CN112805166B

CN112805166B - Air conditioner for vehicle

Info

Publication number: CN112805166B
Application number: CN201980068195.4A
Authority: CN
Inventors: 宫腰龙; 青木孝史; 山崎雄满; 张洪铭
Original assignee: Sanden Corp
Current assignee: Sanden Corp
Priority date: 2018-10-31
Filing date: 2019-09-13
Publication date: 2024-03-08
Anticipated expiration: 2039-09-13
Also published as: CN112805166A; JP2020069929A; JP7221650B2; WO2020090255A1

Abstract

The invention provides a vehicle air conditioner which can make the rotation speed of a compressor rapidly correspond to the change of a refrigerant flow path along with the opening and closing of a valve device and realize stable temperature control based on an evaporator. 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) based on the temperature (Te) of the heat absorber (9), controls the opening and closing of the electromagnetic valve (69) based on 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 opened state.

Description

Air conditioner for vehicle

Technical Field

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

Background

In recent years, environmental problems have become remarkable, 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 popular. As an air conditioner applicable to such a vehicle, the following air conditioner has been developed: the interior air conditioning system includes a compressor, a radiator, a heat absorber, and a refrigerant circuit connected to the outdoor heat exchanger, wherein the refrigerant discharged from the compressor is radiated by the radiator, the refrigerant radiated by the radiator is heated by absorbing heat at the outdoor heat exchanger, the refrigerant discharged from the compressor is radiated by the outdoor heat exchanger, the refrigerant is evaporated by the heat absorber (evaporator), and the interior air conditioning system is configured to cool by absorbing heat (for example, see patent literature 1).

On the other hand, for example, when a battery is charged and discharged in an environment at a high temperature due to self-heat generated by charge and discharge, degradation progresses, and there is a risk that malfunction occurs in the near future and the battery is damaged. In addition, charge and discharge performance also decreases in a low-temperature environment. Therefore, the following devices have also been developed: an evaporator for a battery is additionally provided in the refrigerant circuit, and the refrigerant circulating in the refrigerant circuit and the battery refrigerant (heat medium) are heat-exchanged at the evaporator for a battery, and the heat medium having undergone heat exchange is circulated in the battery, whereby the battery is cooled (for example, refer to patent documents 2 and 3).

Patent document 1 Japanese patent application laid-open No. 2014-213765.

Patent document 2, japanese patent application No. 5860360.

Patent document 3, japanese patent application No. 5860361.

In the vehicle air conditioner having the plurality of evaporators (the heat absorber and the battery evaporator) 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 cabin, and a valve device is provided in the battery evaporator, and the valve device is opened and closed based on the temperature of the heating medium (the temperature of the object cooled by the battery evaporator) to cool the battery. In addition, it is also conceivable to cool the battery by controlling the rotation speed of the compressor based on the temperature of the heating medium, to provide a valve device in the heat absorber, and to open and close the valve device based on the temperature of the heat absorber to cool the vehicle interior.

In either case, however, the valve device opens or closes a part of the refrigerant passage of the refrigerant circuit. Therefore, in the case of controlling the rotation speed of the compressor by using 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 is rapidly reduced and the temperature of the heat absorber is increased. On the other hand, immediately after the valve device is closed from the opened state, the refrigerant flowing into the heat absorber increases sharply, and the temperature of the heat absorber decreases.

In the case of controlling the rotation speed of the compressor by using the temperature of the heating medium, immediately after the valve device is opened from the closed state, the refrigerant flowing into the evaporator for the battery is rapidly reduced, 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 increases rapidly, 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 immediately after the opening and closing operation of the valve device and the temperature of the battery (heat medium) vary greatly.

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 that can quickly cope with a change in the number of revolutions of a compressor in a refrigerant passage accompanying opening and closing of a valve device, and realize stable temperature control by an evaporator.

The air conditioner for a vehicle comprises 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 circulation of the refrigerant to the 2 nd evaporator, and a control device for adjusting the air in the vehicle, wherein 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 performs at least one or both of the operation of increasing the rotation speed of the compressor when the valve device is opened from a closed state and the operation of decreasing the rotation speed of the compressor when the valve device is closed from an opened state.

In the air conditioner for a vehicle according to the invention of claim 2, the control device changes the rotation speed of the compressor to the rotation speed at the time of last opening 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 last closing the valve device when the valve device is closed from the opened state.

In the invention according to claim 3, in the invention according to claim 1, the control device changes the rotation speed of the compressor to a value obtained by multiplying the rotation speed of the valve device at the time of last opening by a predetermined correction coefficient when the valve device is opened from the closed state, and/or changes the rotation speed of the compressor to a value obtained by multiplying the rotation speed of the valve device at the time of last closing by a predetermined correction coefficient when the valve device is closed from the opened state.

An invention according to claim 4 is the vehicle air conditioner according to claim 2 or claim 3, wherein the rotation speed at the time of last opening the valve device is a value of the rotation speed of the compressor during the period of last opening the valve device, or an average value of the rotation speeds, or a last value of the rotation speeds, and/or wherein the rotation speed at the time of last closing the valve device is a value of the rotation speed of the compressor during the period of last closing the valve device, or an average value of the rotation speeds, or a last value of the rotation speeds.

In the invention of claim 5, 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 cooled by the 1 st evaporator, and clears an integral term of the feedback control for controlling the rotation speed of the compressor when the valve device is closed from the open state.

An invention according to claim 6 is the vehicle air conditioner according to claim 1 or claim 5, wherein 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, 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 the closed state.

The air conditioner for a vehicle according to claim 7 is characterized in that each of the inventions includes a heat absorber for evaporating a refrigerant to cool air supplied into a vehicle interior, and a heat exchanger for a temperature adjustment object for evaporating a refrigerant to cool a temperature adjustment object mounted on a vehicle, wherein the 1 st evaporator is one of the heat absorber and the heat exchanger for a temperature adjustment object, and the 2 nd evaporator is the other of the heat absorber and the heat exchanger for a temperature adjustment object.

The invention according to claim 8 is characterized by comprising a valve device for a heat absorber that controls the flow of a refrigerant to the heat absorber, and a valve device for a heat sink to be temperature-adjusted, wherein the valve device for a heat sink controls the flow of a refrigerant to the heat exchanger for a heat sink, and wherein the control device switches between a 1 st operation mode and a 2 nd operation mode, wherein the valve device for a heat absorber is opened, wherein the rotation speed of the compressor is controlled based on the temperature of the heat absorber or the object cooled by the heat absorber, and wherein the valve device for a heat sink is opened and closed based on the temperature of the heat exchanger for a heat sink or the object cooled by the heat sink, and wherein the valve device for a heat sink is opened and the rotation speed of the compressor is controlled based on the temperature of the heat exchanger for a heat sink or the object cooled by the heat sink, and wherein the valve device for a heat sink is opened and closed based on the temperature of the object cooled by the heat sink.

In the invention according to claim 9, the control device increases the rotation speed of the compressor when the temperature adjustment target valve device is opened from the closed state and/or decreases 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 increases the rotation speed of the compressor when the heat absorber valve device is opened from the closed state and/or decreases the rotation speed of the compressor when the heat absorber valve device is closed from the opened state in the 2 nd operation mode.

In the air conditioner for a vehicle according to the invention of claim 10, the valve device is a valve capable of switching between two different opening degrees.

In the air conditioner for a vehicle according to claim 11, the valve device is a valve capable of switching between a fully opened state and a fully closed state.

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 flow of the refrigerant to the 2 nd evaporator, and a control device for adjusting the air in the vehicle interior, wherein 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 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, so that the rotation speed of the compressor can be increased in a state where the refrigerant flowing into the 1 st evaporator is suddenly decreased when the valve device is opened from a closed state, and/or the rotation speed of the compressor can be decreased in a state where the refrigerant flowing into the 1 st evaporator is suddenly increased when the valve device is closed from an opened state.

Accordingly, the rotation speed of the compressor can be changed immediately in response to the change in the refrigerant flow path, and the 1 st evaporator and the object cooled by the 1 st evaporator can be prevented from suffering from a large change in temperature. 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 this case, for example, when the control device according to 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 of last opening the valve device, 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 of last closing the valve device, whereby the rotation speed of the compressor can be changed to an appropriate value immediately in response to the opening and closing of the valve device.

In the invention according to claim 3, 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 of the valve device at the time of last opening 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 of the valve device at the time of last closing by a predetermined correction coefficient, for example, the rotation speed of the compressor can be changed to a more appropriate value by setting the correction coefficient in accordance with the characteristics of the device and the environment.

The rotation speed at the time of last opening the valve device of the inventions of claim 2 and claim 3 is, like the invention of claim 4, a value of the rotation speed of the compressor during the last opening of the valve device, an average value of the rotation speeds, or a final value of the rotation speeds. And/or the rotation speed at the time of closing the valve device last time means, as in the invention of claim 4, a certain value of the rotation speed of the compressor during the period of closing the valve device last time, or an average value of the values, or a final value of the values.

On the other hand, in the case where the control device according to the invention of claim 5 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 the open state, the integral term of the feedback control for controlling the rotation speed of the compressor is cleared, and thereby the rotation speed of the compressor can be changed to an appropriate value immediately in response to closing of the valve device.

Further, the control device according to the invention of claim 6 can immediately change the rotation speed of the compressor to an appropriate value in response to opening the valve device by increasing the integral term of the feedback control for controlling the rotation speed of the compressor by a predetermined value when opening the valve device from the closed state.

The 1 st evaporator and the 2 nd evaporator of each of the above inventions are provided with a heat absorber for evaporating a refrigerant to cool air supplied into a vehicle interior and a heat exchanger for evaporating a refrigerant to cool a temperature-controlled object mounted on a vehicle, as in the invention of claim 7, whereby cooling of the vehicle interior and cooling of the temperature-controlled object can be stably achieved.

In this case, as in the invention according to claim 8, the heat absorber valve device that controls the flow of the refrigerant to the heat absorber and the target valve device that controls the flow of the refrigerant to the target heat exchanger are provided, and the control device switches between the 1 st operation mode in which the heat absorber valve device is opened, the rotation speed of the compressor is controlled based on the temperature of the heat absorber or the target cooled by the heat absorber, the target valve device for temperature adjustment is controlled to be opened and closed based on the temperature of the target cooled by the target heat exchanger, and the 2 nd operation mode in which the target valve device for temperature adjustment is opened, the rotation speed of the compressor is controlled based on the temperature of the target cooled by the target heat exchanger, and the heat absorber valve device for heat absorber is controlled to be opened and closed based on the temperature of the target cooled by the heat absorber, whereby the target cooled by the heat absorber can be cooled by the target heat exchanger.

In the 1 st operation mode, the control device according to the invention of claim 9 increases the rotation speed of the compressor when the valve device for temperature adjustment is opened from the closed state and/or decreases the rotation speed of the compressor when the valve device for temperature adjustment is closed from the opened state, and in the 2 nd operation mode, increases the rotation speed of the compressor when the valve device for heat absorber is opened from the closed state and/or decreases the rotation speed of the compressor when the valve device for heat absorber is closed from the opened state, whereby cooling of the vehicle interior and cooling of the object to be temperature adjusted in the 1 st operation mode and the 2 nd operation mode can be stably achieved.

In addition, in the case where the valve device according to the invention of claim 10 is a valve that can be switched to two different opening degrees, the invention is effective, in particular, in the case where the valve device according to the invention of claim 11 is a valve that can be switched to a fully opened valve and a fully closed valve.

Drawings

Fig. 1 is a block diagram of a vehicle air conditioner to which an embodiment of the present invention is applied.

Fig. 2 is a block diagram of an electrical circuit of the control device of the vehicle air conditioner of fig. 1.

Fig. 3 is a diagram illustrating an operation mode executed by the control device of fig. 2.

Fig. 4 is a block diagram of a vehicle air conditioner illustrating a heating mode of a heat pump controller of the control device of fig. 2.

Fig. 5 is a block diagram illustrating a vehicle air conditioner in a dehumidification and heating mode of a heat pump controller of the control device of fig. 2.

Fig. 6 is a block diagram of a vehicle air conditioner illustrating a dehumidification cooling mode of a heat pump controller of the control device of fig. 2.

Fig. 7 is a block diagram of a vehicular air conditioner illustrating a cooling mode of a heat pump controller of the control device of fig. 2.

Fig. 8 is a block diagram illustrating a vehicular air conditioner of the heat pump controller of the control device of fig. 2, in which the air conditioning (priority) +battery cooling mode (operation mode 1) and the battery cooling (priority) +air conditioning mode (operation mode 2) are described.

Fig. 9 is a block diagram illustrating a vehicle air conditioner in a battery cooling (separate) mode of a heat pump controller of the control device of fig. 2.

Fig. 10 is a block 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 compressor control of the heat pump controller of the control device of fig. 2.

Fig. 12 is another control block diagram of compressor control of the heat pump controller of the control device 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 a further control block diagram of the compressor control of the heat pump controller of the control device of fig. 2.

Fig. 16 is a block diagram illustrating control of the solenoid valve 35 in the battery cooling (priority) +air conditioning mode (operation mode 2) 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 (operation mode 2) 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 rotation speed of the compressor is not performed when the solenoid valve 69 is opened or closed.

Fig. 19 is a timing chart illustrating the battery cooling (priority) +air conditioning mode when the control of changing the target rotation speed of the compressor is not performed when the solenoid valve 35 is opened or closed.

Detailed Description

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Fig. 1 is a block diagram of a vehicle air conditioner 1 according to an embodiment of the present invention. The vehicle to which the embodiment of the present invention is applied is an Electric Vehicle (EV) that does not mount an engine (internal combustion engine), and is driven to travel by supplying electric power charged to a battery 55 mounted on the vehicle to a travel motor (electric motor, not shown), and a compressor 2, which will be described later, of the air conditioner 1 for a vehicle of the present invention is also driven by electric power supplied from the battery 55.

That is, in the air conditioner 1 for a vehicle according to the embodiment, in the electric vehicle which cannot heat by using the engine waste heat, the operation modes of the heating mode, the dehumidification cooling mode, the defrosting mode, the air conditioning (priority) +the battery cooling mode as the 1 st operation mode, the battery cooling (priority) +the air conditioning mode as the 2 nd operation mode, and the battery cooling (separate) mode are switched and executed by the heat pump operation using the refrigerant circuit R, whereby the air conditioning in the vehicle cabin and the temperature control of the battery 55 are performed.

The present invention is also effective for a so-called hybrid vehicle in which an engine and a traveling motor are shared, as vehicles not limited to electric vehicles. The vehicle to which the air conditioner 1 for a vehicle of the embodiment is applied can charge the battery 55 from an external charger (a quick charger, a normal charger). The battery 55, the traveling motor, the inverter for controlling the same, and the like are the object to be temperature-controlled mounted on the vehicle according to the present invention, but the battery 55 will be described as an example in the following embodiment.

In the air conditioner 1 for a vehicle according to the embodiment, an electric compressor 2, a radiator 4, an outdoor expansion valve 6, an outdoor heat exchanger 7, an indoor expansion valve 8, a heat absorber 9 (the 1 st evaporator or the 2 nd evaporator) and a reservoir 12 are connected in this order by a refrigerant pipe 13 to form a refrigerant circuit R, the radiator 4 is provided in an air flow path 3 of an HVAC unit 10 through which air in the vehicle interior circulates, a high-temperature and high-pressure refrigerant discharged from the compressor 2 flows in through the muffler 5 and a refrigerant pipe 13G, the refrigerant is allowed to release heat into the vehicle interior (the heat of the refrigerant is released), the outdoor expansion valve 6 is configured as an indoor heat exchanger by an electric valve (an electronic expansion valve) which decompresses and expands the refrigerant during heating, the outdoor heat exchanger 7 functions as an evaporator which absorbs heat of the refrigerant during heating (absorbs heat of the refrigerant) to perform heat exchange between the refrigerant and an outside air, and the indoor expansion valve 6 is configured as an evaporator which absorbs heat of the refrigerant during heating, and the indoor expansion valve 8 is provided in the evaporator (the evaporator 1 st evaporator and the refrigerant is configured to absorb heat of the refrigerant during decompression and the inside or outside) from the air flow path (the refrigerant is allowed to absorb heat of the refrigerant) during heating).

The outdoor expansion valve 6 can also be fully closed while decompressing and expanding the refrigerant discharged from the radiator 4 and flowing into the outdoor heat exchanger 7. In the embodiment, the indoor expansion valve 8 using a mechanical expansion valve decompresses and expands the refrigerant flowing into the heat absorber 9, and adjusts the superheat of the refrigerant in the heat absorber 9.

Further, an outdoor fan 15 is provided at the outdoor heat exchanger 7. The outdoor fan 15 forcibly ventilates the outside air to the outdoor heat exchanger 7 to exchange heat between the outside air and the refrigerant, and is configured to ventilate the outside air to the outdoor heat exchanger 7 also when the vehicle is stopped (that is, when the vehicle speed is 0 km/h).

The outdoor heat exchanger 7 includes a receiver dryer portion 14 and a supercooling portion 16 in this order on the downstream side of the refrigerant, and a refrigerant pipe 13A on the refrigerant outlet side of the outdoor heat exchanger 7 is connected to the receiver dryer portion 14 via an electromagnetic valve 17 (for cooling) as an opening/closing valve that opens when the refrigerant flows through the heat absorber 9, and a refrigerant pipe 13B on the outlet side of the supercooling 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 a vehicle cabin) as a valve device (for opening/closing valve) in this order. The solenoid valve 35 is a valve that can be switched between fully open and fully closed. The receiver drier portion 14 and the subcooling portion 16 structurally constitute a part of the outdoor heat exchanger 7. The check valve 18 takes the direction of the indoor expansion valve 8 as the forward direction.

The refrigerant pipe 13A from the outdoor heat exchanger 7 branches into a refrigerant pipe 13D, and the branched refrigerant pipe 13D is connected to the refrigerant pipe 13C on the refrigerant outlet side of the heat absorber 9 via a solenoid valve 21 (for heating) as an opening/closing valve that opens at the time of 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 the refrigerant pipe 13E on the refrigerant outlet side of the radiator 4, and the refrigerant pipe 13E is branched into a refrigerant pipe 13J and a refrigerant pipe 13F in front of the outdoor expansion valve 6 (on the refrigerant upstream side), and one 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 downstream side of the check valve 18 and on the upstream side of the indoor expansion valve 8 via a solenoid valve 22 (for dehumidification) which is an opening/closing valve that opens when dehumidification is performed.

As a result, the refrigerant pipe 13F is connected in parallel to the series circuit of the outdoor expansion valve 6, the outdoor heat exchanger 7, and the check valve 18, and is a bypass circuit for bypassing the outdoor expansion valve 6, the outdoor heat exchanger 7, and the check valve 18. Further, the solenoid valve 20 as an on-off valve for bypass is connected in parallel to the outdoor expansion valve 6.

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

The intake switching damper 26 of the embodiment is configured such that 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 can be adjusted between 0% and 100% (the ratio of the external air can also be adjusted between 100% and 0%) by opening and closing the external air intake port and the internal air intake port of the intake port 25 at an arbitrary ratio.

In the air flow path 3 on the downstream side (air downstream side) of the radiator 4, an auxiliary heater 23 as an auxiliary heating device constituted by a PTC heater (electric heater) is provided in the embodiment, and the air supplied into the vehicle interior via the radiator 4 can be heated. Further, an air mixing damper 28 is provided in the air flow path 3 on the air upstream side of the radiator 4, and the air mixing damper 28 adjusts the ratio of ventilation of the air (internal gas, external gas) flowing into the air flow path 3 and passing through the heat absorber 9 into the radiator 4 and the auxiliary heater 23.

Further, a FOOT (FOOT), a Ventilation (VENT), and a Defrosting (DEF) air outlet (represented by an air outlet 29 in fig. 1) are formed in the air flow passage 3 on the air downstream side of the radiator 4, and an air outlet switching damper 31 for controlling the air outlet switching of the air from the air outlets is provided in the air outlet 29.

The vehicle air conditioner 1 further includes a device temperature adjustment device 61 for circulating a heating medium through the battery 55 (subject to temperature adjustment) to adjust the temperature of the battery 55. The device temperature control 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-controlled as the 2 nd evaporator or the 1 st evaporator), and a heat medium heating heater 63 as a heating device, and these are annularly connected to the battery 55 via a heat medium pipe 66.

In the case of the embodiment, an inlet of a 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 an outlet of the heat medium flow path 64A is connected to an inlet of the heat medium heater 63. The outlet of the heating 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 heating medium used in the device temperature adjusting device 61, for example, water, a refrigerant such as HFO-1234yf, a liquid such as a coolant, and a gas such as air can be used. In addition, water was used as a heating medium in the examples. The heating medium heater 63 is an electric heater such as a PTC heater. Further, a jacket structure through which, for example, a heating medium can flow in a heat exchange relationship 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 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 reaches the battery 55 after being heated, and the heat medium exchanges heat with the battery 55. The heat medium that exchanges heat with the battery 55 is sucked by the circulation pump 62, and circulated through the heat medium pipe 66.

On the other hand, one end of a branching pipe 67 as a branching circuit is connected to the refrigerant pipe 13B located on the downstream side of the refrigerant at the connection portion between the refrigerant pipe 13F and the refrigerant pipe 13B of the refrigerant circuit R and on the upstream side of the refrigerant of the indoor expansion valve 8. In this branching pipe 67, an auxiliary expansion valve 68 constituted by a mechanical expansion valve and a solenoid valve (for a cooler) 69 as a valve device (an on-off valve) to be temperature-regulated are provided in this order in the embodiment. The solenoid valve 69 is a valve capable of switching 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, and adjusts the degree of superheat of the refrigerant flowing into the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64.

The other end of the branching pipe 67 is connected to the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, one end of the refrigerant pipe 71 is connected to the outlet of the refrigerant flow path 64B, and the other end of the refrigerant pipe 71 is connected to the refrigerant pipe 13C on the upstream side of the merging point with the refrigerant pipe 13D (on the upstream side of the refrigerant in the accumulator 12). The auxiliary expansion valve 68, the solenoid valve 69, the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64, and the like 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) from the outdoor heat exchanger 7 flows into the branch pipe 67, is depressurized by the auxiliary expansion valve 68, flows into the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64 through the solenoid valve 69, and evaporates therein. The refrigerant absorbs heat from the heat medium flowing through the heat medium flow path 64A while the refrigerant flow path 64B flows, and is then sucked from the refrigerant pipe 13K through the branch pipe 71, the refrigerant pipe 13C, and the accumulator 12 by the compressor 2.

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 provided with a processor, and are connected to a vehicle communication bus 65 constituting a control area network (CAN, controller Area Network) and a local area network (LIN, local Interconnect Network). The compressor 2, the auxiliary heater 23, the circulation pump 62, and the heating 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 heating 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 including the entire traveling vehicle, a battery controller (BMS: battery Management system) 73 that manages control of charge and discharge 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 configured to receive and transmit information (data) to and from 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 air conditioning in the vehicle cabin, and the input of the air conditioning controller 45 is connected to an outside air temperature sensor 33 that detects the outside air temperature Tam of the vehicle, an outside air humidity sensor 34 that detects the outside air humidity, an HVAC intake temperature sensor 36 that detects the temperature of air that is taken in from the intake port 25 to the air flow path 3 and flows into the heat absorber 9, an inside air temperature sensor 37 that detects the temperature of air (inside air) in the vehicle cabin, an inside air humidity sensor 38 that detects the humidity of air in the vehicle cabin, and an indoor CO that detects the carbon dioxide concentration in the vehicle cabin ₂ The density sensor 39, the blowout temperature sensor 41 for detecting the temperature of air blown into the vehicle interior, the sun shine sensor 51 for detecting the amount of sun shine into the vehicle interior, the outputs of the vehicle speed sensor 52 for detecting the moving speed (vehicle speed) of the vehicle, the setting temperature for the vehicle interior, and the operation modeAn air-conditioning operation unit 53 for performing air-conditioning setting operation and information display in the vehicle interior such as switching of the formula. In the figure, 53A is a display as a display output device provided in the air conditioning operation unit 53.

The output of the air conditioning controller 45 is connected to the outdoor blower 15, the indoor blower (blower fan) 27, the suction switching damper 26, the air mixing damper 28, and the outlet switching damper 31, and these 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 heat sink inlet temperature sensor 43 that detects a refrigerant inlet temperature Tcxin of the heat sink 4 (also, a discharge refrigerant temperature of the compressor 2), a heat sink outlet temperature sensor 44 that detects a refrigerant outlet temperature Tci of the heat sink 4, a suction temperature sensor 46 that detects a suction refrigerant temperature Ts of the compressor 2, a heat sink pressure sensor 47 that detects a refrigerant pressure on a refrigerant outlet side of the heat sink 4 (pressure of the heat sink 4: heat sink pressure Pci), a heat sink temperature sensor 48 that detects a temperature of the heat sink 9 (temperature of the heat sink 9 itself, or a temperature of air (cooling target) immediately after cooling by the heat sink 9: hereinafter referred to as heat sink temperature Te), an outdoor heat exchanger temperature sensor 49 that detects a temperature of an outlet of the refrigerant outdoor heat exchanger 7 (refrigerant evaporation temperature of the outdoor heat exchanger 7: outdoor heat exchanger temperature TXO), and auxiliary heater temperature sensors 50A (auxiliary heater side) 50A (auxiliary side) and 50B (auxiliary side) are connected to an input of the controller.

The output of the heat pump controller 32 is 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 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 have controllers built therein, 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 is a memory provided in the heat pump controller 32. The circulation pump 62 and the heating 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 a heat medium temperature sensor 76 that detects the temperature of the heat medium (heat medium temperature Tw: the temperature of the object cooled by the heat exchanger for temperature adjustment) on the outlet side of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 of the device temperature adjustment apparatus 61, and to the output of a battery temperature sensor 77 that detects the temperature of the battery 55 (the temperature of the battery 55 itself: the battery temperature Tcell). In the embodiment, the remaining amount of the battery 55 (the amount of stored electricity), the charging information of the battery 55 (the charging information, the charging completion time, the remaining charging time, and the like), 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 about the charge completion time and the remaining charge time at the time of charging the battery 55 is information supplied from an external charger such as a quick charger described later.

The heat pump controller 32 and the air conditioning controller 45 mutually transmit and receive data via the vehicle communication bus 65, and control the respective devices based on the outputs of the respective sensors and the settings input by the air conditioning operation unit 53, but in this embodiment, the configuration is such that the outside air temperature sensor 33, the outside air humidity sensor 34, the HVAC intake temperature sensor 36, the inside air temperature sensor 37, the inside air humidity sensor 38, and the indoor CO ₂ The concentration sensor 39, the blowout temperature sensor 41, the solar radiation 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 mixing damper 28 (calculated by the air conditioning controller 45), the voltage (BLV) of the indoor blower 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 for control by the heat pump controller 32.

Data (information) concerning 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 mixing damper 28 is calculated by the air conditioning controller 45 in the range of 0.ltoreq.sw.ltoreq.1. When sw=1, all the air passing through the heat absorber 9 is ventilated to the radiator 4 and the auxiliary heater 23 by the air mixing damper 28.

In the above configuration, the operation of the air conditioner 1 for a vehicle according to the embodiment will be described below. In this embodiment, the control device 11 (air conditioning controller 45, heat pump controller 32) switches between the heating mode, the dehumidification cooling mode, the cooling mode, and the air conditioning (priority) +battery cooling mode (1 st operation mode), and the battery cooling (priority) +air conditioning mode (2 nd operation mode), and the battery cooling (individual) mode. They are represented by figure 3.

Wherein each air conditioning operation of the heating mode, the dehumidification cooling mode, the air conditioning (priority) +the battery cooling mode is performed in the embodiment 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, each of the battery cooling (priority) +air conditioning mode and the battery cooling (individual) mode is executed when, for example, a plug of a quick 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 machine temperature adjustment device 61 when the ignition is on or when the ignition is off but the battery 55 is being charged, and circulates the heat medium in the heat medium pipe 66 shown by a broken line in fig. 4 to 10. Further, although not shown in fig. 3, the heat pump controller 32 of the embodiment also executes a battery heating mode in which the battery 55 is heated by heating the heating medium heater 63 of the device temperature adjusting apparatus 61.

(1) Heating mode

First, a heating mode will be described with reference to fig. 4. The control of each device is performed by the cooperative operation of the heat pump controller 32 and the air conditioning controller 45, but in the following description, the heat pump controller 32 is mainly used as a control unit, and will be briefly described. Fig. 4 shows the flow direction (solid arrows) of the refrigerant in the refrigerant circuit R in the heating mode. When the heating mode is selected by the heat pump controller 32 (automatic mode) or 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 solenoid valve 21 and closes the solenoid valves 17, 20, 22, 35, and 69. The compressor 2 and the blowers 15 and 27 are operated, and the air mixing damper 28 is set in a state in which the ratio of the air blown from the indoor blower 27 to the radiator 4 and the auxiliary heater 23 is adjusted.

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, condensed and liquefied.

The refrigerant liquefied in the radiator 4 exits from the radiator 4 and reaches the outdoor expansion valve 6 through the refrigerant pipes 13E and 13J. The refrigerant flowing into the outdoor expansion valve 6 is depressurized 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 the outside air ventilated by the outdoor blower 15. That is, the refrigerant circuit R is a heat pump. And, the following cycle is repeated: the low-temperature refrigerant from the outdoor heat exchanger 7 passes through the refrigerant pipe 13A, the refrigerant pipe 13D, and the solenoid valve 21, reaches the refrigerant pipe 13C, passes through the refrigerant pipe 13C, and enters the accumulator 12, and after this gas-liquid separation, the gas refrigerant is sucked 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 interior of the vehicle 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 temperature of air blown into the vehicle interior (target value of temperature of air blown into the vehicle interior), that is, a target blow-out temperature TAO (target temperature of the radiator 4), controls the rotation speed of the compressor 2 based on the target radiator pressure PCO and the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47, and controls the valve opening 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.

In addition, when the heating capacity (heating capacity) of the radiator 4 is insufficient with respect to the necessary heating capacity, the heat pump controller 32 supplements the insufficient amount by the heat generation of the auxiliary heater 23. Thus, the interior of the vehicle can be smoothly heated even when the outside air temperature is low.

(2) Dehumidification heating mode

Next, a dehumidification and heating mode will be described with reference to fig. 5. Fig. 5 shows the flow direction (solid arrow) of the refrigerant 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 blowers 15 and 27 are operated, and the air mixing damper 28 is set in a state in which the ratio of the air blown from the indoor blower 27 to the radiator 4 and the auxiliary heater 23 is adjusted.

After the refrigerant liquefied in the radiator 4 exits from the radiator 4, a part of the refrigerant passes through the refrigerant pipe 13E, enters the refrigerant pipe 13J, and reaches the outdoor expansion valve 6. The refrigerant flowing into the outdoor expansion valve 6 is depressurized 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 the outside air ventilated by the outdoor blower 15. And, the following cycle is repeated: the low-temperature refrigerant from the outdoor heat exchanger 7 passes through the refrigerant pipe 13A, the refrigerant pipe 13D, and the solenoid valve 21, reaches the refrigerant pipe 13C, passes through the refrigerant pipe 13C, enters the accumulator 12, is separated by gas-liquid separation, and then, the gas refrigerant is sucked from the refrigerant pipe 13K by the compressor 2.

On the other hand, the remaining portion of the condensed refrigerant flowing through the refrigerant pipe 13E via the radiator 4 is split, and the split refrigerant flows into the refrigerant pipe 13F via the solenoid valve 22 and reaches the refrigerant pipe 13B. Then, the refrigerant reaches the indoor expansion valve 8, is depressurized by the indoor expansion valve 8, and flows into the heat absorber 9 through the electromagnetic valve 35 to evaporate. At this time, moisture in the air blown from the indoor fan 27 condenses and adheres to the heat absorber 9 due to the heat absorbing action of the refrigerant generated by the heat absorber 9, so that the air is cooled and dehumidified.

The refrigerant evaporated in the heat absorber 9 repeats the following cycle: the refrigerant flowing out of the refrigerant pipe 13C and the refrigerant flowing out of the refrigerant pipe 13D (refrigerant flowing out of the outdoor heat exchanger 7) are merged, and then sucked into the compressor 2 from the refrigerant pipe 13K through the accumulator 12. The air dehumidified by the heat absorber 9 is reheated while passing through the radiator 4 and the auxiliary heater 23 (in the case of heat generation), and thus dehumidified and heated in the vehicle cabin.

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 target values thereof in the embodiment. At this time, the heat pump controller 32 selects the lower one of the compressor target rotation speeds obtained from a certain operation to control the compressor 2 based on the radiator pressure Pci or the absorber temperature Te. Further, the valve opening degree of the outdoor expansion valve 6 is controlled based on the absorber temperature Te.

In addition, when the heating capacity (heating capacity) of the radiator 4 is insufficient with respect to the necessary heating capacity in the dehumidification and heating mode, the heat pump controller 32 supplements the insufficient amount with heat generation of the auxiliary heater 23. Thus, the interior of the vehicle is smoothly dehumidified and heated even when the outside air temperature is low.

(3) Dehumidification cooling mode

Next, a dehumidification cooling mode will be described with reference to fig. 6. Fig. 6 shows the flow direction (solid arrows) of the refrigerant 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 blowers 15 and 27 are operated, and the air mixing damper 28 is set in a state in which the ratio of the air blown from the indoor blower 27 to the radiator 4 and the auxiliary heater 23 is adjusted.

The refrigerant discharged from the radiator 4 reaches the outdoor expansion valve 6 through the refrigerant pipes 13E and 13J, and flows into the outdoor heat exchanger 7 through the outdoor expansion valve 6 controlled to be opened more (a region having a large valve opening degree) than in the heating mode and the dehumidification heating mode. The refrigerant flowing into the outdoor heat exchanger 7 is cooled by the outside air flowing through the outdoor fan 15 or by the outside air, and condensed. The refrigerant from the outdoor heat exchanger 7 passes through the refrigerant pipe 13A, the solenoid valve 17, the receiver drier unit 14, and the supercooling unit 16, enters the refrigerant pipe 13B, and passes through the check valve 18 to reach the indoor expansion valve 8. The refrigerant is depressurized by the indoor expansion valve 8, flows into the heat absorber 9 through the electromagnetic valve 35, and evaporates. By the heat absorption effect at this time, moisture in the air blown from the indoor fan 27 condenses and adheres to the heat absorber 9, and the air is cooled and dehumidified.

The refrigerant evaporated at the heat absorber 9 repeats the following cycle: through the refrigerant pipe 13C to the accumulator 12, where it is sucked by the compressor 2 from the refrigerant pipe 13K. The air cooled and dehumidified by the heat absorber 9 is reheated (has a lower heating capacity than the dehumidification heating) while passing through the radiator 4 and the auxiliary heater 23 (in the case of heat generation), and thus dehumidification and refrigeration in the vehicle cabin are performed.

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 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), so that the heat absorber temperature Te becomes the target heat absorber temperature TEO, and controls the valve opening of the outdoor expansion valve 6 so that the heat absorber pressure Pci becomes the target heat absorber pressure PCO based on the heat absorber pressure Pci (high pressure of the refrigerant circuit R) detected by the heat absorber pressure sensor 47 and the target heat absorber pressure PCO (target value of the heat absorber pressure Pci), thereby obtaining the necessary reheating amount (reheating amount) of the heat absorber 4.

In addition, when the heating capacity (reheating capacity) of the radiator 4 is also insufficient with respect to the necessary heating capacity in the dehumidification cooling mode, the heat pump controller 32 supplements the shortage with the heat generation of the auxiliary heater 23. Thus, dehumidification cooling is 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 (solid arrows) of the refrigerant 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 blowers 15 and 27 are operated, and the air mixing damper 28 is set in a state in which the proportion of the air blown from the indoor blower 27 to be ventilated to the radiator 4 and the auxiliary heater 23 is adjusted. 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 ventilated to the radiator 4, but the proportion thereof is small (only reheating (reheating) in cooling), so that it is considered that the air hardly passes through the refrigerant pipe 13E and the refrigerant pipe 13J are reached by the refrigerant coming out of the radiator 4. 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 the outside air ventilated by the outdoor fan 15, and condensed and liquefied.

The refrigerant from the outdoor heat exchanger 7 passes through the refrigerant pipe 13A, the solenoid valve 17, the receiver drier unit 14, and the supercooling unit 16, enters the refrigerant pipe 13B, and passes through the check valve 18 to reach the indoor expansion valve 8. The refrigerant is depressurized by the indoor expansion valve 8, flows into the heat absorber 9 through the electromagnetic valve 35, and evaporates. By the heat absorption effect at this time, the air blown from the indoor blower 27 and heat-exchanged with the heat absorber 9 is cooled.

The refrigerant evaporated in the heat absorber 9 repeats the following cycle: through the refrigerant pipe 13C to the accumulator 12, 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 therefore, the vehicle interior is cooled. In the cooling mode, the heat pump controller 32 controls the rotation speed of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48.

(5) Air conditioning (priority) +battery cooling mode (operation mode 1)

Next, the 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 (solid arrows) of the refrigerant 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, solenoid valve 20, solenoid valve 35, and solenoid valve 69, and closes the solenoid valve 21 and solenoid valve 22.

The compressor 2 and the blowers 15 and 27 are operated, and the air mixing damper 28 is set in a state in which the proportion of the air blown from the indoor blower 27 to be ventilated to the radiator 4 and the auxiliary heater 23 is adjusted. In this operation mode, the auxiliary heater 23 is not energized. In addition, the heating 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. The air in the air flow path 3 is ventilated to the radiator 4, but the proportion thereof is small (only reheating (reheating) in the cooling process), so that it is considered that the air hardly passes through the refrigerant pipe 13E and the refrigerant coming out of the radiator 4 reaches the refrigerant pipe 13J through the refrigerant pipe 13E. 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 the outside air ventilated by the outdoor fan 15, and condensed and liquefied.

The refrigerant from the outdoor heat exchanger 7 passes through the refrigerant pipe 13A, the solenoid valve 17, the receiver drier portion 14, and the supercooling portion 16, and enters the refrigerant pipe 13B. The refrigerant flowing into the refrigerant pipe 13B is split by the check valve 18, and flows through the refrigerant pipe 13B as it is to reach the indoor expansion valve 8. The refrigerant flowing into the indoor expansion valve 8 is depressurized, flows into the heat absorber 9 through the electromagnetic valve 35, and evaporates. By the heat absorption effect at this time, the air blown from the indoor blower 27 and heat-exchanged with the heat absorber 9 is cooled.

The refrigerant evaporated in the heat absorber 9 repeats the following cycle: through the refrigerant pipe 13C to the accumulator 12, 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 therefore, the vehicle interior is cooled.

On the other hand, the remaining amount of the refrigerant passing through the check valve 18 is branched, flows into the branching pipe 67, and reaches the auxiliary expansion valve 68. After the refrigerant is depressurized, the refrigerant flows into the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64 through the solenoid valve 69, and evaporates. At this time, an endothermic effect is exerted. The refrigerant evaporated in the refrigerant passage 64B repeatedly passes through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12 in this order, and is sucked into the compressor 2 from the refrigerant pipe 13K (indicated by solid arrows in fig. 8).

On the other hand, since the circulation pump 62 is operated, the heat medium discharged from the circulation pump 62 reaches the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 in the heat medium pipe 66, exchanges heat with the refrigerant evaporated in the refrigerant flow path 64B, absorbs heat, and cools the heat medium. The heat medium 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 heating medium is passed through the battery 55 as it is because the heating medium heating heater 63 does not generate heat, and exchanges heat with the battery 55. Thereby, the battery 55 is cooled, and the heat medium after cooling the battery 55 repeats a cycle (indicated by a broken-line arrow in fig. 8) sucked by the circulation pump 62.

In this air conditioning (priority) +battery cooling mode, the heat pump controller 32 maintains a state of opening the electromagnetic valve 35, and 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 as shown in fig. 12 described later. In addition, in the embodiment, the solenoid valve 69 is controlled to be opened and closed as described below based on the temperature of the heating medium (heating medium temperature Tw: transmitted from the battery controller 73) detected by the heating medium temperature sensor 76.

The absorber temperature Te is the temperature of the absorber 9 or the temperature of the object (air) cooled by the absorber 9 of the embodiment. The heat medium temperature Tw is the temperature of the object (heat medium) cooled by the refrigerant-heat medium heat exchanger 64 (heat exchanger for temperature adjustment object) of the embodiment, but may be an index (hereinafter, the same) indicating the temperature of the battery 55 as the temperature adjustment object.

Fig. 13 is a block diagram showing the control of opening and closing of the solenoid 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 Tw that is a target value of the heat medium temperature Tw are input to the temperature-target solenoid valve control unit 90 of the heat pump controller 32. Then, the temperature-target 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 portions of the target heat medium temperature TWO, and opens the solenoid valve 69 when the heat medium temperature Tw, such as heat generation of the battery 55, increases from the state where the solenoid valve 69 is closed to the upper limit value TwUL (solenoid valve 69 opening command). As a result, the refrigerant flows into the refrigerant passage 64B of the refrigerant-to-heat medium heat exchanger 64, evaporates, and cools the heat medium flowing through the heat medium passage 64A, 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 (solenoid valve 69 closing command). Thereafter, the opening and closing of the electromagnetic valve 69 are repeated, and the cooling in the vehicle cabin is preferably performed while controlling the heat medium temperature Tw to the target heat medium temperature Tw, thereby cooling the battery 55.

(6) Switching of air conditioning operation

The heat pump controller 32 calculates the target blowout temperature TAO according to the following expression (I). The target outlet temperature TAO is a target value of the temperature of the air blown out from the outlet 29 into the vehicle interior.

TAO＝(Tset-Tin)×K＋Tbal(f(Tset、SUN、Tam))

・・(I)

Here, tset is the set temperature in the vehicle interior set by the air conditioning operation unit 53, tin is the temperature of the air in the vehicle interior detected by the internal air temperature sensor 37, K is a coefficient, and Tbal is a balance value calculated from the set temperature Tset, the insolation amount SUN detected by the insolation sensor 51, and the external air temperature Tam detected by the external air temperature sensor 33. In general, the target outlet temperature TAO is higher as the outside air temperature Tam is lower, and is lower as the outside air temperature Tam is higher.

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 respective air conditioning operations are selected and switched in accordance with changes in the operating conditions such as the outside air temperature Tam, the target blowing temperature TAO, and the heating medium temperature Tw, the environmental conditions, and the setting conditions. For example, transition from the cooling mode to the air conditioning (priority) +battery cooling mode is performed based on the battery cooling request input from the battery controller 73. In this case, for example, when the heat medium temperature Tw or the battery temperature Tcell increases to a predetermined value or more, the battery controller 73 outputs a battery cooling request and transmits the battery cooling request to the heat pump controller 32 or 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 the battery 55 is charged by connecting a charging plug of a quick charger (external power supply) (these pieces of information are transmitted from the battery controller 73), and when an Ignition (IGN) of the vehicle is turned on and an air conditioning switch of the air conditioning operation unit 53 is turned on, the heat pump controller 32 executes a 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 in the case of the air conditioning (priority) +battery cooling mode shown in fig. 8.

However, in the case of this battery cooling (priority) +air conditioning mode, the heat pump controller 32 in the embodiment maintains the state of opening the solenoid valve 69, and controls the rotation speed of the compressor 2 based on the heat medium temperature Tw detected by the heat medium temperature sensor 76 (transmitted from the battery controller 73) as shown in fig. 15 described later. In the embodiment, the solenoid valve 35 is controlled to be opened and closed as described below based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48.

Fig. 16 is a block diagram showing the control of opening and closing of the solenoid valve 35 in the battery cooling (priority) +air conditioning mode. The heat absorber temperature Te detected by the heat absorber temperature sensor 48 and a predetermined target heat absorber temperature TEO, which is a target value of the heat absorber temperature Te, are input to the electromagnetic valve control unit 95 for heat absorber of the heat pump controller 32. The heat-absorber solenoid valve control unit 95 sets the upper limit value TeUL and the lower limit value TeLL with a predetermined temperature difference between the upper and lower sides of the target heat-absorber temperature TEO, and opens the solenoid valve 35 (solenoid valve 35 open command) when the heat-absorber temperature Te increases from the state where the solenoid valve 35 is closed to the upper limit value TeUL. Thereby, the refrigerant flows into the heat absorber 9 to evaporate, and cools the air flowing through the air flow path 3.

After that, when the absorber temperature Te falls to the lower limit value TeLL, the solenoid valve 35 is closed (solenoid valve 35 closing command). Thereafter, the electromagnetic valve 35 is repeatedly opened and closed, and the cooling of the battery 55 is preferentially performed, and the heat sink temperature Te is controlled to the target heat sink temperature TEO, thereby cooling the vehicle interior.

(8) Battery cooling (individual) mode

Next, when the charging plug of the quick 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 (individual) mode. Fig. 9 shows the flow direction (solid arrows) of the refrigerant in the refrigerant circuit R in the battery cooling (individual) mode. In the battery cooling (individual) mode, the heat pump controller 32 opens the solenoid valve 17, solenoid valve 20, and solenoid valve 69, and closes the solenoid valve 21, solenoid valve 22, and solenoid valve 35.

The compressor 2 and the outdoor fan 15 are operated. The indoor fan 27 is not operated, and the auxiliary heater 23 is not energized. In addition, the heating medium heater 63 is not energized in this operation mode.

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 ventilate to the radiator 4, only the refrigerant passing through 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 the outside air ventilated by the outdoor fan 15, condensed and liquefied.

The refrigerant from the outdoor heat exchanger 7 passes through the refrigerant pipe 13A, the solenoid valve 17, the receiver drier portion 14, and the supercooling portion 16, and enters the refrigerant pipe 13B. The refrigerant flowing into the refrigerant pipe 13B passes through the check valve 18, and then flows all the way into the branch pipe 67 to reach the auxiliary expansion valve 68. Here, after the refrigerant is depressurized, the refrigerant flows into the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64 through the solenoid valve 69, and evaporates therein. At this time, an endothermic effect is exerted. The refrigerant evaporated in the refrigerant passage 64B repeatedly passes through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12 in this order, and is sucked into the compressor 2 from the refrigerant pipe 13K (indicated by solid arrows in fig. 9).

On the other hand, since the circulation pump 62 is operated, the heat medium discharged from the circulation pump 62 reaches the heat medium flow path 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 flow path 64B, thereby cooling the heat medium. The heat medium 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 heating medium is passed through the battery 55 as it is because the heating medium heating heater 63 does not generate heat, and exchanges heat with the battery 55. Thereby, the battery 55 is cooled, and the heat medium after cooling the battery 55 repeats a cycle (indicated by a broken-line arrow in fig. 9) 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 based on the heat medium temperature Tw detected by the heat medium temperature sensor 76 as described later, thereby cooling the battery 55.

(9) Defrosting mode

Next, a defrosting mode of the outdoor heat exchanger 7 will be described with reference to fig. 10. Fig. 10 shows the flow direction (solid arrow) of the refrigerant in the refrigerant circuit R in the defrost mode. In the heating mode described above, the refrigerant evaporates in the outdoor heat exchanger 7 and absorbs heat from the outside air to be at a low temperature, so that moisture in the outside air becomes frost and adheres to the outdoor heat exchanger 7.

Therefore, the heat pump controller 32 calculates the difference Δtxo (=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 at the time of no frosting of the outdoor heat exchanger 7, and determines that frosting has occurred in the outdoor heat exchanger 7 when the outdoor heat exchanger temperature TXO is lower than the refrigerant evaporation temperature TXObase at the time of no frosting and the difference Δtxo is increased to a predetermined value or more for a predetermined period of time.

When the battery 55 is charged by connecting the plug for charging of the quick charger with the air conditioning switch of the air conditioning operation unit 53 being turned off with the frost formation flag set, the heat pump controller 32 executes the defrosting mode of the outdoor heat exchanger 7 as follows.

In this defrosting mode, the heat pump controller 32 sets the refrigerant circuit R to the heating mode described above, and fully opens the valve opening of the outdoor expansion valve 6. Then, the compressor 2 is operated, and the high-temperature refrigerant discharged from the compressor 2 is caused to flow into the outdoor heat exchanger 7 through the radiator 4 and the outdoor expansion valve 6, so that frost formation in the outdoor heat exchanger 7 is resolved (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 (e.g., +3℃ C.) or the like), the heat pump controller 32 completes defrosting the outdoor heat exchanger 7, and ends the defrosting mode.

(10) Battery heating mode

Further, the heat pump controller 32 executes the battery heating mode when performing the air conditioning operation or when charging the battery 55. In the battery heating mode, the heat pump controller 32 operates the circulation pump 62 to energize the heating medium heater 63. In addition, the solenoid valve 69 is closed.

As a result, the heat medium discharged from the circulation pump 62 reaches the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 in the heat medium pipe 66, and reaches the heat medium heater 63 through this. At this time, the heat medium heater 63 generates heat, so that the heat medium is heated by the heat medium heater 63 to raise the 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 cycle of being sucked by the circulation pump 62.

In this battery heating mode, the heat pump controller 32 controls the energization of the heating heater 63 based on the heating temperature Tw detected by the heating temperature sensor 76, thereby adjusting the heating temperature Tw to a predetermined target heating temperature Tw, and heating the battery 55.

(11) Control of compressor 2 of heat pump controller 32

The heat pump controller 32 calculates a target rotation speed (compressor target rotation speed) TGNCh of the compressor 2 based on the radiator pressure pcr in the heating mode, according to the control block diagram of fig. 11, and calculates a target rotation speed (compressor target rotation speed) TGNCc of the compressor 2 based on the heat absorber temperature Te in the dehumidification cooling mode, the cooling mode, and the air conditioning (priority) +battery cooling mode, according to the control block diagram of fig. 12. 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 based on the heat medium temperature Tw according to the control block diagram of fig. 13.

(11-1) calculating the compressor target rotation speed TGNCh based on the radiator pressure Pci

First, 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 the target rotation speed (compressor target rotation speed) TGNCh of the compressor 2 based on the radiator pressure Pci. The F/F (feedforward) operation amount calculation unit 78 of the heat pump controller 32 calculates the F/F operation amount TGNChff of the compressor target rotation speed based on the outside air temperature Tam obtained from the outside air temperature sensor 33, the blower voltage BLV of the indoor blower 27, the air volume ratio SW of the air mix door 28 obtained by sw= (TAO-Te)/(Thp-Te), the target supercooling degree TGSC that is the target value of the supercooling degree SC of the refrigerant at the outlet of the radiator 4, the aforementioned target heater temperature TCO that is the target value of the heater temperature Thp, and the target radiator pressure PCO that 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 supercooling degree 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 a target value calculation unit 79 based on the target supercooling degree TGSC and the target heater temperature TCO. Further, the F/B (feedback) operation amount calculation unit 81 calculates the F/B operation amount TGNChfb of the target rotation speed of the compressor by PID calculation or PI calculation based on the target radiator pressure PCO and the radiator pressure Pci. The F/F operation amount TGNChff calculated by the F/F operation amount calculating unit 78 and the F/B operation amount TGNChfb calculated by the F/B operation amount calculating unit 81 are added by the adder 82, and are input to the limit setting unit 83 as TGNCh 00.

The limit setting unit 83 sets TGNCh0 so as to limit the lower limit rotation speed ECNpdLimLo and the upper limit rotation speed ECNpdLimHi in the control, and then determines the compressor target rotation speed TGNCh via the compressor closing 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 target compressor rotation speed TGNCh calculated based on the radiator pressure Pci.

The compressor shutdown control unit 84 stops the compressor 2 and enters an on-off mode for controlling the on-off of the compressor 2 when the state in which the target compressor rotation speed TGNCh is the above-described lower limit rotation speed ECNpdLimLo and the radiator pressure Pci is raised to the predetermined upper limit PUL and the upper limit PUL in the lower limit PLL set above and below the target radiator pressure PCO continues for the predetermined time period th 1.

In the on-off mode of the compressor 2, when the radiator pressure Pci falls to the lower limit PLL, the compressor 2 is started, and the compressor 2 is stopped again when the radiator pressure Pci rises to the upper limit PUL while the compressor target rotation speed TGNCh is operated as the lower limit rotation speed ECNpdLimLo. That is, the operation (on) and the stop (off) of the compressor 2 at the lower limit rotation speed ECNpdLimLo are repeated. When the radiator pressure Pci is reduced to the lower limit value PUL and then the compressor 2 is started, and the predetermined time period th2 is continued while the radiator pressure Pci is not higher than the lower limit value PUL, the on-off mode of the compressor 2 is terminated and the normal mode is resumed.

(11-2) calculating the compressor target rotation speed TGNCc based on the absorber temperature Te

Next, control of the compressor 2 based on the 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 a target rotation speed (compressor target rotation speed) TGNCc of the compressor 2 based on the absorber temperature Te. The F/F operation amount calculation unit 86 of the heat pump controller 32 calculates the 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 (may be the blower voltage BLV of the indoor blower 27), the target radiator pressure PCO, and the target absorber temperature TEO, which is the target value of the absorber temperature Te.

The F/B operation amount calculation unit 87 calculates the F/B operation amount TGNCcfb of the target rotation speed of the compressor by PID calculation or PI calculation based on the target absorber temperature TEO and the absorber temperature Te. The F/F operation amount TGNCcff calculated by the F/F operation amount calculation unit 86 and the F/B operation amount TGNCcfb calculated by the F/B operation amount calculation unit 87 are added by the adder 88, and are input to the limit setting unit 89 as TGNCc 00.

The limit setting unit 89 sets TGNCc0 to limit the lower limit rotation speed tgnccllimlo and the upper limit rotation speed tgnclimhi in the control, and then determines the compressor target rotation speed TGNCc via the compressor closing control unit 91. Therefore, if the value TGNCc00 added by the adder 88 is within the upper limit rotation speed tgnclimhi and the lower limit rotation speed tgnclimlo, but is not in the on-off mode described later, the value TGNCc00 is the compressor target rotation speed TGNCc (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 sink temperature Te becomes the target heat sink temperature TEO, based on the compressor target rotation speed TGNCc calculated based on the heat sink temperature Te.

The compressor shutdown control unit 91 stops the compressor 2 and enters an on-off mode for controlling the on-off of the compressor 2 when the state in which the target rotation speed TGNCc of the compressor is the above-described lower limit rotation speed TGNCcLimLo and the absorber temperature Te is reduced to the upper limit value TeUL and the lower limit value TeLL set up above and below the target absorber temperature TEO continues for a predetermined time tc 1.

In the on-off mode of the compressor 2 in this case, when the absorber temperature Te increases to the upper limit value TeUL, the compressor 2 is started and the compressor 2 is operated so that the compressor target rotation speed TGNCc is the lower limit rotation speed tgnclimlo, and when the absorber temperature Te decreases 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 heat sink temperature Te is raised to the upper limit value TeUL and the compressor 2 is started, and then the state in which the heat sink temperature Te is not lower than the upper limit value TeUL is continued for the predetermined time tc2, the on-off mode of the compressor 2 in this case is ended, and the normal mode is resumed.

(11-3) calculating the compressor target rotation speed TGNCw based on the heat medium temperature Tw

Next, 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 a target rotation speed (compressor target rotation speed) TGNCw of the compressor 2 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 TGNCcwff 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 heat generation amount of 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 Tw that is 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 compressor target rotation speed by PID calculation or PI calculation based on the target heat medium temperature Tw and the heat medium temperature Tw (transmitted from the battery controller 73). The F/F operation amount TGNCwff calculated by the F/F operation amount calculating unit 92 and the F/B operation amount TGNCwfb calculated by the F/B operation amount calculating unit 93 are added by the adder 94, and are input to the limit setting unit 96 as TGNCw 00.

The limit setting unit 96 sets TGNCw0 to limit the lower limit rotation speed TGNCwLimLo and the upper limit rotation speed TGNCwLimHi in the control, and then determines the compressor target rotation speed TGNCw via the compressor closing control unit 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 TGNCwLimLo and is not in the on-off mode described later, the value TGNCw00 is the compressor target rotation speed TGNCw (is the rotation speed of the compressor 2). The heat pump controller 32 controls the operation of the compressor 2 in the normal mode based on the target compressor rotation speed TGNCw calculated based on the heat medium temperature Tw so that the heat medium temperature Tw becomes the target heat medium temperature Tw.

The compressor shutdown control unit 97 stops the compressor 2 and enters an on-off mode for controlling the on-off of the compressor 2 when the state in which the compressor target rotation speed TGNCw is the above-described lower limit rotation speed TGNCwLimLo and the heat medium temperature Tw is reduced to the upper limit value TwUL and the lower limit value TwLL set up above and below the target heat medium temperature TWO continues for the predetermined period Tw 1.

In the on-off mode of the compressor 2 in this case, when the heat medium temperature Tw increases to the upper limit value TwUL, the compressor 2 is started, and the compressor 2 is operated so that the compressor target rotation speed TGNCw is the lower limit rotation speed TGNCwLimLo, and when the heat medium temperature Tw decreases to the lower limit value 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 TGNCwLimLo are repeated. When the heat medium temperature Tw increases to the upper limit value TwUL and the predetermined period Tw2 is continued after the compressor 2 is started, the on-off mode of the compressor 2 is ended and the normal mode is resumed.

(12) Control of changing the target compressor speeds TGNCc and TGNCw when the solenoid valve 69 and the solenoid valve 35 are opened and closed

Here, the timing chart of fig. 18 shows the changes in the opening and closing states of the solenoid valves 69 and 35, the heat medium temperature Tw, the rotation speed NC of the compressor 2, and the heat sink temperature Te in the air conditioning (priority) +battery cooling mode. In this 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 electromagnetic valve 69 is opened from the state of closing, the refrigerant flowing into the heat sink 9 is rapidly reduced, and as shown by P1 in fig. 18, the heat sink temperature Te is rapidly increased. On the other hand, immediately after the solenoid valve 69 is closed, the refrigerant flowing into the heat absorber 9 increases sharply, and as shown by P2 in fig. 18, the heat absorber temperature Te decreases sharply.

The timing chart of fig. 19 shows the changes in the open/close states of the solenoid valves 69 and 35, the 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, immediately after the solenoid valve 35 is opened from the state of closing, the refrigerant flowing into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 is rapidly reduced, and the heat medium temperature Tw is rapidly increased as shown by P3 in fig. 19. On the other hand, immediately after the solenoid valve 35 is closed, the refrigerant flowing into the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64 increases sharply, and the heat medium temperature Tw decreases sharply, as shown by P4 in fig. 19.

This is because the calculation of the target compressor speeds TGNCc and TGNCw shown in fig. 12 and 15 cannot follow the change in the flow path of the refrigerant circuit R, and the following problems occur: in the air conditioning (priority) +battery cooling mode, the temperature of the air blown into the vehicle interior immediately after the opening and closing operation of the solenoid valve 69 varies greatly, and in the battery cooling (priority) +air conditioning mode, the heat medium temperature Tw varies greatly immediately after the opening and closing operation of the solenoid valve 35, and the cooling capacity of the battery 55 varies greatly.

Therefore, in the embodiment, the heat pump controller 32 is controlled to change 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 changing the target compressor rotation speed TGNCc when the solenoid valve 69 (valve device for temperature adjustment) is opened and closed in the air-conditioning (priority) +battery cooling mode (1 st operation mode) (1)

An example of control of changing the target compressor rotation speed TGNCc when the solenoid valve 69 is opened or closed by the heat pump controller 32 in the air-conditioning (priority) +battery cooling mode will be described below with reference to fig. 12 to 14. In the operation of the compressor target rotation speed TGNCc in the control block diagram of fig. 12, the heat pump controller 32 always stores the value TGNCc00 (the rotation speed of the compressor 2 of the present invention) of the addition of the F/F operation amount TGNCcff and the F/B operation amount TGNCcfb by the adder 88 in the memory 32M for each control cycle.

When the solenoid valve 69 is opened from the closed state in the control cycle of, for example, time TM4 in fig. 14, the last value of the position indicated by P5 in fig. 14, which is the value TGNCc00 of the period of time TM1 to TM3 when the solenoid valve 69 was last opened (the rotation speed when the solenoid valve 69 was last opened), is set to the last value TGNCc00z, and the target compressor rotation speed TGNCc in the control cycle of time TM4 is changed to the last value TGNCc00z as indicated by the broken-line arrow in fig. 14. Thereby, the rotation speed NC of the compressor 2 immediately rises. The operation is returned from the subsequent control cycle to the normal TGNCc operation.

When the solenoid valve 69 is closed from the open state in the control cycle of, for example, time TM5 in fig. 14, the last value of the position indicated by P6 in fig. 14, which is the value TGNCc00 during the period of time TM3 to TM4 when the solenoid valve 69 was closed last time (the rotation speed when the solenoid valve 69 was closed last time), is set to the last value TGNCc00z, and the target compressor rotation speed TGNCc in the control cycle of time TM5 is changed to the last value TGNCc00z as indicated by the broken-line arrow in fig. 14. Thereby, the rotation speed NC of the compressor 2 immediately decreases. The operation is returned from the subsequent control cycle to the normal TGNCc operation.

Further, in the control cycle of 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 in the period of time TM4 to TM5 when the solenoid valve 69 was last opened, is set to the last value TGNCc00z, and the target compressor rotation speed TGNCc in the control cycle of time TM6 is changed to the last value TGNCc00z as indicated by the broken-line arrow in fig. 14. Thereby, the rotation speed NC of the compressor 2 immediately rises. The operation is returned from the subsequent control cycle to the normal TGNCc operation.

When the solenoid valve 69 is opened from the closed state, the rotation speed NC of the compressor 2 is increased, and when the solenoid valve 69 is closed from the opened state, the rotation speed NC of the compressor 2 is decreased, so that when the solenoid valve 69 is opened from the closed state, the rotation speed NC of the compressor 2 can be increased in a state in which the refrigerant flowing into the heat absorber 9 is suddenly reduced, and when the solenoid valve 69 is closed from the opened state, the rotation speed NC of the compressor 2 can be decreased in a state in which the refrigerant flowing into the heat absorber 9 is suddenly increased.

Accordingly, the rotation speed NC of the compressor 2 is changed immediately in response to the change in the refrigerant flow path, and the absorber temperature Te can be stably controlled to the target absorber temperature TEO as shown in the lowermost layer of fig. 14, so that it is possible to eliminate a problem that the temperature of the air blown into the vehicle interior greatly fluctuates and passengers feel uncomfortable. Further, since the refrigerant can be smoothly supplied to the refrigerant-heat exchanger 64 even when the electromagnetic valve 69 is opened, the cooling in the vehicle interior of the heat absorber 9 and the cooling control of the battery 55 of the refrigerant-heat exchanger 64 can be stably realized.

In particular, in this embodiment, when the solenoid valve 69 is opened from the closed state, the heat pump controller 32 sets the last value TGNCc00 during the period in which the solenoid valve 69 was last opened to the last value TGNCc00z, changes the target compressor rotation speed TGNCc to the last value TGNCc00z, and when the solenoid valve 69 is closed from the open state, sets the last value TGNCc00 during the period in which the solenoid valve 69 was last closed to the last value TGNCc00z, changes the target compressor rotation speed TGNCc to the last value TGNCc00z, so the rotation speed of the compressor 2 can be changed to an appropriate value immediately corresponding to the opening and closing of the solenoid valve 69.

In this embodiment, when the solenoid valve 69 is opened from the closed state, the last value TGNCc00 of the period in which the solenoid valve 69 was opened last is set to the last value TGNCc00z, and when the solenoid valve 69 is closed from the opened state, the last value TGNCc00 of the period in which the solenoid valve 69 was closed last is set to the last value TGNCc00z, but the present invention is not limited thereto, and any value of TGNCc00 of the period in which the solenoid valve 69 was opened last, or the average value thereof, may be set to the last value TGNCc00z when the solenoid valve 69 is opened from the closed state, or any value of TGNCc00 of the period in which the solenoid valve 69 was closed last, or the average value thereof may be set to the last value TGNCc00z (the same hereinafter).

(12-2) air-conditioning (priority) +control of change in the compressor target rotation speed TGNCc at the time of opening and closing of the solenoid valve 69 in the battery cooling mode (its 2)

Here, in the above embodiment, when the solenoid valve 69 is opened from the closed state, the value TGNCc00 during the period in which the solenoid valve 69 is opened last is set to the last value TGNCc00z, and when the solenoid valve 69 is closed from the opened state, the value TGNCc00 during the period in which the solenoid valve 69 is closed last is set to the last value TGNCc00z, but the present invention is not limited thereto, and when the solenoid valve 69 is opened from the closed state, the last value TGNCc00 during the period in which the solenoid valve 69 is opened last is set to the last value TGNCc00z, and the target compressor rotation speed TGNCc is changed to the value TGNCc00z×k1 obtained by multiplying the last value TGNCc00z by the predetermined correction coefficient K1, and when the solenoid valve 69 is closed from the opened state, the last value TGNCc00 during the period in which the solenoid valve 69 is closed last is set to the last value TGNCc00z, and the target compressor rotation speed TGNCc is changed to the last value tgc by the predetermined correction coefficient K2.

The correction coefficients K1 and K2 are obtained by experiments in advance. By multiplying the last value TGNCc00z by the correction coefficients K1 and K2 in this way, the correction coefficients K1 and K2 are set in accordance with the characteristics of the vehicle air conditioner 1 and the environment, and the rotation speed of the compressor 2 can be changed to a more appropriate value.

(12-3) air-conditioning (priority) +control of change in the compressor target rotation speed TGNCc at the time of opening and closing of the solenoid valve 69 in the battery cooling mode (its 3)

For example, when the solenoid valve 69 is closed at time TM3 in fig. 14, the vehicle air conditioner 1 starts the compressor 2 from a stopped state, and since the solenoid valve 69 is first closed, the last value TGNCc00z during the period of closing the solenoid valve 69 last time is not stored in the memory 32M.

In this way, when the solenoid valve 69 is closed from the open state without the previous value TGNCc00z, the integral term of the F/B operation amount calculation 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 target compressor speed decreases, so the target compressor 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 operation amount calculation unit 87 in the control block diagram of fig. 12 is raised by the predetermined value TGNCcfb1. By increasing the integral term, the F/B operation amount TGNCcfb of the target compressor speed increases, so the target compressor speed TGNCc also increases.

The predetermined value TGNCcfb1 is also obtained by an experiment. In this way, for example, even when the memory 32M has no previous value TGNCc00z, the rotation speed of the compressor 2 can be changed to an appropriate value immediately in response to the opening and closing of the solenoid valve 69. In this case, the control cycle is also returned to the normal TGNCc operation.

(12-4) air-conditioning (priority) +control of change in the compressor target rotation speed TGNCc at the time of opening and closing of the solenoid valve 69 in the battery cooling mode (4 thereof)

Similarly, for example, when there is no last value TGNCc00z, the value TGNCc00 added by the adder 88 may be raised by the predetermined value X1 when the solenoid valve 69 is opened from the closed state, and conversely, the value TGNCc00 may be lowered by the predetermined value X2 when the solenoid valve 69 is closed from the opened state, not as described above.

The predetermined values X1 and X2 are also obtained by experiments. In this way, even when the last value TGNCc00z is not present in the memory 32M, the rotation speed of the compressor 2 can be changed to an appropriate value immediately in response to the opening and closing of the solenoid valve 69 by appropriately setting the predetermined values X1 and X2 in advance. In this case, the control cycle is also returned to the normal TGNCc operation.

(12-5) control of changing the target rotation speed TGNCw of the compressor at the time of opening and closing the electromagnetic valve 35 (valve device for heat absorber) in the battery cooling (priority) +air conditioning mode (2 nd operation mode) (1 thereof)

Next, an example of control of changing the target compressor rotation speed TGNCw when the solenoid valve 35 is opened or 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 calculation of the compressor target rotation speed TGNCw in 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 of, for example, time TM10 in fig. 17, the last value of the position indicated by P8 in fig. 17 among the values TGNCw00 of the period of time TM7 to TM9 at which the solenoid valve 35 was last opened (the rotation speed at the time of last opening the solenoid valve 35) is set to the last value TGNCw00z, and the target compressor rotation speed TGNCw in the control cycle of time TM10 is changed to the last value TGNCw00z as indicated by the broken-line arrow in fig. 17. Thereby, the rotation speed NC of the compressor 2 immediately rises. The control cycle thereafter returns to the normal TGNCw operation.

Further, in the control cycle of, for example, time TM11 in fig. 17, when the solenoid valve 35 is closed from the open state, the last value of the position indicated by P9 in fig. 17 among the values TGNCw00 (rotational speeds at the time of closing the solenoid valve 35 last time) in the period of time TM9 to TM10 of the solenoid valve 35 last time is set to the last value TGNCw00z, and the target compressor rotational speed TGNCw in the control cycle of time TM11 is changed to the last value TGNCw00z as indicated by the broken-line arrow in fig. 17. Thereby, the rotation speed NC of the compressor 2 immediately decreases. The control cycle thereafter returns to the normal TGNCw operation.

Further, in fig. 17, for example, when the solenoid valve 35 is opened from the closed state in the control cycle of time TM12, the last value of the position indicated by P10 in fig. 17 among the values TGNCw00 in the period of time TM10 to TM11 in which the solenoid valve 35 was last opened is set to the last value TGNCw00z, and the target compressor rotation speed TGNCw in the control cycle of time TM12 is changed to the last value TGNCw00z as indicated by the broken-line arrow in fig. 17. Thereby, the rotation speed NC of the compressor 2 immediately rises. The control cycle thereafter returns to the normal TGNCw operation.

Since the rotation speed NC of the compressor 2 is increased when the electromagnetic valve 35 is opened from the closed state and the rotation speed NC of the compressor 2 is decreased when the electromagnetic valve 35 is closed from the opened state, the rotation speed NC of the compressor 2 can be increased when the refrigerant flowing into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 is suddenly decreased when the electromagnetic valve 35 is opened from the closed state, and the rotation speed NC of the compressor 2 can be decreased when the refrigerant flowing into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 is suddenly increased when the electromagnetic valve 35 is closed from the opened state.

Accordingly, the rotation speed NC of the compressor 2 is changed immediately in response to the change in the coolant flow passage, and the coolant temperature Tw can be stably controlled to the target coolant temperature Tw as shown in the lowermost layer of fig. 17, so that the temperature of the coolant circulating through the battery 55 greatly fluctuates, and the cooling deficiency of the battery 55 can be eliminated. 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 vehicle of the heat absorber 9 can be stably realized.

In particular, in this embodiment, the heat pump controller 32 sets the last value TGNCw00 during the period in which the solenoid valve 35 was last opened to the last value TGNCw00z when the solenoid valve 35 was opened from the closed state, changes the target compressor rotation speed TGNCw to the last value TGNCw00z, and sets the last value TGNCw00 during the period in which the solenoid valve 35 was last closed to the last value TGNCw00z when the solenoid valve 35 was closed from the opened state, changes the target compressor rotation speed TGNCw to the last value TGNCw00z, so the rotation speed of the compressor 2 can be changed to an appropriate value immediately corresponding to the opening and closing of the solenoid valve 35.

In this embodiment, 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 to the last value TGNCw00z, and when the solenoid valve 35 is closed from the opened state, the last value TGNCw00 of the period in which the solenoid valve 35 was closed last time is set to the last value TGNCw00z, but the present invention is not limited thereto, and any value of TGNCw00 of the period in which the solenoid valve 35 was opened last time, or the average value thereof, may be set to the last value TGNCw00z when the solenoid valve 35 is opened from the closed state, or any value of TGNCw00 of the period in which the solenoid valve 35 was closed last time, or the average value thereof may be set to the last value TGNCw00z (hereinafter the same).

(12-6) control of change in the target compressor rotation speed TGNCw at the time of opening and closing of the electromagnetic valve 35 in the battery cooling (priority) +air-conditioning mode (its 2)

Here, in the above embodiment, the heat pump controller 32 sets the value TGNCw00 during the period in which the solenoid valve 35 is opened last time to the last value TGNCw00z when the solenoid valve 35 is opened from the closed state, sets the value TGNCw00 during the period in which the solenoid valve 35 is closed last time to the last value TGNCw00z when the solenoid valve 35 is closed from the opened state, but the present invention is not limited thereto, and may similarly set the last value TGNCw00 during the period in which the solenoid valve 35 is opened last time to the last value TGNCw00z and further change the target compressor rotation speed TGNCw to the value TGNCw00z×k3 obtained by multiplying the last value TGNCw by the predetermined correction coefficient K3 when the solenoid valve 35 is closed from the opened state, or may similarly set the last value TGNCw00 during the period in which the solenoid valve 35 is closed last time to the last value TGNCw00z and further change the target compressor rotation speed to the last value tgw by the predetermined correction coefficient K4×k4 when the solenoid valve 35 is opened from the closed state.

The correction coefficients K3 and K4 are obtained by experiments in advance. By multiplying the last value TGNCw00z by the correction coefficients K3 and K4 in this way, the correction coefficients K3 and K4 are set in accordance with the characteristics of the vehicle air conditioner 1 and the environment, and the rotation speed of the compressor 2 can be changed to a more appropriate value.

(12-7) control of change in the target compressor rotation speed TGNCw at the time of opening and closing of the electromagnetic valve 35 in the battery cooling (priority) +air-conditioning mode (its 3)

For example, when the solenoid valve 35 is closed at time TM9 in fig. 17, since the solenoid valve 35 is initially closed after the compressor 2 is started from the state where the vehicle air conditioner 1 is stopped, the last value TGNCw00z during the period in which the solenoid valve 35 was closed last time is not present in the memory 32M.

In this way, when the solenoid valve 35 is closed from the open state without the previous value TGNCw00z, the integral term of the F/B operation amount calculation unit 93 in the control block diagram of fig. 15 is cleared. By clearing the integral term, the F/B operation amount TGNCwfb of the target compressor rotation speed decreases, so the target compressor rotation speed TGNCw also decreases.

When the solenoid valve 35 is opened from the closed state without the previous value TGNCw00z, the integral term of the F/B operation amount calculation unit 93 in the control block diagram of fig. 15 is raised by the predetermined value TGNCwfb1. By increasing the integral term, the F/B operation amount TGNCwfb of the target compressor rotation speed increases, so does the target compressor rotation speed TGNCw.

The present invention is also effective in the case where only one of the clearing and the rising of the integral term is performed. The predetermined value TGNCwfb1 is also obtained by an experiment. In this way, for example, even when the memory 32M has no last value TGNCw00z, the rotation speed of the compressor 2 can be changed to an appropriate value immediately in response to the opening and closing of the electromagnetic valve 35. In this case, the control cycle is also returned to the normal TGNCw operation.

(12-8) control of change in the target compressor rotation speed TGNCw at the time of opening and closing of the electromagnetic valve 35 in the battery cooling (priority) +air-conditioning mode (4)

Similarly, for example, when the last value TGNCw00z is not present, the value TGNCw00 added by the adder 94 may be raised by the predetermined value X3 when the solenoid valve 35 is opened from the closed state, and conversely, the value TGNCw00 may be lowered by the predetermined value X4 when the solenoid valve 35 is closed from the opened state, not as described above.

The predetermined values X3 and X4 are also obtained by experiments. In this way, even when the last value TGNCw00z is not present in the memory 32M, the predetermined values X3 and X4 are appropriately set in advance, and thus the rotation speed of the compressor 2 can be changed to appropriate values immediately in response to the opening and closing of the electromagnetic valve 35. In this case, the control cycle is also returned to the normal TGNCw operation.

In the embodiment, the rotation speed of the compressor 2 is increased when the electromagnetic valve 69 is opened from the closed state, and the rotation speed of the compressor 2 is decreased when the electromagnetic valve 69 is closed from the opened state. In the above-described embodiment, the heat medium temperature Tw is used as the temperature of the object (heat medium) cooled by the refrigerant-heat medium heat exchanger 64 (heat exchanger for temperature adjustment object), but the battery temperature Tcell may be used as the temperature of the object cooled by the refrigerant-heat medium heat exchanger 64 (heat exchanger for temperature adjustment object), or the temperature of the refrigerant-heat medium heat exchanger 64 (temperature of the refrigerant-heat medium heat exchanger 64 itself, temperature of the refrigerant coming out of the refrigerant passage 64B, or the like) may be used as the temperature of the refrigerant-heat medium heat exchanger 64 (heat exchanger for temperature adjustment object).

In the embodiment, the temperature of the battery 55 is adjusted by circulating the heating medium, but the present invention is not limited to this, and a heat exchanger for an object to be temperature-adjusted may be provided to directly exchange heat between the cooling medium and the battery 55 (the object to be temperature-adjusted). In this case, the battery temperature Tcell is a temperature to be cooled by the heat exchanger for temperature adjustment.

In the embodiment, the air conditioner 1 for a vehicle has been described in which the battery 55 is cooled while cooling the vehicle interior in the air conditioning (priority) +battery cooling mode and battery cooling (priority) +air conditioning mode, which are performed simultaneously for cooling the vehicle interior, but the cooling of the battery 55 is not limited to the cooling, and other air conditioning operations, such as the dehumidification heating operation and the cooling of the battery 55, may be performed simultaneously. In this case, the solenoid valve 69 is opened, and a part of the refrigerant passing through the refrigerant pipe 13F toward the heat absorber 9 flows into the branching pipe 67 and into the refrigerant-heat medium heat exchanger 64.

Further, in the embodiment, the electromagnetic valve 35 is the valve device for heat absorber (valve device) and the electromagnetic valve 69 is the valve device for temperature adjustment target (valve device), but when the indoor expansion valve 8 and the auxiliary expansion valve 68 are constituted by electric valves capable of being fully closed, the electromagnetic valves 35 and 69 are not required, and the indoor expansion valve 8 is the valve device for heat absorber (valve device) of the present invention and the auxiliary expansion valve 68 is the valve device for temperature adjustment target (valve device).

However, the present invention is particularly effective when the valve device (valve device) for the heat absorber is constituted by the electromagnetic valve 35 as a fully closable and fully openable valve, and the valve device (valve device) for the subject to be temperature-controlled is also constituted by the electromagnetic valve 69 as a fully closable and fully openable valve. The valve device for the heat absorber (valve device) and the valve device for the temperature adjustment target (valve device) are not limited to fully closed and fully open, and the present invention is also effective for valves capable of switching between two different opening degrees.

Further, although 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 in the embodiment, the invention of claims 1 to 5 is not limited to this, and the invention is effective for a vehicle air conditioner including another evaporator (an evaporator for a rear seat or the like for cooling other portions in the vehicle interior or an evaporator for cooling other portions of the vehicle outside the vehicle) in addition to the main evaporator (the heat absorber 9 of the embodiment) for cooling the air supplied into the vehicle interior, for example. In this case, one of the heat absorber 9 and the other evaporator (the rear seat evaporator or the like) is the 1 st evaporator of the present invention, and the other is the 2 nd evaporator.

The present invention is also effective for a vehicle air conditioner in which the invention according to claims 1 to 5 includes another evaporator (e.g., a rear seat evaporator) in addition to the heat absorber 9 and the refrigerant-heat medium heat exchanger 64. In this case, for example, one of the refrigerant-heat medium heat exchanger 64 and the other of the heat absorber 9 (main evaporator) and the other evaporator (rear seat evaporator or the like) is the 1 st evaporator of the present invention, and the other is the 2 nd evaporator.

The configuration and numerical values of the refrigerant circuit R described in the embodiments are not limited to these, and obviously can be changed within a range not departing from the gist of the present invention. Further, although the present invention has been described in the embodiments 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) +the battery cooling mode, etc., the present invention is not limited thereto, and the present invention is also effective for example, with respect to a vehicle air conditioner capable of executing the cooling mode, the air conditioning (priority) +the battery cooling mode, and the battery cooling (priority) +the air conditioning mode.

Description of the reference numerals

1. Air conditioner for vehicle

2. Compressor with a compressor body having a rotor with a rotor shaft

3. Air flow passage

4. 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 control device)

35. Magnetic valve (valve device, valve device for absorber)

45. Air-conditioning controller (forming part of control device)

48. Heat absorber temperature sensor

55. Battery (subject to be temperature-regulated)

61. Machine temperature adjusting device

64. Refrigerant-heating medium heat exchanger (2 nd evaporator or 1 st evaporator)

68. Auxiliary expansion valve

69. Magnetic valve (valve device, valve device for temperature controlled object)

76. Heating medium temperature sensor

R refrigerant circuit.

Claims

1. An air conditioner for a vehicle, the air conditioner at least comprising:

a compressor for compressing the refrigerant,

A heat absorber for evaporating the refrigerant to cool the air supplied into the vehicle interior,

A heat exchanger for a temperature-controlled object for evaporating a refrigerant to cool the temperature-controlled object mounted on a vehicle,

A valve device for controlling the flow of refrigerant to the heat absorber,

A valve device for the object to be temperature-regulated for controlling the flow of the refrigerant to the heat exchanger for the object to be temperature-regulated,

A control device for adjusting the air in the vehicle interior, characterized in that,

the aforementioned control means switches between the air-conditioning-priority and battery-cooling mode and the battery-cooling-priority and air-conditioning mode to be executed,

in the air-conditioning-prioritized battery cooling 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 cooled by the heat absorber, the temperature of the object cooled by the temperature-controlled object heat exchanger is controlled to be opened and closed based on the temperature of the object cooled by the temperature-controlled object heat exchanger,

in the battery cooling priority and air conditioning mode, the valve device for the heat absorber is opened, the rotation speed of the compressor is controlled based on the temperature of the heat exchanger for the heat absorber or the object cooled by the heat exchanger for the heat absorber, the valve device for the heat absorber is opened and closed based on the temperature of the heat absorber or the object cooled by the heat absorber,

in the battery cooling mode with priority of air conditioning, the rotation speed of the compressor is increased when the valve device for temperature adjustment is opened from a closed state, and/or the rotation speed of the compressor is decreased when the valve device for temperature adjustment is closed from an opened state,

In the battery cooling priority and air conditioning 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.

2. The air conditioner for a vehicle according to claim 1, wherein,

the control device is provided with a control unit,

in the battery cooling mode with priority of air conditioning, when the valve device for temperature adjustment is opened from a closed state, the rotation speed of the compressor is changed to the rotation speed when the valve device for temperature adjustment is opened last time, and/or when the valve device for temperature adjustment is closed from an opened state, the rotation speed of the compressor is changed to the rotation speed when the valve device for temperature adjustment is closed last time,

in the battery cooling priority and air conditioning mode, when the valve device for the heat absorber is opened from a closed state, the rotational speed of the compressor is changed to the rotational speed at which the valve device for the heat absorber was last opened, and/or when the valve device for the heat absorber is closed from an opened state, the rotational speed of the compressor is changed to the rotational speed at which the valve device for the heat absorber was last closed.

3. The air conditioner for a vehicle according to claim 1, wherein,

the control device is provided with a control unit,

in the air-conditioning-prioritized battery cooling mode, when the temperature-controlled valve device is opened from a closed state, the rotational speed of the compressor is changed to a value obtained by multiplying the rotational speed at the time of last opening the temperature-controlled valve device by a predetermined correction coefficient, and/or when the temperature-controlled valve device is closed from an open state, the rotational speed of the compressor is changed to a value obtained by multiplying the rotational speed at the time of last closing the temperature-controlled valve device by a predetermined correction coefficient,

in the battery cooling priority and air conditioning mode, when the valve device for the heat absorber is opened from a closed state, the rotational speed of the compressor is changed to a value obtained by multiplying the rotational speed at the time of last opening the valve device for the heat absorber by a predetermined correction coefficient, and/or when the valve device for the heat absorber is closed from an open state, the rotational speed of the compressor is changed to a value obtained by multiplying the rotational speed at the time of last closing the valve device for the heat absorber by a predetermined correction coefficient.

4. The air conditioner for a vehicle according to claim 2 or 3, wherein,

The rotation speed at the time of last opening the valve device for the object to be temperature-regulated means a value of the rotation speed of the compressor, or an average value or a last value of the rotation speeds during the period of last opening the valve device for the object to be temperature-regulated, the rotation speed at the time of last opening the valve device for the heat absorber means a value of the rotation speed of the compressor, or an average value or a last value of the rotation speeds during the period of last opening the valve device for the heat absorber, and/or,

the rotation speed at the time of closing the valve device for the object to be temperature-controlled last means a value of the rotation speed of the compressor, or an average value or a final value of the rotation speed of the compressor during the period of closing the valve device for the object to be temperature-controlled last, and the rotation speed at the time of closing the valve device for the heat absorber last means a value of the rotation speed of the compressor, or an average value or a final value of the rotation speed of the compressor during the period of closing the valve device for the heat absorber last.

5. The air conditioner for a vehicle according to claim 1, wherein,

the control device is provided with a control unit,

in the air-conditioning priority and battery cooling mode, the rotational speed of the compressor is feedback-controlled based on the temperature of the heat absorber or the object cooled by the heat absorber, and when the valve device for the object to be temperature-controlled is closed from an open state, an integral term of feedback control for controlling the rotational speed of the compressor is cleared,

In the battery-control-priority air-conditioning mode, the rotation speed of the compressor is feedback-controlled based on the temperature of the heat exchanger to be temperature-controlled or the object to be cooled by the heat exchanger to be temperature-controlled, and when the valve device for the heat absorber is closed from an open state, an integral term of feedback control for controlling the rotation speed of the compressor is cleared.

6. The air conditioner for a vehicle according to claim 1 or 5, wherein,

the control device is provided with a control unit,

in the air-conditioning-prioritized battery cooling mode, the rotational speed of the compressor is feedback-controlled based on the temperature of the heat absorber or the object cooled by the heat absorber, and when the temperature-controlled object valve device is opened from a closed state, the integral term of the feedback control for controlling the rotational speed of the compressor is raised by a predetermined value,

in the battery conditioning priority and air conditioning mode, the rotation speed of the compressor is feedback-controlled based on the temperature of the heat exchanger to be temperature-controlled or the object to be cooled by the heat exchanger to be temperature-controlled, and when the valve device for the heat absorber is opened from a closed state, an integral term of feedback control for controlling the rotation speed of the compressor is raised by a predetermined value.

7. The air conditioner for a vehicle according to any one of claims 1 to 3, 5, wherein,

the valve device for an absorber and the valve device for a temperature-controlled object are valves capable of switching between two different opening degrees.

8. The vehicular air-conditioning apparatus according to claim 4, characterized in that,

9. The air conditioner for a vehicle according to claim 6, wherein,

10. The air conditioner for a vehicle according to any one of claims 1 to 3, 5, wherein,

the valve device for a heat absorber and the valve device for a temperature-controlled object are valves that can be switched between full open and full closed.

11. The vehicular air-conditioning apparatus according to claim 4, characterized in that,

12. The air conditioner for a vehicle according to claim 6, wherein,

13. The vehicular air conditioner according to claim 7, characterized in that,

14. The air conditioner for a vehicle according to claim 8, wherein,

15. The air conditioner for a vehicle according to claim 9, wherein,