55. Thereby, the battery 55 is cooled, and the heat medium that has cooled the battery 55 repeats the cycle (indicated by the broken-line arrow in fig. 8) of being sucked by the circulation pump 62.
In the air-conditioning (priority) + battery cooling mode, the heat pump controller 32 controls the rotation speed of the compressor 2 as shown in fig. 12 described later based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 while maintaining the state in which the electromagnetic valve 35 is open. Further, in the embodiment, solenoid valve 69 is controlled to open and close as described below based on the temperature of the heat medium detected by heat medium temperature sensor 76 (heat medium temperature Tw: delivered from battery controller 73).
The heat absorber temperature Te is the temperature of the heat absorber 9 of the example or the temperature of the object (air) to be cooled thereby. The heat medium temperature Tw is the temperature of the target (heat medium) to be cooled by the refrigerant-heat medium heat exchanger 64 (heat exchanger for object to be temperature-adjusted) in the embodiment, but may be an index indicating the temperature of the battery 55 to be temperature-adjusted (the same applies hereinafter).
Fig. 13 is a block diagram showing the open/close control of the electromagnetic valve 69 in the air-conditioning (priority) + battery cooling mode. The heat medium temperature Tw detected by the heat medium temperature sensor 76 and a predetermined target heat medium temperature twoo that is a target value of the heat medium temperature Tw are input to the temperature-adjusted solenoid valve control unit 90 of the heat pump controller 32. Then, the temperature-controlled-object solenoid valve control unit 90 sets the upper limit value TwUL and the lower limit value TwLL with a predetermined temperature difference between the upper and lower sides of the target heat medium temperature twoo, and opens the solenoid valve 69 (solenoid valve 69 on command) when the heat medium temperature Tw increases from the state where the solenoid valve 69 is closed due to heat generation of the battery 55 or the like and increases to the upper limit value TwUL. Thereby, the refrigerant flows into the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64 and evaporates, and the heat medium flowing through the heat medium passage 64A is cooled, so that the battery 55 is cooled by the cooled heat medium.
After that, when the heat medium temperature Tw decreases to the lower limit value TwLL, the solenoid valve 69 is closed (the solenoid valve 69 is commanded to close). After that, by repeating the opening and closing of the electromagnetic valve 69, the battery 55 is cooled by controlling the heat medium temperature Tw to the target heat medium temperature twoo, preferably while cooling the vehicle interior.
(6) Switching of air conditioning operation
The heat pump controller 32 calculates the target outlet air temperature TAO based on the following formula (I). The target outlet air temperature TAO is a target value of the temperature of the air blown out into the vehicle interior from the outlet port 29.
TAO＝(Tset-Tin)×K＋Tbal(f(Tset、SUN、Tam))
・・(I)
Here, Tset is a set temperature in the vehicle interior set by the air conditioning operation unit 53, Tin is a temperature of the vehicle interior air detected by the interior air temperature sensor 37, K is a coefficient, and Tbal is a balance value calculated from the set temperature Tset, the solar radiation amount SUN detected by the solar radiation sensor 51, and the outside air temperature Tam detected by the outside air temperature sensor 33. In general, the target outlet air temperature TAO is higher as the outside air temperature Tam is lower, and decreases as the outside air temperature Tam increases.
The heat pump controller 32 selects one of the air-conditioning operations based on the outside air temperature Tam detected by the outside air temperature sensor 33 at the time of startup and the target outlet air temperature TAO. After the start-up, the air conditioning operation is selected and switched according to changes in the operating conditions, environmental conditions, and setting conditions, such as the outside air temperature Tam, the target outlet air temperature TAO, and the heat medium temperature Tw. For example, the transition from the cooling mode to the air-conditioning (priority) + battery cooling mode is performed based on a battery cooling demand input from the battery controller 73. In this case, for example, when the heat medium temperature Tw and the battery temperature Tcell increase to or above predetermined values, the battery controller 73 outputs a battery cooling request and transmits the request to the heat pump controller 32 and the air conditioning controller 45.
(7) Battery cooling (priority) + air conditioning mode
Next, an operation during charging of the battery 55 will be described. For example, when a charging plug of a rapid charger (external power supply) is connected and the battery 55 is charged (these pieces of information are transmitted from the battery controller 73), and the Ignition (IGN) of the vehicle is turned on and the air-conditioning switch of the air-conditioning operation unit 53 is turned on, the heat pump controller 32 executes the battery cooling (priority) + air-conditioning mode. The flow direction of the refrigerant in the refrigerant circuit R in the battery cooling (priority) + air-conditioning mode is the same as that in the air-conditioning (priority) + battery cooling mode shown in fig. 8.
However, in the case of this battery cooling (priority) + air conditioning mode, in the embodiment, the heat pump controller 32 maintains the state in which the solenoid valve 69 is opened, and controls the rotation speed of the compressor 2 as shown in fig. 15 described later based on the heat medium temperature Tw detected by the heat medium temperature sensor 76 (transmitted from the battery controller 73). In the embodiment, based on the temperature of heat absorber 9 (heat absorber temperature Te) detected by heat absorber temperature sensor 48, solenoid valve 35 is controlled to open and close as follows.
Fig. 16 is a block diagram showing the open/close control of the electromagnetic valve 35 in the battery cooling (priority) + air conditioning mode. The heat sink temperature Te detected by the heat sink temperature sensor 48 and a predetermined target heat sink temperature TEO that is a target value of the heat sink temperature Te are input to the heat sink electromagnetic valve control unit 95 of the heat pump controller 32. The heat absorber solenoid valve control unit 95 sets an upper limit value teal and a lower limit value TeLL with a predetermined temperature difference between the upper and lower target heat absorber temperatures TEO, and opens the solenoid valve 35 when the heat absorber temperature Te increases from the state in which the solenoid valve 35 is closed to the upper limit value teal (an open command for the solenoid valve 35). Thereby, the refrigerant flows into the heat absorber 9 and evaporates, cooling the air flowing through the air flow passage 3.
After that, when the heat absorber temperature Te falls to the lower limit value TeLL, the solenoid valve 35 is closed (a command to close the solenoid valve 35). Thereafter, the opening and closing of solenoid valve 35 are repeated to preferentially cool battery 55 and control heat absorber temperature Te to target heat absorber temperature TEO to cool the vehicle interior.
(8) Battery cooling (stand alone) mode
Next, when the charging plug of the rapid charger is connected and the battery 55 is charged in a state where the Ignition (IGN) of the vehicle is turned off and the air-conditioning switch of the air-conditioning operation unit 53 is also turned off, the heat pump controller 32 executes the battery cooling (stand-alone) mode. Fig. 9 shows the flow direction (solid line arrow) of the cooling medium in the cooling medium circuit R in the battery cooling (single) mode. In the battery cooling (stand-alone) 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 fan 15 are operated. The indoor air-sending device 27 does not operate, and the auxiliary heater 23 is not energized. In this operation mode, the heat medium heater 63 is not energized.
Thereby, 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 path 3 does not flow into the radiator 4, only the refrigerant passing therethrough passes through the refrigerant pipe 13E from the radiator 4 and reaches the refrigerant pipe 13J. At this time, since the solenoid valve 20 is opened, the refrigerant passes through the solenoid valve 20, flows into the outdoor heat exchanger 7 as it is, is cooled by the outside air ventilated by the outdoor fan 15, and is condensed and liquefied.
The refrigerant coming out of the exterior heat exchanger 7 passes through the refrigerant pipe 13A, the electromagnetic valve 17, the receiver-drier portion 14, and the subcooling portion 16, and enters the refrigerant pipe 13B. The refrigerant flowing into the refrigerant pipe 13B passes through the check valve 18, and then all of the refrigerant flows into the branch pipe 67 and reaches the auxiliary expansion valve 68. Here, the refrigerant is decompressed and then flows into the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64 through the solenoid valve 69, where it is evaporated. In this case, an endothermic effect is exerted. The refrigerant evaporated in the refrigerant passage 64B repeats a cycle (indicated by solid arrows in fig. 9) that sequentially passes through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12 and is sucked into the compressor 2 from the refrigerant pipe 13K.
On the other hand, since the circulation pump 62 is operated, the heat medium discharged from the circulation pump 62 reaches the heat medium passage 64A of the refrigerant-heat medium heat exchanger 64 in the heat medium pipe 66, and absorbs heat by the refrigerant evaporated in the refrigerant passage 64B, thereby cooling the heat medium. The heat medium discharged from the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 reaches the heat medium heater 63. However, in this operation mode, the heat medium heater 63 does not generate heat, and therefore the heat medium passes through the battery 55 without any change, and exchanges heat with the battery 55. Thereby, the battery 55 is cooled, and the heat medium that has cooled the battery 55 repeats the cycle (indicated by the broken-line arrow in fig. 9) of being sucked by the circulation pump 62.
In this battery cooling (individual) mode, the heat pump controller 32 also controls the rotation speed of the compressor 2 as described later based on the heat medium temperature Tw detected by the heat medium temperature sensor 76, thereby cooling the battery 55.
(9) Defrost mode
Next, the defrosting mode of the outdoor heat exchanger 7 will be described with reference to fig. 10. Fig. 10 shows a flow direction of the refrigerant (solid arrow) in the refrigerant circuit R in the defrosting mode. In the heating mode described above, the refrigerant evaporates in the exterior heat exchanger 7, and absorbs heat from the outside air to become low temperature, so that moisture in the outside air turns into frost and adheres to the exterior heat exchanger 7.
Therefore, the heat pump controller 32 calculates a difference Δ TXO (TXObase-TXO) between the outdoor heat exchanger temperature TXO (refrigerant evaporation temperature of the outdoor heat exchanger 7) detected by the outdoor heat exchanger temperature sensor 49 and the refrigerant evaporation temperature TXObase when frosting does not occur in the outdoor heat exchanger 7, and determines that frosting has occurred in the outdoor heat exchanger 7 and sets a predetermined frosting flag when the state in which the difference Δ TXO is increased to a predetermined value or more by decreasing the outdoor heat exchanger temperature TXO than the refrigerant evaporation temperature TXObase when frosting does not occur continues for a predetermined time.
When the charging plug of the rapid charger is connected and the battery 55 is charged in a state where the frost formation flag is set and the air-conditioning switch of the air-conditioning operation unit 53 is off, the heat pump controller 32 executes the defrosting mode of the outdoor heat exchanger 7 as follows.
In the defrosting mode, the heat pump controller 32 sets the refrigerant circuit R to the heating mode described above and fully opens the valve opening degree of the outdoor expansion valve 6. Then, the compressor 2 is operated, and the high-temperature refrigerant discharged from the compressor 2 flows into the exterior heat exchanger 7 through the radiator 4 and the exterior expansion valve 6, thereby melting frost formed on the exterior heat exchanger 7 (fig. 10). When the outdoor heat exchanger temperature TXO detected by the outdoor heat exchanger temperature sensor 49 is higher than a predetermined defrosting end temperature (for example, + 3 ℃.
(10) Battery heating mode
Further, when the air conditioning operation is performed or the battery 55 is charged, the heat pump controller 32 performs the battery heating mode. In the battery heating mode, the heat pump controller 32 operates the circulation pump 62 to energize the heat medium heating heater 63. In addition, the electromagnetic valve 69 is closed.
Thus, the heat medium discharged from the circulation pump 62 reaches the heat medium passage 64A of the refrigerant-heat medium heat exchanger 64 in the heat medium pipe 66, and reaches the heat medium heater 63 through this passage. At this time, the heat medium heater 63 generates heat, and therefore, the heat medium is heated by the heat medium heater 63 to increase its temperature, and then reaches the battery 55 to exchange heat with the battery 55. Thereby, the battery 55 is heated, and the heat medium heated by the battery 55 repeats the circulation by 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, thereby adjusting the heat medium temperature Tw to a predetermined target heat medium temperature twoo and heating the battery 55.
(11) Control of the compressor 2 of the heat pump controller 32
The heat pump controller 32 calculates a target rotation speed TGNCh of the compressor 2 (compressor target rotation speed) from the control block diagram of fig. 11 in the heating mode based on the radiator pressure Pci, and calculates a target rotation speed TGNCc of the compressor 2 (compressor target rotation speed) from the control block diagram of fig. 12 based on the heat absorber temperature Te in the dehumidification cooling mode, the cooling mode, and the air conditioning (priority) + battery cooling mode. In addition, the lower direction of the compressor target rotation speed TGNCh and the compressor target rotation speed TGNCc is selected in the dehumidification and heating mode. In the battery cooling (priority) + air conditioning mode and the battery cooling (individual) mode, the target rotation speed (compressor target rotation speed) TGNCw of the compressor 2 is calculated from the control block diagram of fig. 13 based on the heat medium temperature Tw.
(11-1) calculating a compressor target rotation speed TGNCh based on the 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. 11. Fig. 11 is a control block diagram of the heat pump controller 32 that calculates a target rotation speed TGNCh of the compressor 2 (compressor target rotation speed) based on the radiator pressure Pci. The F/F (feed forward) operation amount calculation unit 78 of the heat pump controller 32 calculates the F/F operation amount TGNChff of the compressor target rotational speed based on the outdoor air temperature Tam obtained from the outdoor air temperature sensor 33, the blower voltage BLV of the indoor fan 27, the air volume ratio SW of the air mix damper 28 obtained by SW ═ TAO-Te)/(Thp-Te), the target subcooling degree TGSC which is the target value of the subcooling degree SC of the refrigerant at the outlet of the radiator 4, the target heater temperature TCO which is the target value of the heater temperature Thp, and the target radiator pressure PCO which is the target value of the pressure of the radiator 4.
The heater temperature Thp is an air temperature (estimated value) on the leeward side of the radiator 4, and is calculated (estimated) from the radiator pressure Pci detected by the radiator pressure sensor 47 and the refrigerant outlet temperature Tci of the radiator 4 detected by the radiator outlet temperature sensor 44. The degree of subcooling 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 calculation unit 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 rotation speed by PID calculation or PI calculation based on the target radiator pressure PCO and the radiator pressure Pci. The F/F manipulated variable TGNChff calculated by the F/F manipulated variable calculation unit 78 and the F/B manipulated variable TGNChfb calculated by the F/B manipulated variable calculation unit 81 are added by the adder 82, and are input to the limit setting unit 83 as TGNCh 00.
After TGNCh0 is set in the limit setting unit 83 with limits for the lower limit rotation speed ecnpdlimo and the upper limit rotation speed ECNpdLimHi in control, the compressor target rotation speed TGNCh is determined via the compressor shutdown control unit 84. In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 so that the radiator pressure Pci becomes the target radiator pressure PCO, based on the compressor target rotation speed TGNCh calculated based on the radiator pressure Pci.
When the compressor target rotation speed TGNCh reaches the lower limit rotation speed ecnpdlilo and the radiator pressure Pci is increased to the upper limit value PUL set at the upper and lower levels of the target radiator pressure PCO and the upper limit value PUL in the lower limit value PLL for the predetermined time th1, the compressor shutdown control unit 84 stops the compressor 2 and enters the on-off mode in which the compressor 2 is turned on and off.
In the on-off mode of the compressor 2, when the radiator pressure Pci is decreased to the lower limit PLL, the compressor 2 is started, the compressor target rotation speed TGNCh is operated as the lower limit rotation speed ecnpdlimo, and when the radiator pressure Pci is increased to the upper limit PUL in this 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 ecnpdlimo are repeated. When the compressor 2 is started with the radiator pressure Pci reduced to the lower limit value PUL and the state where the radiator pressure Pci is not higher than the lower limit value PUL continues for the predetermined time th2, the on-off mode of the compressor 2 is terminated and the normal mode is returned.
(11-2) calculating the compressor target rotation speed TGNCc based on the Heat absorber temperature Te
Next, the control of the compressor 2 based on the heat absorber temperature Te will be described in detail with reference to fig. 12. Fig. 12 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed TGNCc of the compressor 2 (compressor target rotation speed) based on the heat absorber temperature Te. The F/F operation amount calculation unit 86 of the heat pump controller 32 calculates an F/F operation amount TGNCcff of the compressor target rotation speed based on the outside air temperature Tam, the air volume Ga of the air flowing through the air flow path 3 (which may be the blower voltage BLV of the indoor fan 27), the target radiator pressure PCO, and the target heat absorber temperature TEO, which is a target value of the heat absorber temperature Te.
The F/B manipulated variable calculator 87 calculates the F/B manipulated variable TGNCcfb for the target compressor rotation speed by PID calculation or PI calculation based on the target heat absorber temperature TEO and the heat absorber temperature Te. The F/F manipulated variable TGNCcff calculated by the F/F manipulated variable calculating unit 86 and the F/B manipulated variable TGNCcfb calculated by the F/B manipulated variable calculating unit 87 are added by an adder 88, and are input to a limit setting unit 89 as TGNCc 00.
After TGNCc0 is set in limit setting section 89 with limits for the lower limit rotation speed TGNCcLimLo and the upper limit rotation speed tgnccliohi for control, compressor target rotation speed TGNCc is determined via compressor shutdown control section 91. Therefore, if the added value TGNCc00 is within the upper limit rotation speed TGNCcLimHi and the lower limit rotation speed TGNCcLimLo and is not in the on-off mode described later, the value TGNCc00 is the compressor target rotation speed TGNCc (which is the rotation speed of the compressor 2). In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 so that the heat absorber temperature Te becomes the target heat absorber temperature TEO, based on the target compressor rotation speed TGNCc calculated based on the heat absorber temperature Te.
When the compressor target rotation speed tgncclilo and the heat absorber temperature Te have fallen to the lower limit value tel of the upper limit value teal and the lower limit value TeLL set at the upper and lower levels of the target heat absorber temperature TEO for the predetermined time tc1, the compressor shutdown control unit 91 stops the compressor 2 and enters the on-off mode in which the compressor 2 is turned on and off.
In the on-off mode of the compressor 2 in this case, when the heat absorber temperature Te rises to the upper limit value teal, the compressor 2 is started to operate the compressor target rotation speed TGNCc at the lower limit rotation speed tgncclilo, and when the heat absorber temperature Te falls to the lower limit value TeLL in this 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 TGNCcLimLo are repeated. When the compressor 2 is started with the heat absorber temperature Te increased to the upper limit value teal, and the state where the heat absorber temperature Te is not lower than the upper limit value teal continues for the predetermined time tc2, the on-off mode of the compressor 2 in this case is ended, and the normal mode is returned.
(11-3) calculating the compressor target rotation speed TGNCw based on the heating 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. 15. Fig. 15 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed TGNCw of the compressor 2 (compressor target rotation speed) based on the heat medium temperature Tw. The F/F operation amount calculation unit 92 of the heat pump controller 32 calculates the F/F operation amount tgnccwf of the compressor target rotation speed based on the outside air temperature Tam, the flow rate Gw of the heat medium in the device temperature adjustment device 61 (calculated from the output of the circulation pump 62), the amount of heat generated by the battery 55 (transmitted from the battery controller 73), the battery temperature Tcell (transmitted from the battery controller 73), and the target heat medium temperature twoo as the target value of the heat medium temperature Tw.
The F/B operation amount calculation unit 93 calculates the F/B operation amount TGNCwfb of the target compressor rotation speed by PID calculation or PI calculation based on the target heat medium temperature TWO and the heat medium temperature Tw (transmitted from the battery controller 73). The F/F manipulated variable TGNCwff calculated by the F/F manipulated variable calculating unit 92 and the F/B manipulated variable TGNCwfb calculated by the F/B manipulated variable calculating unit 93 are added by an adder 94, and are input to a limit setting unit 96 as TGNCw 00.
After TGNCw0 is set in limit setting section 96 with limits for lower limit rotation speed tgncwlimo and upper limit rotation speed TGNCwLimHi for control, compressor target rotation speed TGNCw is determined via compressor shutdown control section 97. Therefore, if the value TGNCw00 added by the adder 94 is within the upper limit rotation speed TGNCwLimHi and the lower limit rotation speed tgncwlimo and is not in the on-off mode described later, the value TGNCw00 is the compressor target rotation speed TGNCw (which is the rotation speed of the compressor 2). In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 so that the heat medium temperature Tw becomes the target heat medium temperature twoo, based on the compressor target rotation speed TGNCw calculated based on the heat medium temperature Tw.
When the compressor off control unit 97 continues for the predetermined time Tw1 with the compressor target rotation speed TGNCw being equal to the lower limit rotation speed tgncwlimo and the heat medium temperature Tw being lowered to the lower limit value TwLL of the upper limit value TwUL and the lower limit value TwLL set at the upper and lower sides of the target heat medium temperature TWO, the compressor 2 is stopped and the compressor 2 is turned on and off in the on-off mode of the on-off control.
In the on-off mode of the compressor 2 in this case, when the heat medium temperature Tw increases to the upper limit TwUL, the compressor 2 is started to operate the compressor target rotation speed TGNCw at the lower limit rotation speed tgncwlimo, and when the heat medium temperature Tw decreases to the lower limit TwLL in this 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 tgncwllimlo are repeated. When the heat medium temperature Tw is increased to the upper limit value TwUL and the compressor 2 is started and the state where the heat medium temperature Tw is not lower than the upper limit value TwUL continues for the predetermined time period Tw2, the on-off mode of the compressor 2 in this case is completed and the normal mode is returned.
(12) Control of change of target compressor rotation speeds TGNCc and TGNCw when opening and closing of solenoid valve 69 and solenoid valve 35
Here, the timing chart of fig. 18 shows the open/close states of the electromagnetic valves 69 and 35 in the air-conditioning (priority) + battery cooling mode, the heat medium temperature Tw, the rotation speed NC of the compressor 2, and the change in the heat absorber temperature Te. In the air-conditioning (priority) + battery cooling mode, the solenoid valve 69 is controlled to open and close as shown in fig. 13. Therefore, in the air-conditioning (priority) + battery cooling mode in which the rotation speed of the compressor 2 is controlled at the heat sink temperature Te, immediately after the solenoid valve 69 is opened from the closed state, the refrigerant flowing into the heat sink 9 rapidly decreases, and the heat sink temperature Te rapidly increases as indicated by P1 in fig. 18. On the other hand, immediately after the electromagnetic valve 69 is closed in a state where it is open, the refrigerant flowing into the heat absorber 9 rapidly increases, and the heat absorber temperature Te rapidly decreases as indicated by P2 in fig. 18.
Fig. 19 is a timing chart showing changes in the open/close states of the electromagnetic valves 69 and 35, the heat absorber temperature Te, the rotation speed NC of the compressor 2, and the heat medium temperature Tw in the battery cooling (priority) + air conditioning mode. In the battery cooling (priority) + air conditioning mode, the solenoid valve 35 is controlled to open and close as shown in fig. 16. Therefore, in the battery cooling (priority) + air conditioning mode in which the rotation speed of the compressor 2 is controlled at the heat medium temperature Tw, the refrigerant flowing into the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64 rapidly decreases immediately after the solenoid valve 35 is opened from the closed state, and the heat medium temperature Tw rapidly increases as indicated by P3 in fig. 19. On the other hand, immediately after the solenoid valve 35 is closed in a state where it is opened, the refrigerant flowing into the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64 rapidly increases, and the heat medium temperature Tw rapidly decreases as shown by P4 in fig. 19.
This is because the calculation of the target compressor rotation speeds TGNCc and TGNCw shown in fig. 12 and 15 cannot follow the change of the flow path of the refrigerant circuit R, and the following problem occurs: in the air-conditioning (priority) + battery cooling mode, the temperature of the air blown into the vehicle interior immediately after the opening/closing operation of the electromagnetic valve 69 largely varies, and in the battery cooling (priority) + air-conditioning mode, the heat medium temperature Tw largely varies and the cooling capacity of the battery 55 largely varies immediately after the opening/closing operation of the electromagnetic valve 35.
Therefore, in the embodiment, the heat pump controller 32 executes control for changing the target compressor rotation speeds TGNCc and TGNCw when the solenoid valves 69 and 35 are opened and closed, as described below.
(12-1) control of change of target rotation speed TGNCc of compressor at opening/closing of solenoid valve 69 (valve device for temperature control target) in air-conditioning (priority) + Battery Cooling mode (1 st operation mode) (1 thereof)
An example of the control of changing the target compressor rotation speed TGNCc when the solenoid valve 69 is opened and closed in the air-conditioning (priority) + battery cooling mode by the heat pump controller 32 will be described below with reference to fig. 12 to 14. In the operation of the compressor target rotation speed TGNCc of the control block diagram of fig. 12, the heat pump controller 32 always stores the value TGNCcff added to the F/F operation amount TGNCcff and the F/B operation amount TGNCcfb by the adder 88 (the rotation speed of the compressor 2 of the present invention) in the memory 32M at each control cycle.
In the control cycle at time TM4 in fig. 14, for example, when the solenoid valve 69 is opened from the closed state, the last value at the position indicated by P5 in fig. 14 of the value TGNCc00 (the rotation speed at the time when the solenoid valve 69 was opened last) during the time TM1 to TM3 at which the solenoid valve 69 was opened last is set as the previous value TGNCc00z, and the target compressor rotation speed TGNCc in the control cycle at time TM4 is changed to the previous value TGNCc00z as indicated by the broken-line arrow in fig. 14. Thereby, the rotation speed NC of the compressor 2 immediately rises. Further, the operation is returned to the normal TGNCc from the subsequent control cycle.
In addition, in the control cycle of time TM5 in fig. 14, for example, when solenoid valve 69 is closed from an open state, the last value of the position indicated by P6 in fig. 14 for the period TGNCc00 (the rotation speed at the time when solenoid valve 69 was closed last) from time TM3 to TM4 at which solenoid valve 69 was closed last time is set as previous value TGNCc00z, and as indicated by the broken line arrow in fig. 14, target compressor rotation speed TGNCc in the control cycle of time TM5 is changed to this previous value TGNCc00 z. Thereby, the rotation speed NC of the compressor 2 immediately decreases. Further, the operation is returned to the normal TGNCc from the subsequent control cycle.
Further, in the control cycle at time TM6 in fig. 14, for example, when the solenoid valve 69 is opened from the closed state, the last value of the position indicated by P7 in fig. 14, which is the value TGNCc00 of the period from time TM4 to time TM5 at which the solenoid valve 69 was opened last time, is set as the previous value TGNCc00z, and the target compressor rotation speed TGNCc in the control cycle at time TM6 is changed to the previous value TGNCc00z as indicated by a broken-line arrow in fig. 14. Thereby, the rotation speed NC of the compressor 2 immediately rises. Further, the operation is returned to the normal TGNCc from the subsequent control cycle.
In this way, when the electromagnetic valve 69 is opened from the closed state, the rotation speed NC of the compressor 2 is increased, and when the electromagnetic valve 69 is closed from the open state, the rotation speed NC of the compressor 2 is decreased, so that when the electromagnetic valve 69 is opened from the closed state, the rotation speed NC of the compressor 2 can be increased in a situation where the refrigerant flowing into the heat absorber 9 is rapidly decreased, and when the electromagnetic valve 69 is closed from the open state, the rotation speed NC of the compressor 2 can be decreased in a situation where the refrigerant flowing into the heat absorber 9 is rapidly increased.
Accordingly, since the rotation speed NC of the compressor 2 is changed in immediate response to the change of the refrigerant flow path, and the heat absorber temperature Te can be stably controlled to the target heat absorber temperature TEO as shown in the lowermost layer of fig. 14, it is possible to eliminate a problem that the temperature of the air blown into the vehicle interior greatly fluctuates and the passenger feels uncomfortable. Further, since the refrigerant can be smoothly supplied to the refrigerant/heat medium heat exchanger 64 even when the electromagnetic valve 69 is opened, cooling of the vehicle interior of the heat absorber 9 and cooling control of the battery 55 of the refrigerant/heat medium heat exchanger 64 can be stably realized in any case.
Specifically, in this embodiment, the heat pump controller 32 sets the last value TGNCc00 of the period during which the electromagnetic valve 69 was opened last time to the last value TGNCc00z when the electromagnetic valve 69 is opened from the closed state, changes the target compressor rotation speed TGNCc to the last value TGNCc00z, and sets the last value TGNCc00 of the period during which the electromagnetic valve 69 was closed last time to the last value TGNCc00z when the electromagnetic valve 69 is closed from the open state, changes the target compressor rotation speed TGNCc to the last value TGNCc00z, so it is possible to change the rotation speed of the compressor 2 to an appropriate value immediately in correspondence with the opening and closing of the electromagnetic valve 69.
In this embodiment, the last value TGNCc00 of the period during which the solenoid valve 69 was opened last time is set to the last value TGNCc00z when the solenoid valve 69 is opened from the closed state, and the last value TGNCc00 of the period during which the solenoid valve 69 was closed last time is set to the last value TGNCc00z when the solenoid valve 69 is closed from the opened state, but the present invention is not limited thereto, and any value of TGNCc00 of the period during which the solenoid valve 69 was opened last time or the average value thereof may be set to the last value TGNCc00z when the solenoid valve 69 is opened last time, or any value of TGNCc00 of the period during which the solenoid valve 69 was closed last time or the average value thereof may be set to the last value TGNCc00z when the solenoid valve 69 is closed from the opened state (the same applies hereinafter).
(12-2) control of change of compressor target rotation speed TGNCc at opening and closing of solenoid valve 69 in air-conditioning (preferred) + Battery Cooling mode (2 thereof)
Here, in the above embodiment, the heat pump controller 32 sets the value TGNCc00 of the period during which the electromagnetic valve 69 was opened last time to the previous value TGNCc00z when the electromagnetic valve 69 was opened last time, and sets the value TGNCc00 of the period during which the electromagnetic valve 69 was closed last time to the previous value TGNCc00z when the electromagnetic valve 69 was closed last time, but the present invention is not limited to this, and may change the target compressor rotation speed TGNCc to the value TGNCc00z × K1 multiplied by the predetermined correction coefficient K1 when the electromagnetic valve 69 was opened last time, and may change the last value ncc00 of the period during which the electromagnetic valve 69 was closed last time to the previous value TGNCc00z when the electromagnetic valve 69 was closed from the opened state, and further change the target compressor rotation speed TGNCc to the value TGNCc00 multiplied by the predetermined correction coefficient K2 × 1K 1 when the electromagnetic valve 69 was closed last time.
The correction coefficients K1 and K2 are determined to be appropriate values in advance through experiments. By multiplying the previous value TGNCc00z by the correction coefficients K1 and K2 in this way, the correction coefficients K1 and K2 are set according to the characteristics and environment of the air conditioner 1 for a vehicle, and the rotation speed of the compressor 2 can be changed to a more appropriate value.
(12-3) control of Change of compressor target rotation speed TGNCc at opening and closing of solenoid valve 69 in air-conditioning (preferred) + Battery Cooling mode (3 thereof)
For example, when the electromagnetic valve 69 is closed at time TM3 in fig. 14, since the time when the vehicle air conditioner 1 starts the compressor 2 from a stopped state is the first time when the electromagnetic valve 69 is closed, the last value TGNCc00z of the period during which the electromagnetic valve 69 was closed last time does not exist in the memory 32M.
In this way, when the solenoid valve 69 is closed from the opened state without the previous value TGNCc00z, the integral term of the F/B manipulated variable arithmetic unit 87 in the control block diagram of fig. 12 is cleared. By clearing the integral term, the F/B operation amount TGNCcfb of the compressor target rotation speed decreases, so the target compressor rotation speed TGNCc also decreases.
When the solenoid valve 69 is opened from the closed state in the state where the previous value TGNCc00z is not present, the integral term of the F/B manipulated variable calculator 87 in the control block diagram of fig. 12 is increased by the predetermined value TGNCcfb 1. By increasing the integral term, the F/B operation amount TGNCcfb of the compressor target rotation speed increases, and therefore the target compressor rotation speed TGNCc also increases.
The predetermined value TGNCcfb1 is also experimentally determined in advance to be an appropriate value. Thus, for example, even when the previous value TGNCc00z does not exist in the memory 32M, the rotation speed of the compressor 2 can be changed to an appropriate value immediately in accordance with the opening and closing of the electromagnetic valve 69. In addition, this case is also restored to the normal TGNCc calculation from the subsequent control cycle.
(12-4) control of Change of compressor target rotation speed TGNCc at opening and closing of solenoid valve 69 in air-conditioning (preferred) + Battery Cooling mode (4 thereof)
Similarly, for example, when the previous value TGNCc00z is not present, the value TGNCc00 added by the adder 88 may be increased by the predetermined value X1 when the solenoid valve 69 is opened from the closed state, and conversely, the value TGNCc00 may be decreased by the predetermined value X2 when the solenoid valve 69 is closed from the open state, without being described above.
The predetermined values X1 and X2 are also determined to be appropriate values in advance through experiments. In this way, even when the previous value TGNCc00z does not exist in the memory 32M, the predetermined values X1 and X2 are set appropriately in advance, whereby the rotation speed of the compressor 2 can be changed to an appropriate value immediately in accordance with the opening and closing of the electromagnetic valve 69. In addition, this case is also restored to the normal TGNCc calculation from the subsequent control cycle.
(12-5) control of Change of compressor target rotation speed TGNCw upon opening/closing of electromagnetic valve 35 (valve device for heat absorber) in Battery Cooling (priority) + air Conditioning mode (2 nd operation mode) (1 thereof)
Next, an example of the control of changing the target compressor rotation speed TGNCw when the electromagnetic valve 35 is opened and closed by the heat pump controller 32 in the battery cooling (priority) + air-conditioning mode will be described with reference to fig. 15 to 17. In the operation of the compressor target rotation speed TGNCw of the control block diagram of fig. 15, the heat pump controller 32 always stores the value TGNCw00 (the rotation speed of the compressor 2 of the present invention) obtained by adding the F/F operation amount TGNCwff and the F/B operation amount TGNCwfb by the adder 94 in the memory 32M for each control cycle.
When the solenoid valve 35 is opened from the closed state in the control cycle at time TM10 in fig. 17, for example, the last value at the position indicated by P8 in fig. 17 in the value TGNCw00 (the rotation speed at the time when the solenoid valve 35 was opened last) of the period from time TM7 to time TM9 at which the solenoid valve 35 was opened last time is set as the previous value TGNCw00z, and the target compressor rotation speed TGNCw in the control cycle at time TM10 is changed to the previous value TGNCw00z as indicated by the broken-line arrow in fig. 17. Thereby, the rotation speed NC of the compressor 2 immediately rises. Further, the operation is returned to the normal TGNCw from the subsequent control cycle.
In addition, for example, when the solenoid valve 35 is closed from the open state in the control cycle at time TM11 in fig. 17, the last value of the position indicated by P9 in fig. 17 among the value TGNCw00 (the rotation speed at the time when the solenoid valve 35 was closed last time) during the time TM9 to TM10 at which the solenoid valve 35 was closed last time is set as the previous value TGNCw00z, and the target compressor rotation speed TGNCw in the control cycle at time TM11 is changed to the previous value TGNCw00z as indicated by a broken-line arrow in fig. 17. Thereby, the rotation speed NC of the compressor 2 immediately decreases. Further, the operation is returned to the normal TGNCw from the subsequent control cycle.
Further, for example, when the solenoid valve 35 is opened from the closed state in the control cycle at time TM12 in fig. 17, the last value of the position indicated by P10 in fig. 17 in the value TGNCw00 of the period from time TM10 to time TM11 at which the solenoid valve 35 was opened last time is set as the previous value TGNCw00z, and the target compressor rotation speed TGNCw in the control cycle at time TM12 is changed to the previous value TGNCw00z as indicated by a broken-line arrow in fig. 17. Thereby, the rotation speed NC of the compressor 2 immediately rises. Further, the operation is returned to the normal TGNCw from the subsequent control cycle.
In this way, when the electromagnetic valve 35 is opened from the closed state, the rotation speed NC of the compressor 2 is increased, and when the electromagnetic valve 35 is closed from the open state, the rotation speed NC of the compressor 2 is decreased, so that when the electromagnetic valve 35 is opened from the closed state, the rotation speed NC of the compressor 2 is increased in a situation where the refrigerant flowing into the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64 is rapidly decreased, and when the electromagnetic valve 35 is closed from the open state, the rotation speed NC of the compressor 2 is decreased in a situation where the refrigerant flowing into the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64 is rapidly increased.
Accordingly, since the rotation speed NC of the compressor 2 is changed immediately in accordance with the change of the refrigerant flow path and the heat medium temperature Tw can be stably controlled to the target heat medium temperature twoo as shown in the lowermost layer of fig. 17, the temperature of the heat medium circulating through the battery 55 greatly fluctuates, and a problem of insufficient cooling of the battery 55 can be solved. Further, since the refrigerant can be smoothly supplied to the heat absorber 9 even when the electromagnetic valve 35 is opened, the cooling control of the battery 55 of the refrigerant-heat medium heat exchanger 64 and the cooling of the interior of the heat absorber 9 can be stably realized in any case.
Specifically, in this embodiment, the heat pump controller 32 sets the last value TGNCw00 of the period during which the electromagnetic valve 35 was opened last time to the last value TGNCw00z when the electromagnetic valve 35 is opened from the closed state, changes the target compressor rotation speed TGNCw to the last value TGNCw00z, and sets the last value TGNCw00 of the period during which the electromagnetic valve 35 was closed last time to the last value TGNCw00z and changes the target compressor rotation speed TGNCw to the last value TGNCw00z when the electromagnetic valve 35 is closed from the open state, so it is possible to change the rotation speed of the compressor 2 to an appropriate value immediately in correspondence with the opening and closing of the electromagnetic valve 35.
In this embodiment, when the solenoid valve 35 is opened from the closed state, the last value TGNCw00 of the period during which the solenoid valve 35 was opened last time is set to the previous value TGNCw00z, and when the solenoid valve 35 is closed from the open state, the last value TGNCw00 of the period during which the solenoid valve 35 was closed last time is set to the previous value TGNCw00z, but the present invention is not limited thereto, and when the solenoid valve 35 is opened from the closed state, a certain value of TGNCw00 of the period during which the solenoid valve 35 was opened last time or an average value thereof may be set to the previous value TGNCw00z, or when the solenoid valve 35 is closed from the open state, a certain value of TGNCw00 of the period during which the solenoid valve 35 was closed last time or an average value thereof may be set to the previous value TGNCw00z (the same applies hereinafter).
(12-6) control of change of target rotation speed TGNCw of compressor at opening and closing of solenoid valve 35 in battery cooling (preferred) + air-conditioning mode (2 thereof)
Here, in the above embodiment, when the solenoid valve 35 is opened from the closed state, the heat pump controller 32 sets the value TGNCw00 of the period in which the solenoid valve 35 was opened last time as the previous value TGNCw00z, and when the solenoid valve 35 is closed from the open state, the value TGNCw00 of the period in which the solenoid valve 35 was closed last time as the previous value TGNCw00z, but the present invention is not limited thereto, and when the solenoid valve 35 is opened from the closed state, the last value TGNCw00 of the period in which the solenoid valve 35 was opened last time is set as the previous value TGNCw00z, and the target compressor rotation speed TGNCw may be changed to the value TGNCw00z × K3 multiplied by the predetermined correction coefficient K3, or when the solenoid valve 35 is closed from the open state, the last value ncw00 of the period in which the solenoid valve 35 was closed last time is set as the previous value TGNCw00z, and the target compressor rotation speed TGNCw may be changed to the value TGNCw 4 × 4 multiplied by the predetermined correction coefficient K00 z × z.
The correction coefficients K3 and K4 are experimentally determined in advance to be appropriate values. By multiplying the previous value TGNCw00z by the correction coefficients K3 and K4 in this way, the correction coefficients K3 and K4 are set according to the characteristics and environment of the air conditioner 1 for a vehicle, and the rotation speed of the compressor 2 can be changed to a more appropriate value.
(12-7) control of change of target rotation speed TGNCw of compressor at opening and closing of solenoid valve 35 in Battery Cooling (preferred) + air Conditioning mode (3 thereof)
For example, when the electromagnetic valve 35 is closed at time TM9 in fig. 17, since the first time the electromagnetic valve 35 is closed after the compressor 2 is started from a state in which the vehicle air conditioner 1 is stopped, the previous value TGNCw00z of the period during which the electromagnetic valve 35 was closed last time does not exist in the memory 32M.
In this way, when the solenoid valve 35 is closed from the opened state without the previous value TGNCw00z, the integral term of the F/B manipulated variable arithmetic unit 93 in the control block diagram of fig. 15 is cleared. By clearing the integral term, the F/B manipulated variable TGNCwfb of the compressor target rotation speed decreases, and therefore the target compressor rotation speed TGNCw also decreases.
In the state where the previous value TGNCw00z is not present, when the solenoid valve 35 is opened from the closed state, the integral term of the F/B manipulated variable arithmetic unit 93 in the control block diagram of fig. 15 is increased by the predetermined value TGNCwfb 1. By increasing the integral term, the F/B manipulated variable TGNCwfb of the compressor target rotation speed increases, and therefore the target compressor rotation speed TGNCw also increases.
The present invention is also effective in the case where only one of the above-described zero clearing and rising of the integral term is implemented. The predetermined value TGNCwfb1 is also determined to be an appropriate value in advance through experiments. In this way, for example, even when the previous value TGNCw00z does not exist in the memory 32M, the rotation speed of the compressor 2 can be changed to an appropriate value in response to the opening and closing of the electromagnetic valve 35. In addition, this case is also restored to the normal TGNCw calculation from the subsequent control cycle.
(12-8) control of change of compressor target rotation speed TGNCw at opening and closing of solenoid valve 35 in Battery Cooling (preferred) + air Conditioning mode (4 thereof)
Similarly, for example, when the previous value TGNCw00z is not present, the value TGNCw00 added by the adder 94 may be increased by the predetermined value X3 when the solenoid valve 35 is opened from the closed state, and conversely, the value TGNCw00 may be decreased by the predetermined value X4 when the solenoid valve 35 is closed from the opened state, without following the above description.
The predetermined values X3 and X4 are also determined in advance by experiments to be suitable values. In this way, even when the previous value TGNCw00z does not exist in the memory 32M, the predetermined values X3 and X4 are set in advance appropriately, and the rotation speed of the compressor 2 can be changed to an appropriate value immediately in accordance with the opening and closing of the electromagnetic valve 35. In addition, this case is also restored to the normal TGNCw calculation from the subsequent control cycle.
In the embodiment, the rotation speed of the compressor 2 is increased when the solenoid valve 69 is opened from the closed state, and the rotation speed of the compressor 2 is decreased when the solenoid valve 69 is closed from the open state. In the above-described embodiment, the heat medium temperature Tw is used as the temperature of the object (heat medium) to be cooled by the refrigerant-heat medium heat exchanger 64 (heat exchanger for object to be temperature-adjusted), but the battery temperature Tcell may be used as the temperature of the object to be cooled by the refrigerant-heat medium heat exchanger 64 (heat exchanger for object to be temperature-adjusted), and the temperature of the refrigerant-heat medium heat exchanger 64 (the temperature of the refrigerant-heat medium heat exchanger 64 itself, the temperature of the refrigerant coming out of the refrigerant passage 64B, and the like) may be used as the temperature of the refrigerant-heat medium heat exchanger 64 (heat exchanger for object to be temperature-adjusted).
In the embodiment, the temperature of the battery 55 is adjusted by circulating the heat medium, but the invention is not limited thereto, and a heat exchanger for an object to be temperature-adjusted may be provided for directly exchanging heat between the cooling medium and the battery 55 (object to be temperature-adjusted). In this case, the battery temperature Tcell is the temperature of the object to be cooled by the temperature-adjustment-object heat exchanger.
In the embodiment, the vehicle air conditioning apparatus 1 that cools the vehicle interior while cooling the battery 55 in the air conditioning (priority) + battery cooling mode and the battery cooling (priority) + air conditioning mode in which cooling of the vehicle interior and cooling of the battery 55 are performed simultaneously has been described, but cooling of the battery 55 is not limited to cooling, and other air conditioning operations, such as the aforementioned dehumidification heating operation and cooling of the battery 55, may be performed simultaneously. In this case, the solenoid valve 69 is opened, and a part of the refrigerant flowing toward the heat absorber 9 through the refrigerant pipe 13F flows into the branch pipe 67 and flows into the refrigerant-heat medium heat exchanger 64.
Further, in the embodiment, the solenoid valve 35 is a valve device (valve device) for a heat absorber, and the solenoid valve 69 is a valve device (valve device) for a temperature adjustment target, but when the indoor expansion valve 8 and the auxiliary expansion valve 68 are constituted by fully closable motor-operated valves, the respective solenoid valves 35 and 69 are not necessary, the indoor expansion valve 8 is the valve device (valve device) for a heat absorber of the present invention, and the auxiliary expansion valve 68 is the valve device (valve device) for a temperature adjustment target.
However, the present invention is particularly effective in the case where the heat absorber valve device (valve device) as in the embodiment is constituted by the electromagnetic valve 35 which is a valve capable of being fully closed and fully opened, and the temperature-adjustment target valve device (valve device) is also constituted by the electromagnetic valve 69 which is a valve capable of being fully closed and fully opened. The heat sink valve device (valve device) and the temperature-controlled object valve device (valve device) are not limited to the fully closed and fully opened, and the present invention is also effective for a valve capable of switching between two different opening degrees.
Furthermore, in the embodiment, the heat absorber 9 and the refrigerant-heat medium heat exchanger 64 are the 1 st evaporator and the 2 nd evaporator of the present invention, but the inventions of claims 1 to 5 are not limited to this, and are also effective for a vehicle air conditioner including another evaporator (an evaporator for a rear seat or the like, which is used for cooling another part in the vehicle interior or for cooling another part in the vehicle exterior) in addition to the main evaporator (the heat absorber 9 of the embodiment) for cooling the air supplied to the vehicle interior. In this case, one of the heat absorber 9 and the other evaporator (rear seat evaporator, etc.) is the 1 st evaporator of the present invention, and the other is the 2 nd evaporator.
The present invention is also effective for the vehicle air conditioning apparatus according to the inventions of claims 1 to 5, which is provided with another evaporator (e.g., a rear seat evaporator) in addition to the heat exchanger 9 and the refrigerant-heat medium heat exchanger 64. In this case, for example, one of the heat absorber 9 (main evaporator) and the other evaporator (rear seat evaporator, etc.) and the refrigerant-heat medium heat exchanger 64 is the 1 st evaporator and the other is the 2 nd evaporator of the present invention.
The configuration and numerical values of the refrigerant circuit R described in the embodiments are not limited to these values, and it is obvious that the configuration and numerical values can be changed without departing from the scope of the present invention. Further, in the embodiment, the present invention has been described with reference to the vehicle air conditioner 1 having the respective operation modes such as the heating mode, the dehumidification cooling mode, the air-conditioning (priority) + battery cooling mode, and the like, but the present invention is not limited thereto, and is also effective for a vehicle air conditioner capable of executing the cooling mode, the air-conditioning (priority) + battery cooling mode, and the battery cooling (priority) + air-conditioning mode, for example.
Description of the reference numerals
Air conditioner for vehicle
2 compressor
3 air flow path
4 heat radiator
6 outdoor expansion valve
7 outdoor heat exchanger
8 indoor expansion valve
9 Heat absorber (No. 1 evaporator or No. 2 evaporator)
11 control device
32 Heat pump controller (forming part of the control device)
35 magnetic valve (valve device for heat absorber)
45 air conditioning controller (forming a part of the control device)
48 heat absorber temperature sensor
55 Battery (controlled object)
61 machine temperature adjusting device
64 refrigerant-heat medium heat exchanger (2 nd evaporator or 1 st evaporator)
68 auxiliary expansion valve
69 solenoid valve (valve device, temperature control object valve device)
76 heat medium temperature sensor
R refrigerant circuit.
Claims (11)
1. An air conditioning device for a vehicle, the air conditioning device for a vehicle including at least a compressor for compressing a refrigerant, a 1 st evaporator and a 2 nd evaporator for evaporating the refrigerant, a valve device for controlling the flow of the refrigerant to the 2 nd evaporator, and a control device, and being characterized in that the air conditioning device for a vehicle interior,
the control device controls the rotation speed of the compressor based on the temperature of the 1 st evaporator or the object cooled by the 1 st evaporator, controls the opening and closing of the valve device based on the temperature of the 2 nd evaporator or the object cooled by the 2 nd evaporator, and,
and performing at least one or both of an operation of increasing the rotation speed of the compressor when the valve device is opened from a closed state and an operation of decreasing the rotation speed of the compressor when the valve device is closed from an opened state.
2. The air conditioning device for a vehicle according to claim 1,
the control means changes the rotational speed of the compressor to the rotational speed at the time of opening the valve means last time when the valve means is opened from the closed state, and/or,
when the valve device is closed from the opened state, the rotation speed of the compressor is changed to the rotation speed at the time when the valve device was closed last time.
3. The air conditioning device for a vehicle according to claim 1,
the control device changes the rotation speed of the compressor to a value obtained by multiplying the rotation speed at the time of opening the valve device last time by a predetermined correction factor when the valve device is opened from a closed state, and/or,
when the valve device is closed from an open state, the rotation speed of the compressor is changed to a value obtained by multiplying the rotation speed at the time of closing the valve device by a predetermined correction coefficient.
4. The vehicular air-conditioning apparatus according to claim 2 or 3,
the rotation speed at the time of the previous opening of the valve device is a value of the rotation speed of the compressor during the previous opening of the valve device, or an average value thereof, or a final value thereof, and/or,
the rotation speed at the time of closing the valve device last time is a value of the rotation speed of the compressor during the period of closing the valve device last time, or an average value thereof, or a last value.
5. The air conditioning device for a vehicle according to claim 1,
the control device feedback-controls the rotation speed of the compressor based on the temperature of the 1 st evaporator or the object cooled by the 1 st evaporator,
when the valve device is closed from an open state, an integral term of feedback control for controlling the rotation speed of the compressor is cleared.
6. The vehicular air-conditioning apparatus according to claim 1 or 5,
the control device feedback-controls the rotation speed of the compressor based on the temperature of the 1 st evaporator or the object cooled by the 1 st evaporator,
when the valve device is opened from a closed state, an integral term of feedback control for controlling the rotation speed of the compressor is increased by a predetermined value.
7. The vehicular air-conditioning apparatus according to any one of claims 1 to 6,
comprises a heat absorber and a heat exchanger for a subject to be temperature-regulated,
the heat absorber is used for evaporating a refrigerant to cool the air supplied to the vehicle interior,
the heat exchanger for object to be temperature-regulated cools an object to be temperature-regulated mounted on a vehicle by evaporating a refrigerant,
the 1 st evaporator is one of the heat absorber and the heat exchanger for temperature adjustment target, and the 2 nd evaporator is the other of the heat absorber and the heat exchanger for temperature adjustment target.
8. An air conditioning device for a vehicle according to claim 7,
comprises a valve device for a heat absorber and a valve device for a temperature-controlled object,
the heat absorber valve device controls the flow of the refrigerant to the heat absorber,
the valve device for a subject to be temperature-adjusted controls the flow of the refrigerant to the heat exchanger for a subject to be temperature-adjusted,
the control device switches and executes the 1 st operation mode and the 2 nd operation mode,
in the 1 st 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 or the object to be cooled by the heat absorber, and the opening and closing of the temperature-controlled object valve device is controlled based on the temperature of the temperature-controlled object heat exchanger or the object to be cooled by the temperature-controlled object heat exchanger,
in the 2 nd operation mode, the temperature-controlled object valve device is opened, the rotation speed of the compressor is controlled based on the temperature of the temperature-controlled object heat exchanger or the object to be cooled by the temperature-controlled object heat exchanger, and the opening and closing of the heat sink valve device is controlled based on the temperature of the heat sink or the object to be cooled by the heat sink.
9. An air conditioning device for a vehicle according to claim 8,
the control device increases the rotation speed of the compressor when the valve device for temperature adjustment target is opened from a closed state and/or decreases the rotation speed of the compressor when the valve device for temperature adjustment target is closed from an opened state in the 1 st operation mode,
in the 2 nd operation mode, the rotation speed of the compressor is increased when the valve device for the heat absorber is opened from a closed state, and/or the rotation speed of the compressor is decreased when the valve device for the heat absorber is closed from an opened state.
10. The vehicular air-conditioning apparatus according to any one of claims 1 to 9,
the valve device is a valve capable of switching between two different opening degrees.
11. The vehicular air-conditioning apparatus according to any one of claims 1 to 10,
the valve device is a valve that can be switched between fully open and fully closed.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2018205639A JP7221650B2 (en) | 2018-10-31 | 2018-10-31 | Vehicle air conditioner |
| JP2018-205639 | 2018-10-31 | ||
| PCT/JP2019/036223 WO2020090255A1 (en) | 2018-10-31 | 2019-09-13 | Air conditioning device for vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN112805166A true CN112805166A (en) | 2021-05-14 |
| CN112805166B CN112805166B (en) | 2024-03-08 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201980068195.4A Active CN112805166B (en) | 2018-10-31 | 2019-09-13 | Air conditioner for vehicle |
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| Country | Link |
|---|---|
| JP (1) | JP7221650B2 (en) |
| CN (1) | CN112805166B (en) |
| WO (1) | WO2020090255A1 (en) |
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| JP2023107645A (en) * | 2022-01-24 | 2023-08-03 | サンデン株式会社 | Air conditioner for vehicle |
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2018
- 2018-10-31 JP JP2018205639A patent/JP7221650B2/en active Active
-
2019
- 2019-09-13 CN CN201980068195.4A patent/CN112805166B/en active Active
- 2019-09-13 WO PCT/JP2019/036223 patent/WO2020090255A1/en active Application Filing
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| JP2001027455A (en) * | 1999-05-13 | 2001-01-30 | Denso Corp | Heat pump air conditioner |
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Also Published As
| Publication number | Publication date |
|---|---|
| CN112805166B (en) | 2024-03-08 |
| JP2020069929A (en) | 2020-05-07 |
| JP7221650B2 (en) | 2023-02-14 |
| WO2020090255A1 (en) | 2020-05-07 |
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