CN113015638A - Air conditioner for vehicle - Google Patents
Air conditioner for vehicle Download PDFInfo
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- CN113015638A CN113015638A CN201980074263.8A CN201980074263A CN113015638A CN 113015638 A CN113015638 A CN 113015638A CN 201980074263 A CN201980074263 A CN 201980074263A CN 113015638 A CN113015638 A CN 113015638A
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- heat exchanger
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- 238000007791 dehumidification Methods 0.000 claims description 79
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Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/32—Cooling devices
Abstract
The invention provides an air conditioner for a vehicle, which can prevent the reliability of a compressor from being reduced due to the fact that parameters used in the control of the compressor become incorrect due to the closing failure of a valve device and the like. The refrigerant circuit is provided with a compressor (2), a radiator (4), a heat absorber (9), an outdoor heat exchanger (7), and a plurality of valve devices, and a control device (11). When a valve device for controlling the circulation of refrigerant to a part provided with a radiator pressure sensor (47) and a heat absorber temperature sensor (48) for detecting parameters used for controlling a compressor is closed and failed, or the state of the valve device is unclear, the control device stops the compressor (2).
Description
Technical Field
The present invention relates to a heat pump type air conditioner for conditioning air in a vehicle interior of a vehicle.
Background
In recent years, due to environmental problems, vehicles such as electric vehicles and hybrid vehicles, which drive a traveling motor by electric power supplied from a battery mounted on the vehicle, have become widespread. Further, as an air conditioning apparatus applicable to such a vehicle, there has been developed a configuration in which a refrigerant circuit including a compressor, a radiator (an indoor heat exchanger), a heat absorber (an indoor heat exchanger), and an outdoor heat exchanger connected to each other is switched between a plurality of operation modes such as a heating mode in which the refrigerant discharged from the compressor is radiated to the radiator and the refrigerant is absorbed to the outdoor heat exchanger to heat the vehicle interior and a cooling mode in which the refrigerant discharged from the compressor is radiated to the outdoor heat exchanger and the refrigerant is absorbed to the heat absorber to cool the vehicle interior (see, for example, patent document 1).
Further, for example, when the battery is charged and discharged under an environment of high temperature due to self-heating or the like caused by charging and discharging, there is a risk that deterioration is increased, and finally, malfunction is caused and breakage is caused. In addition, the charge and discharge performance is degraded even under a low-temperature environment. Therefore, there has been developed a configuration in which a heat exchanger for a battery is separately provided in a refrigerant circuit, and the refrigerant circulating in the refrigerant circuit and a refrigerant (heat medium) for a battery are heat-exchanged by the heat exchanger for a battery, and the heat medium after the heat exchange is circulated to the battery to cool the battery (for example, see patent documents 2 and 3).
Documents of the prior art
Patent document
Patent document 1: japanese patent laid-open No. 2014-213765
Patent document 2: japanese patent No. 5860360
Patent document 3: japanese patent No. 5860361
Disclosure of Invention
Technical problem to be solved by the invention
Here, in order to switch the plurality of operation modes, a plurality of valve devices (electromagnetic valves and the like) for controlling the flow of the refrigerant are provided in the refrigerant circuit. Further, there is a problem that a pressure sensor is provided in the radiator, a temperature sensor is provided in the heat absorber, and the compressor is controlled by the pressure (parameter) of the radiator detected by the pressure sensor in the heating mode and the temperature (parameter) of the heat absorber detected by the temperature sensor in the cooling mode, for example, but if a valve device that controls the flow of the refrigerant to the refrigerant circuit of a portion where these sensors are installed is kept closed (closed failure) due to, for example, disconnection, short circuit, or the like, the value (parameter) detected by the sensor becomes incorrect, and therefore the compressor cannot be normally controlled.
The present invention has been made to solve the above-described conventional problems, and an object of the present invention is to provide an air conditioner for a vehicle, which can prevent a decrease in reliability of a compressor caused by an incorrect parameter used for controlling the compressor due to a failure in closing of a valve device or the like.
Technical scheme for solving technical problem
The present invention provides an air conditioner for a vehicle, comprising: a refrigerant circuit including a compressor that compresses a refrigerant, an indoor heat exchanger that exchanges heat between air supplied into a vehicle interior and the refrigerant, an outdoor heat exchanger that is provided outside the vehicle interior, and a plurality of valve devices that control the flow of the refrigerant; and a control device that controls the compressor and the valve device to switch a plurality of operation modes to perform air conditioning in a vehicle interior, wherein the control device stops the compressor when at least one of a closed failure of the valve device that controls the flow of refrigerant to a portion where a sensor for detecting a parameter used in controlling the compressor is provided or a portion that affects the sensor occurs and a state of the valve device is unclear occurs.
An air conditioning device for a vehicle according to claim 2 of the present invention is the above-described air conditioning device, including: a radiator as an indoor heat exchanger for radiating heat from the refrigerant to heat air supplied into the vehicle interior; and a pressure sensor that detects a pressure of the radiator, wherein the control device has a heating mode as an operation mode in which the refrigerant discharged from the compressor is made to radiate heat in the radiator and the refrigerant after radiation of heat is made to absorb heat in the outdoor heat exchanger after pressure reduction, and wherein in the heating mode, the compressor is controlled based on the pressure of the radiator detected by the pressure sensor, and the compressor is stopped when a valve device that controls a flow of the refrigerant to the radiator has a closed failure or when a state of the valve device is unclear.
The air conditioner for a vehicle according to the invention of claim 3 is, in addition to the above inventions, characterized by comprising: a radiator as an indoor heat exchanger for radiating heat from the refrigerant to heat air supplied into the vehicle interior; a heat absorber as an indoor heat exchanger for absorbing heat from the refrigerant to cool air supplied into the vehicle interior; and a pressure sensor that detects a pressure of the radiator, wherein the control device has a dehumidification and heating mode as an operation mode in which the refrigerant discharged from the compressor is radiated to the radiator and the refrigerant having radiated heat is decompressed and then absorbed in the outdoor heat exchanger and the heat absorber, and wherein in the dehumidification and heating mode, the compressor is controlled based on the pressure of the radiator detected by the pressure sensor, and the compressor is stopped when a valve device that controls a flow of the refrigerant to the radiator has a closed failure or when a state of the valve device is unclear.
The air conditioner for a vehicle according to claim 4 of the present invention is, in addition to the invention according to claim 1 or claim 2, characterized by comprising: a heat absorber as an indoor heat exchanger for absorbing heat from the refrigerant to cool air supplied into the vehicle interior; an auxiliary heating device for heating air supplied into a vehicle interior; and a temperature sensor that detects a temperature of the heat absorber, wherein the control device has a dehumidification and heating mode as an operation mode in which the refrigerant discharged from the compressor is made to dissipate heat in the outdoor heat exchanger, the refrigerant having dissipated heat is made to absorb heat by the heat absorber after being depressurized, and the auxiliary heating device is made to generate heat, and wherein in the dehumidification and heating mode, the compressor is controlled based on the temperature of the heat absorber detected by the temperature sensor, and the compressor is stopped when a valve device that controls a flow of the refrigerant to the heat absorber has a closed failure or when a state of the valve device is unclear.
The air conditioner for a vehicle according to claim 5 of the present invention is characterized by including, in addition to the above inventions: a radiator as an indoor heat exchanger for radiating heat from the refrigerant to heat air supplied into the vehicle interior; a heat absorber as an indoor heat exchanger for absorbing heat from the refrigerant to cool air supplied into the vehicle interior; and a temperature sensor that detects a temperature of the heat absorber, wherein the control device has a dehumidification cooling mode as an operation mode in which a refrigerant discharged from the compressor is made to dissipate heat in the radiator and the outdoor heat exchanger, and the refrigerant having dissipated heat is made to absorb heat in the heat absorber after pressure reduction, and wherein in the dehumidification cooling mode, the compressor is controlled based on the temperature of the heat absorber detected by the temperature sensor, and the compressor is stopped when a valve device that controls a flow of the refrigerant to the heat absorber has a closed failure or when a state of the valve device is unclear.
The air conditioner for a vehicle according to claim 6 of the present invention is characterized by including, in addition to the above inventions: a heat absorber as an indoor heat exchanger for absorbing heat from the refrigerant to cool air supplied into the vehicle interior; and a temperature sensor that detects a temperature of the heat absorber, wherein the control device has a cooling mode as an operation mode in which the refrigerant discharged from the compressor is made to dissipate heat in the outdoor heat exchanger and the heat-dissipated refrigerant is made to absorb heat by the heat absorber after pressure reduction, and in the cooling mode, the compressor is controlled based on the temperature of the heat absorber detected by the temperature sensor, and the compressor is stopped when a valve device that controls the flow of the refrigerant to the heat absorber has a closed failure or when the state of the valve device is unclear.
The air conditioner for a vehicle according to claim 7 of the present invention is characterized by including, in addition to the above inventions: a heat absorber as an indoor heat exchanger for absorbing heat from the refrigerant to cool air supplied into the vehicle interior; a temperature-controlled object heat exchanger for cooling a temperature-controlled object mounted on a vehicle; a heat absorber valve device for controlling the flow of the refrigerant to the heat absorber; a temperature-controlled object valve device for controlling the flow of a refrigerant to a temperature-controlled object heat exchanger; and a temperature sensor for an object to be temperature-regulated, which detects a temperature of the heat exchanger for the object to be temperature-regulated or an object to be cooled by the heat exchanger for the object to be temperature-regulated, wherein the control device has a cooling (priority) + air-conditioning mode as an operation mode in which the valve device for the object to be temperature-regulated is opened, the compressor is controlled based on the temperature of the heat exchanger for the object to be temperature-regulated detected by the temperature sensor for the object to be temperature-regulated or the object to be cooled by the heat exchanger for the object to be temperature-regulated, and the compressor is stopped when a closed failure occurs in the valve device for the object to be temperature-regulated or when the state of the valve device for the object to be temperature-regulated is unclear.
An air conditioning device for a vehicle according to claim 8 of the present invention is characterized by including, in addition to the respective inventions: a temperature-controlled object heat exchanger for cooling a temperature-controlled object mounted on a vehicle; a temperature-controlled object valve device for controlling the flow of a refrigerant to the temperature-controlled object heat exchanger; and a temperature sensor for an object to be temperature-regulated, which detects a temperature of the heat exchanger for an object to be temperature-regulated or an object to be cooled by the heat exchanger for an object to be temperature-regulated, wherein the control device opens the valve device for an object to be temperature-regulated, and controls the compressor based on the temperature of the heat exchanger for an object to be temperature-regulated or the object to be cooled by the heat exchanger for an object to be temperature-regulated, which is detected by the temperature sensor for an object to be temperature-regulated, and wherein the control device stops the compressor in a cooling (individual) mode as an operation mode when a failure occurs in closing the valve device for an object to be temperature-regulated or when a state of the valve device for an object to be temperature-regulated is unclear.
The air conditioner for a vehicle according to claim 9 of the present invention is characterized by including, in addition to the above inventions: a heat absorber as an indoor heat exchanger for absorbing heat from the refrigerant to cool air supplied into the vehicle interior; a temperature-controlled object heat exchanger for cooling a temperature-controlled object mounted on a vehicle; a heat absorber valve device for controlling the flow of the refrigerant to the heat absorber; a temperature-controlled object valve device for controlling the flow of a refrigerant to a temperature-controlled object heat exchanger; and a heat absorber temperature sensor that detects a temperature of the heat absorber, wherein the control device has an air conditioner (priority) + temperature-controlled object cooling mode as an operation mode in which the heat absorber valve device is opened, the compressor is controlled based on the temperature of the heat absorber detected by the heat absorber temperature sensor, and the temperature-controlled object valve device is controlled based on a temperature of the temperature-controlled object heat exchanger or an object to be cooled by the temperature-controlled object heat exchanger, and wherein the compressor is stopped when a closing failure occurs in the heat absorber valve device or when a state of the heat absorber valve device is unclear.
The air conditioner for a vehicle according to claim 10 of the present invention is characterized in that, in addition to the above inventions, the air conditioner for a vehicle includes: a radiator as an indoor heat exchanger for radiating heat from the refrigerant to heat air supplied into the vehicle interior; and a pressure sensor that detects a pressure of the radiator, wherein the control device has a defrosting mode as an operation mode in which the refrigerant discharged from the compressor flows into the outdoor heat exchanger through the radiator, and is defrosted by radiating heat by the outdoor heat exchanger, and in the defrosting mode, the compressor is controlled based on the pressure of the radiator detected by the pressure sensor, and the compressor is stopped when a valve device that controls the flow of the refrigerant to the radiator has a closed failure or when the state of the valve device is unclear.
The air conditioning apparatus for a vehicle according to the invention of claim 11 is characterized in that, in addition to the respective inventions, the control device stops the compressor when the refrigerant circuit is closed due to a failure in closing the valve device or when the refrigerant circuit is likely to be closed due to unclear state of the valve device.
Effects of the invention
According to the invention, the device comprises: a refrigerant circuit including a compressor that compresses a refrigerant, an indoor heat exchanger that exchanges heat between air supplied into a vehicle interior and the refrigerant, an outdoor heat exchanger that is provided outside the vehicle interior, and a plurality of valve devices that control the flow of the refrigerant; and a control device for switching a plurality of operation modes to perform air conditioning in a vehicle room by controlling the compressor and the valve device by the control device, when at least one of a closed failure of a valve device that controls the flow of refrigerant to a portion where a sensor for detecting a parameter used for controlling a compressor is provided or a portion that affects the sensor and an unclear state of the valve device occurs, the control device stops the compressor, when a valve device has a closing failure or the state of the valve device is unclear such that a detection value of a sensor for detecting a parameter used in the control of the compressor becomes incorrect, the compressor is stopped to avoid the defect that the compressor falls into the abnormal control state, thereby improving the reliability.
For example, as in the invention of claim 2, the method includes: a radiator as an indoor heat exchanger for radiating heat from the refrigerant to heat air supplied into the vehicle interior; and a pressure sensor that detects a pressure of the radiator, wherein the control device has a heating mode as an operation mode in which the refrigerant discharged from the compressor is made to radiate heat in the radiator and the heat of the refrigerant radiated is absorbed by the outdoor heat exchanger after the pressure is reduced, and wherein in the heating mode, when the compressor is controlled based on the pressure of the radiator detected by the pressure sensor, the compressor is stopped when a valve device that controls a flow of the refrigerant to the radiator is closed and failed or when a state of the valve device is unclear, thereby preventing a problem that the compressor falls into an abnormal control state in the heating mode, and improving reliability.
For example, as in the invention of claim 3, the method includes: a radiator as an indoor heat exchanger for radiating heat from the refrigerant to heat air supplied into the vehicle interior; a heat absorber as an indoor heat exchanger for absorbing heat from the refrigerant to cool air supplied into the vehicle interior; and a pressure sensor that detects a pressure of the radiator, wherein the control device has a dehumidification and heating mode as an operation mode in which the refrigerant discharged from the compressor is radiated in the radiator and the refrigerant having been radiated is decompressed and then absorbs heat via the outdoor heat exchanger and the heat absorber, and wherein in the dehumidification and heating mode, the compressor is controlled based on the pressure of the radiator detected by the pressure sensor, and wherein when a valve device that controls a flow of the refrigerant to the radiator has a closed failure or when a state of the valve device is unclear, the compressor is stopped, thereby avoiding a problem that the compressor falls into an abnormal control state in the dehumidification and heating mode, and improving reliability.
Further, for example, as in the invention of claim 4, the method includes: a heat absorber as an indoor heat exchanger for absorbing heat from the refrigerant to cool air supplied into the vehicle interior; an auxiliary heating device for heating air supplied into a vehicle interior; and a temperature sensor that detects a temperature of the heat absorber, wherein the control device has a dehumidification and heating mode as an operation mode in which the refrigerant discharged from the compressor is made to dissipate heat in the outdoor heat exchanger, and the refrigerant having dissipated heat is made to absorb heat by the heat absorber after being depressurized, and the auxiliary heating device is made to generate heat, and wherein in the dehumidification and heating mode, when the compressor is controlled based on the temperature of the heat absorber detected by the temperature sensor, the compressor is stopped when a valve device that controls the flow of the refrigerant to the heat absorber is closed and failed or when the state of the valve device is unclear, thereby avoiding a problem that the compressor falls into an abnormal control state in the dehumidification and heating mode in the above case, and improving reliability.
Further, for example, as in the invention of claim 5, the method includes: a radiator as an indoor heat exchanger for radiating heat from the refrigerant to heat air supplied into the vehicle interior; a heat absorber as an indoor heat exchanger for absorbing heat from the refrigerant to cool air supplied into the vehicle interior; and a temperature sensor that detects a temperature of the heat absorber, wherein the control device has a dehumidification cooling mode as an operation mode in which a refrigerant discharged from the compressor is made to dissipate heat in the radiator and the outdoor heat exchanger, and the heat-dissipated refrigerant is made to absorb heat by the heat absorber after being decompressed, and wherein in the dehumidification cooling mode, the compressor is controlled based on the temperature of the heat absorber detected by the temperature sensor, and wherein when a valve device that controls a flow of the refrigerant to the heat absorber is in a closed failure or when a state of the valve device is unclear, the compressor is stopped, thereby avoiding a problem that the compressor falls into an abnormal control state in the dehumidification cooling mode, and improving reliability.
For example, as in the invention of claim 6, the method includes: a heat absorber as an indoor heat exchanger for absorbing heat from the refrigerant to cool air supplied into the vehicle interior; and a temperature sensor that detects a temperature of the heat absorber, wherein the control device has a cooling mode that is an operation mode in which the refrigerant discharged from the compressor is made to dissipate heat in the outdoor heat exchanger and the heat-absorbed refrigerant after the heat dissipation is reduced in pressure and then the heat absorber absorbs heat, and wherein in the cooling mode, when the compressor is controlled based on the temperature of the heat absorber detected by the temperature sensor, the compressor is stopped when a valve device that controls the flow of the refrigerant to the heat absorber fails to close or when the state of the valve device is unclear, thereby avoiding a problem that the compressor falls into an abnormal control state in the cooling mode, and improving reliability.
For example, as in the invention of claim 7, the method includes: a heat absorber as an indoor heat exchanger for absorbing heat from the refrigerant to cool air supplied into the vehicle interior; a temperature-controlled object heat exchanger for cooling a temperature-controlled object mounted on a vehicle; a heat absorber valve device for controlling the flow of the refrigerant to the heat absorber; a temperature-controlled object valve device for controlling the flow of a refrigerant to a temperature-controlled object heat exchanger; and a temperature sensor for an object to be temperature-regulated, which detects a temperature of the heat exchanger for the object to be temperature-regulated or an object to be cooled by the heat exchanger for the object to be temperature-regulated, wherein the control device is configured to, in a cooling (priority) + air-conditioning mode as an operation mode in which the valve device for the object to be temperature-regulated is opened, the compressor is controlled based on the temperature of the heat exchanger for the object to be temperature-regulated detected by the temperature sensor for the object to be temperature-regulated or the object to be cooled by the heat exchanger for the object to be temperature-regulated, and the heat absorber is controlled based on the temperature of the heat absorber, stop the compressor when the valve device for the object to be temperature-regulated fails to close or when the state of the valve device for the object to be temperature-regulated is unclear, thereby avoiding a poor control state in which the compressor falls into an abnormal state in the cooling (priority) + air-conditioning mode for the object to be temperature In the former case, reliability can be improved.
Further, for example, as in the invention of claim 8, the method includes: a temperature-controlled object heat exchanger for cooling a temperature-controlled object mounted on a vehicle; a temperature-controlled object valve device for controlling the flow of a refrigerant to the temperature-controlled object heat exchanger; a temperature sensor for an object to be temperature-regulated, which detects a temperature of the heat exchanger for the object to be temperature-regulated or an object to be cooled by the heat exchanger for the object to be temperature-regulated, and a control device which, in a cooling (individual) mode for the object to be temperature-regulated which is an operation mode in which a valve device for the object to be temperature-regulated is opened and a compressor is controlled based on the temperature of the heat exchanger for the object to be temperature-regulated detected by the temperature sensor for the object to be temperature-regulated or the object to be cooled by the heat exchanger for the object to be temperature-regulated, stops the compressor when a failure occurs in closing the valve device for the object to be temperature-regulated or when the state of the valve device for the object to be temperature-regulated is unclear, thereby avoiding a problem that the compressor falls into an abnormal control state in the cooling (individual) mode for the object to be temperature-regulated, thereby enabling improvement in reliability.
For example, as in the invention of claim 9, the method includes: a heat absorber as an indoor heat exchanger for absorbing heat from the refrigerant to cool air supplied into the vehicle interior; a temperature-controlled object heat exchanger for cooling a temperature-controlled object mounted on a vehicle; a heat absorber valve device for controlling the flow of the refrigerant to the heat absorber; a temperature-controlled object valve device for controlling the flow of a refrigerant to a temperature-controlled object heat exchanger; and a heat absorber temperature sensor for detecting the temperature of the heat absorber, the control device opens the heat absorber valve device and controls the compressor based on the temperature of the heat absorber detected by the heat absorber temperature sensor, and an air conditioning (priority) + object cooling mode as an operation mode for controlling the valve device for the object to be temperature-regulated based on the temperature of the heat exchanger for the object to be temperature-regulated or the object to be cooled by the heat exchanger for the object to be temperature-regulated, in the case where a shut-down failure occurs in the valve device for the heat absorber or the state of the valve device for the heat absorber is unclear, the compressor is stopped, this can avoid a problem that the compressor is in an abnormal control state in the air-conditioning (priority) temperature-controlled object cooling mode, and can improve reliability.
For example, as in the invention of claim 10, the method includes: a radiator as an indoor heat exchanger for radiating heat from the refrigerant to heat air supplied into the vehicle interior; and a pressure sensor that detects a pressure of the radiator, wherein the control device has a defrosting mode as an operation mode in which the refrigerant discharged from the compressor flows into the outdoor heat exchanger through the radiator, and is heated and defrosted by the outdoor heat exchanger, and in the defrosting mode, when the compressor is controlled based on the pressure of the radiator detected by the pressure sensor, the compressor is stopped when a valve device that controls a flow of the refrigerant to the radiator fails to close or when a state of the valve device is unclear, thereby avoiding a problem that the compressor falls into an abnormal control state in the defrosting mode, and improving reliability.
Further, as in the invention according to claim 11, when the refrigerant circuit is closed due to a failure in closing the valve device or when the refrigerant circuit is likely to be closed due to unclear state of the valve device, the control device stops the compressor, thereby avoiding a problem that the compressor is operated in a state where the refrigerant circuit is closed, and further improving the reliability.
Drawings
Fig. 1 is a configuration diagram of a vehicle air conditioner to which an embodiment of the present invention is applied (example 1).
Fig. 2 is a block diagram of an electric circuit of the control device of the vehicle air conditioner of fig. 1.
Fig. 3 is a diagram illustrating an operation mode executed by the control device of fig. 2.
Fig. 4 is a configuration diagram of the vehicle air conditioner illustrating a heating mode performed by the heat pump controller of the control device of fig. 2.
Fig. 5 is a configuration diagram of the vehicle air conditioner illustrating a dehumidification and heating mode performed by the heat pump controller of the control device of fig. 2.
Fig. 6 is a configuration diagram of the vehicle air conditioner illustrating a dehumidification-air cooling mode performed by the heat pump controller of the control device of fig. 2.
Fig. 7 is a configuration diagram of the vehicle air conditioner illustrating a cooling mode performed by the heat pump controller of the control device of fig. 2.
Fig. 8 is a configuration diagram of the vehicle air conditioner illustrating an air conditioning (priority) + battery cooling mode and a battery cooling (priority) + air conditioning mode by the heat pump controller of the control device of fig. 2.
Fig. 9 is a configuration diagram of the vehicle air conditioner illustrating a battery cooling (stand-alone) mode performed by the heat pump controller of the control device of fig. 2.
Fig. 10 is a configuration diagram of the air conditioner for a vehicle illustrating a defrosting mode performed by the heat pump controller of the control device of fig. 2.
Fig. 11 is a control block diagram relating to the compressor control of the heat pump controller of the control apparatus of fig. 2.
Fig. 12 is another control block diagram relating to the compressor control of the heat pump controller of the control apparatus of fig. 2.
Fig. 13 is a block diagram illustrating control of the electromagnetic valve 69 in the air-conditioning (priority) + battery cooling mode of the heat pump controller of the control device of fig. 2.
Fig. 14 is still another control block diagram relating to the compressor control of the heat pump controller of the control apparatus of fig. 2.
Fig. 15 is a block diagram illustrating control of the electromagnetic valve 35 in the battery cooling (priority) + air conditioning mode of the heat pump controller of the control device of fig. 2.
Fig. 16 is a configuration diagram of a vehicle air conditioner to which another embodiment of the present invention is applied (example 2).
Fig. 17 is a configuration diagram of a vehicle air conditioner to which still another embodiment of the present invention is applied (example 3).
Detailed Description
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
Example 1
Fig. 1 is a configuration diagram showing an air conditioner 1 for a vehicle according to an embodiment of the present invention. A vehicle to which an embodiment of the present invention is applied is an Electric Vehicle (EV) not equipped with an engine (internal combustion engine), and travels by supplying electric power charged in a battery 55 mounted on the vehicle to a motor for traveling (electric motor, not shown), and a compressor 2, 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 conditioning apparatus 1 for a vehicle according to the present embodiment, in the electric vehicle that cannot perform heating by using the engine waste heat, the operation modes of the heating mode, the dehumidification cooling mode, the defrosting mode, the air conditioning (priority) + battery cooling mode, the battery cooling (priority) + air conditioning mode, and the battery cooling (individual) mode are switched by the operation of the heat pump using the refrigerant circuit R, so that the air conditioning in the vehicle interior and the temperature adjustment of the battery 55 are performed.
Here, the air-conditioning (priority) + battery cooling mode is an example of the air-conditioning (priority) + temperature-controlled object cooling mode of the present invention, the battery-cooling (priority) + air-conditioning mode is an example of the temperature-controlled object cooling (priority) + air-conditioning mode of the present invention, and the battery cooling (individual) mode is an example of the temperature-controlled object cooling (individual) mode of the present invention.
The present invention is also effective in a so-called hybrid vehicle in which an engine and an electric motor for running are shared, as the vehicle, not limited to an electric vehicle. Further, the vehicle to which the vehicular air conditioning device 1 of the embodiment is applied can charge the battery 55 from an external charger (quick charger, normal charger). The battery 55, the traveling motor, the inverter for controlling the traveling motor, and the like described above are objects to be temperature-controlled mounted on the vehicle according to the present invention, but in the following embodiments, the battery 55 is used as an example for description.
The air conditioning apparatus 1 for a vehicle of the embodiment is an apparatus for conditioning air (heating, cooling, dehumidifying, and ventilating) in a vehicle interior of an electric vehicle, and includes a refrigerant circuit R in which an electric compressor (electric compressor) 2, a radiator 4 as an indoor heat exchanger, an outdoor expansion valve 6 as a valve device, an outdoor heat exchanger 7, an indoor expansion valve 8, a heat absorber 9 as an indoor heat exchanger, an accumulator 12, and the like are connected in this order by a refrigerant pipe 13, wherein the compressor 2 compresses a refrigerant, the radiator 4 is provided in an air flow path 3 of an HVAC unit 10 that supplies an air ventilation cycle in the vehicle interior, and a high-temperature and high-pressure refrigerant discharged from the compressor 2 is caused to flow in through a muffler 5 and a refrigerant pipe 13G and is caused to radiate heat (release heat of the refrigerant) into the vehicle interior, and the outdoor expansion valve 6 decompresses and expands the refrigerant at the time of heating and is constituted by an electric valve (electric expansion valve), the outdoor heat exchanger 7 exchanges heat between the refrigerant and the outside air to function as a radiator for radiating heat from the refrigerant during cooling and as an evaporator for absorbing heat (absorbing heat) from the refrigerant during heating, the indoor expansion valve 8 is configured by a mechanical expansion valve for decompressing and expanding the refrigerant, and the heat absorber 9 is provided in the air flow path 3 to evaporate the refrigerant during cooling and dehumidification to absorb heat from the inside and outside of the vehicle interior (to absorb heat from the refrigerant).
The outdoor expansion valve 6 is fully closed while decompressing and expanding the refrigerant flowing out of the radiator 4 and flowing into the outdoor heat exchanger 7. In the embodiment, the indoor expansion valve 8 using a mechanical expansion valve reduces the pressure of the refrigerant flowing into the heat absorber 9 and expands the refrigerant, and adjusts the degree of superheat of the refrigerant in the heat absorber 9.
Further, an outdoor fan 15 is provided in the outdoor heat exchanger 7. The outdoor fan 15 is configured to forcibly ventilate the outdoor air to the outdoor heat exchanger 7 to exchange heat between the outdoor air and the refrigerant, and thereby ventilate the outdoor air to the outdoor heat exchanger 7 even when the vehicle is stopped (i.e., the vehicle speed is 0 km/h).
The outdoor heat exchanger 7 includes a receiver/dryer section 14 and a subcooling section 16 in this order on the refrigerant downstream side, a refrigerant pipe 13A on the refrigerant outlet side of the outdoor heat exchanger 7 is connected to the receiver/dryer section 14 via an electromagnetic valve 17 (for cooling) as a valve device that is opened when the refrigerant flows to the heat absorber 9, and a refrigerant pipe 13B on the outlet side of the subcooling section 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 the vehicle cabin) as a valve device (valve device) for the heat absorber in this order. In addition, the receiver-drier 14 and the subcooling part 16 structurally constitute a part of the outdoor heat exchanger 7. The check valve 18 is oriented in the forward direction toward the indoor expansion valve 8.
A refrigerant pipe 13D branches from a refrigerant pipe 13A extending from the outdoor heat exchanger 7, and the branched refrigerant pipe 13D is connected to a refrigerant pipe 13C on the refrigerant outlet side of the heat absorber 9 via an electromagnetic valve 21 (for heating) as a valve device opened during heating. The refrigerant pipe 13C is connected to the inlet side of the accumulator 12, and the outlet side of the accumulator 12 is connected to the refrigerant pipe 13K on the refrigerant suction side of the compressor 2.
A strainer 19 is connected to the refrigerant pipe 13E on the refrigerant outlet side of the radiator 4, the refrigerant pipe 13E is branched into a refrigerant pipe 13J and a refrigerant pipe 13F in front of (on the refrigerant upstream side of) the outdoor expansion valve 6, and the branched refrigerant pipe 13J is connected to the refrigerant inlet side of the outdoor heat exchanger 7 via the outdoor expansion valve 6. The other refrigerant pipe 13F branched is connected to the refrigerant pipe 13B located on the refrigerant downstream side of the check valve 18 and on the refrigerant upstream side of the indoor expansion valve 8 via an electromagnetic valve 22 (for dehumidification) as a valve device opened at the time of dehumidification.
Thereby, 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 becomes a bypass circuit that bypasses the outdoor expansion valve 6, the outdoor heat exchanger 7, and the check valve 18. The outdoor expansion valve 6 is connected in parallel to a solenoid valve 20 as a bypass valve device.
Further, an air flow path 3 on the air upstream side of the heat absorber 9 is formed with suction ports (a suction port 25 is representatively shown in fig. 1) of an external air suction port and an internal air suction port, and a suction switching damper 26 is provided at the suction port 25, and the suction switching damper 26 switches the air introduced into the air flow path 3 between internal air (internal air circulation) which is air in the vehicle interior and external air (external air introduction) which is air outside the vehicle interior. Further, an indoor blower (blower fan) 27 is provided on the air downstream side of the suction switching damper 26, and the indoor blower 27 is configured to send the introduced internal air or external air to the air flow path 3.
Further, the inhalation switching damper 26 of the embodiment is configured to be able to adjust the ratio of the internal air in the air (the external air and the internal air) flowing into the inhaler 9 in the air flow path 3 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 embodiment, an auxiliary heater 23 as an auxiliary heating device including a PTC heater (electric heater) is provided in the air flow path 3 on the leeward side (air downstream side) of the radiator 4, and the air supplied into the vehicle interior through the radiator 4 can be heated. 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 air (internal air or external air) flowing into the air flow path 3 and passing through the heat absorber 9 in the air flow path 3 to be blown to the radiator 4 and the auxiliary heater 23.
Further, the air flow path 3 on the air downstream side of the radiator 4 is formed with blow-out ports (representatively shown as a blow-out port 29 in fig. 1) of a blow-out leg (japanese: フット), a natural wind (japanese: ベント), and a front windshield defogging (japanese: デフ), and the blow-out port switching flap 31 is provided in the blow-out port 29, and the blow-out port switching flap 31 switches and controls the blow-out of air from the blow-out ports.
The air conditioner 1 for a vehicle according to the present embodiment includes a device temperature adjusting device 61, and the device temperature adjusting device 61 is configured to adjust the temperature of the battery 55 by circulating a heat medium through the battery 55 (temperature controlled object). The device temperature adjusting apparatus 61 of the embodiment includes: a circulation pump 62 as a circulation device, the circulation pump 62 circulating the heat medium through the battery 55; a refrigerant-heat medium heat exchanger 64 as a temperature-controlled object heat exchanger; and a heat medium heater 63 as a heating device, which are connected to the battery 55 in a ring shape by a heat medium pipe 66.
In the case of the embodiment, the inlet of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 is connected to the discharge side of the circulation pump 62, and the inlet of the heat medium heater 63 is connected to the outlet of the heat medium flow path 64A. The outlet of the heat medium heater 63 is connected to the inlet of the battery 55, and the outlet of the battery 55 is connected to the suction side of the circulation pump 62.
As the heat medium used in the above-described equipment temperature control device 61, for example, water, a refrigerant such as HFO-1234yf, a liquid such as a coolant, or a gas such as air can be used. In addition, in the embodiment, water is employed as the heat medium. The heat medium heater 63 is formed of an electric heater such as a PTC heater. Further, a jacket structure is provided around the battery 55 so that, for example, a heat medium can flow in heat exchange relation with the battery 55.
Next, 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 flowing out of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 flows to the heat medium heater 63, is heated by the heat medium heater 63 when it generates heat, then flows to the battery 55, and then exchanges heat with the battery 55. Next, the heat medium having exchanged heat with the battery 55 is sucked into the circulation pump 62, and circulated through the heat medium pipe 66.
On the other hand, one end of a branch pipe 67 as a branch circuit is connected to the refrigerant pipe 13B located on the refrigerant downstream side of the connection portion between the refrigerant pipe 13F and the refrigerant pipe 13B of the refrigerant circuit R and on the refrigerant upstream side of the indoor expansion valve 8. In the embodiment, an auxiliary expansion valve 68 as a valve device including a mechanical expansion valve and an electromagnetic valve (for a cooler) 69 as a valve device (valve device) for a temperature-controlled object are provided in this order in the branch pipe 67. The auxiliary expansion valve 68 reduces the pressure and expands the refrigerant flowing into a refrigerant passage 64B, described later, of the refrigerant-heat medium heat exchanger 64, and adjusts the degree of superheat of the refrigerant in the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64.
The other end of the branch pipe 67 is connected to the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, one end of a refrigerant pipe 71 is connected to an outlet of the refrigerant flow path 64B, and the other end of the refrigerant pipe 71 is connected to a refrigerant pipe 13C located on the refrigerant upstream side (the refrigerant upstream side of the accumulator 12) with respect to the point of confluence with the refrigerant pipe 13D. 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 apparatus 61.
When the solenoid valve 69 is opened, the refrigerant (a part or all of the refrigerant) from the outdoor heat exchanger 7 or the like flows into the branch pipe 67, is reduced in pressure by the auxiliary expansion valve 68, then flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 through the solenoid valve 69, and is evaporated in the refrigerant flow path 64B. While the refrigerant flows through the refrigerant flow path 64B, the refrigerant absorbs heat from the heat medium flowing through the heat medium flow path 64A, and then is sucked into the compressor 2 from the refrigerant pipe 13K through the branch pipe 71, the refrigerant pipe 13C, and the accumulator 12.
Next, fig. 2 shows a block diagram of the control device 11 of the vehicle air conditioner 1 of the embodiment. The control device 11 is composed of an air-conditioning Controller 45 and a heat pump Controller 32, each of the air-conditioning Controller 45 and the heat pump Controller 32 is composed of a microcomputer as an example of a computer including a processor, and the air-conditioning Controller 45 and the heat pump Controller 32 are connected to a vehicle communication bus 65 constituting CAN (Controller Area NetWork) and LIN (Local Interconnect NetWork). The compressor 2, the sub-heater 23, the circulation pump 62, and the heat medium heater 63 are all connected to a vehicle communication bus 65, and the air conditioning controller 45, the heat pump controller 32, the compressor 2, the sub-heater 23, the circulation pump 62, and the heat medium heater 64 are configured to receive and transmit data via the vehicle communication bus 65.
Further, a vehicle controller 72(ECU), a Battery controller (BMS: Battery Management System) 73, and a GPS navigation device 74 are connected to the vehicle communication bus 65, the vehicle controller 72 controls the entire vehicle including the running vehicle, and the Battery controller 73 controls charging and discharging of the Battery 55. The vehicle controller 72, the battery controller 73, and the GPS navigation device 74 are each constituted by a microcomputer including an example of a computer as a processor, and the air conditioning controller 45 and the heat pump controller 32 constituting the control device 11 are constituted to receive and transmit information (data) with the vehicle controller 72, the battery controller 73, and the GPS navigation device 74 via the vehicle communication bus 65.
The air conditioning controller 45 is a host controller responsible for controlling the air conditioning of the vehicle interior, and an outside air temperature sensor 33, an outside air humidity sensor 34, a HAVC intake temperature sensor 36, an inside air temperature sensor 37, an inside air humidity sensor 38, and an indoor CO are connected to the inputs of the air conditioning controller 452Outputs of a concentration sensor 39, an outlet air temperature sensor 41, for example, a photo-electric solar radiation sensor 51, a vehicle speed sensor 52, and an air-conditioning operation unit 53, wherein the outside air temperature sensor 33 detects an outside air temperature Tam of the vehicle, the outside air humidity sensor 34 detects an outside air humidity, the HVAC intake temperature sensor 36 detects a temperature of air taken in from the intake port 25 to the air flow path 3 and flowing into the heat absorber 9, the inside air temperature sensor 37 detects a temperature of air (inside air) in the vehicle interior, the inside air humidity sensor 38 detects a humidity of air in the vehicle interior, and the indoor CO is detected2The concentration sensor 39 detects the concentration of carbon dioxide in the vehicle interior, the air-out temperature sensor 41 detects the temperature of air blown out into the vehicle interior, the solar radiation sensor 51 detects the amount of solar radiation in the vehicle interior, the vehicle speed sensor 52 detects the moving speed (vehicle speed) of the vehicle, and the air-conditioning operation unit 53 performs air-conditioning setting operations and information display in the vehicle interior, such as switching between a set temperature and an operation mode in the vehicle interior. In the figure, reference numeral 53A denotes a display screen as a display output device provided in the air-conditioning operation unit 53.
Further, an outdoor air-sending device 15, an indoor air-sending device (air-sending fan) 27, an intake switching damper 26, an air mixing damper 28, and an outlet switching damper 31 are connected to the output of the air-conditioning controller 45, and the air-conditioning controller 45 controls these components.
The heat pump controller 32 is a controller mainly responsible for control of the refrigerant circuit R, and outputs of a radiator inlet temperature sensor 43, a radiator outlet temperature sensor 44, a suction temperature sensor 46, a radiator pressure sensor 47, a heat absorber temperature sensor 48, an outdoor heat exchanger temperature sensor 49, and auxiliary heater temperature sensors 50A (driver side) and 50B (passenger side) are connected to inputs of the heat pump controller 32, wherein the radiator inlet temperature sensor 43 detects a refrigerant inlet temperature Tcxin of the radiator 4 (discharge refrigerant temperature of the compressor 2), the radiator outlet temperature sensor 44 detects a refrigerant outlet temperature Tci of the radiator 4, the suction temperature sensor 46 detects a suction refrigerant temperature Ts of the compressor 2, and the radiator pressure sensor 47 detects a refrigerant pressure on the refrigerant outlet side of the radiator 4 (pressure of the radiator 4: radiation pressure) The heat absorber pressure Pci) is detected, and the heat absorber temperature sensor 48 detects the temperature of the heat absorber 9 (the temperature of the heat absorber 9 itself: hereinafter, the heat absorber temperature Te), and the outdoor heat exchanger temperature sensor 49 detects the refrigerant temperature at the outlet of the outdoor heat exchanger 7 (the refrigerant evaporation temperature of the outdoor heat exchanger 7: the outdoor heat exchanger temperature TXO), and the sub-heater temperature sensors 50A, 50B detect the temperature of the sub-heater 23.
Further, to the output of the heat pump controller 32, there are connected the respective solenoid valves of the outdoor expansion valve 6, the solenoid valve 22 (for dehumidification), the solenoid valve 17 (for cooling), the solenoid valve 21 (for heating), the solenoid valve 20 (for bypass), the solenoid valve 35 (for vehicle cabin), and the solenoid valve 69 (for cooler), which are controlled by the heat pump controller 32. In the embodiment, the controllers of the compressor 2, the sub-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.
The circulation pump 62 and the heat medium heater 63 constituting the device temperature control apparatus 61 may be controlled by the battery controller 73. The battery controller 73 is connected with outputs of a heat medium temperature sensor 76 and a battery temperature sensor 77 as temperature sensors for an object to be temperature-regulated, the heat medium temperature sensor 76 detects the temperature of the heat medium (heat medium temperature Tw: the temperature of the object to be cooled by the heat exchanger for an object to be temperature-regulated) on the outlet side of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 of the device temperature control device 61, and the battery temperature sensor 77 detects the temperature of the battery 55 (the temperature of the battery 55 itself: battery temperature Tcell). Further, in the embodiment, the remaining amount (the amount of stored electricity) of the battery 55, information on the charging of the battery 55 (information on the state of charge, the charge end time, the remaining charge 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 on the charge completion time and the remaining charge time at the time of charging the battery 55 is supplied from an external charger such as a quick charger described later.
The heat pump controller 32 and the air conditioner controller 45 mutually receive and transmit data via the vehicle communication bus 65, and control the respective devices based on the outputs of the respective sensors and the settings input through the air conditioner operation unit 53, and in this case, in the embodiment, the external air temperature sensor 33, the discharge pressure sensor 34, the HVAC intake temperature sensor 36, the internal air temperature sensor 37, the internal air humidity sensor 38, and the indoor CO are configured as the external air temperature sensor 33, the discharge pressure sensor 34, the HVAC intake temperature sensor 36, the internal air temperature sensor 37, the internal air humidity sensor 382The concentration sensor 39, the outlet temperature sensor 41, the insolation sensor 51, the vehicle speed sensor 52, the air volume Ga of the air flowing into the air flow path 3 and flowing through the air flow path 3 (calculated by the air conditioning controller 45), the air volume ratio SW achieved by the air mix damper 28 (calculated by the air conditioning controller 45), the voltage (BLV) of the indoor fan 27, the information from the battery controller 73, the information from the GPS navigation device 74, and the output of the air conditioning operation unit 53 are transmitted from the air conditioning controller 45 to the heat pump via the vehicle communication bus 65A controller 32 for control by the heat pump controller 32.
Further, data (information) related to the control of the refrigerant circuit R is also sent from the heat pump controller 32 to the air conditioning controller 45 via the vehicle communication bus 65. In addition, the air volume ratio SW realized by the aforementioned air mix damper 28 is calculated by the air conditioner controller 45 in the range of 0. ltoreq. SW. ltoreq.1. When SW is 1, all the air flowing through the heat absorber 9 is ventilated to the radiator 4 and the auxiliary heater 23 by the air mixing damper 28.
Based on the above configuration, the operation of the air conditioner 1 for a vehicle of the embodiment will be described next. In the present embodiment, the control device 11 (the air-conditioning controller 45, the heat pump controller 32) switches between executing the respective air-conditioning operations of the heating mode, the dehumidification cooling mode, the cooling mode, and the air-conditioning (priority) + battery cooling mode, the respective battery cooling operations of the battery cooling (priority) + air-conditioning mode, and the battery cooling (individual) mode, and the defrosting mode. They are shown in fig. 3.
In the embodiment, each air conditioning operation in the heating mode, the dehumidification cooling mode, the air conditioning (priority) + battery cooling mode can be performed when the Ignition (IGN) of the vehicle is turned on without charging the battery 55 and the air conditioning switch of the air conditioning operation unit 53 is turned on. However, the operation can be performed even when the ignition device is turned off during the remote operation (pre-air conditioning, etc.). Further, the cooling operation can be performed when the air conditioner switch is turned on and there is no battery cooling request even during the charging of the battery 55. On the other hand, each battery cooling operation in the battery cooling (priority) + air conditioning mode, battery cooling (individual) mode can be executed when, for example, a plug of a quick charger (external power supply) is connected and the battery 55 is charged. However, the battery cooling (alone) mode can be executed in a case where the air conditioner switch is off and there is a battery cooling demand (driving under high outside air temperature, etc.), in addition to during the charging of the battery 55.
In the embodiment, the heat pump controller 32 operates the circulation pump 62 of the device temperature adjusting apparatus 61 and circulates the heat medium in the heat medium pipe 66 as shown by the broken line in fig. 4 to 10 when the ignition is turned on or the battery 55 is being charged even when the ignition is turned off. In addition, 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 causing the heat medium heater 63 of the device temperature adjusting apparatus 61 to generate heat.
(1) Heating mode
First, the heating mode will be described with reference to fig. 4. The control of each device is performed by cooperation of the heat pump controller 32 and the air conditioning controller 45, but in the following description, the heat pump controller 32 is used as a control subject to simplify the description. Fig. 4 shows the flow direction of the refrigerant in the refrigerant circuit R in the heating mode (solid arrows). When the heating mode is selected by the heat pump controller 32 (automatic mode) or a manual air-conditioning setting operation (manual mode) for the air-conditioning operation portion 53 of the air-conditioning controller 45, the heat pump controller 32 opens the electromagnetic valve 21 and closes the electromagnetic valves 17, 20, 22, 35, and 69. Next, the compressor 2 and the air-sending devices 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 air-sending device 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 in the radiator 4, the air in the air flow path 3 exchanges heat with the high-temperature refrigerant in the radiator 4 and is heated. On the other hand, the refrigerant in the radiator 4 is cooled by the air depriving heat, condensed, and liquefied.
The refrigerant liquefied in the radiator 4 flows out of the radiator 4, and then flows to the outdoor expansion valve 6 through the refrigerant pipes 13E and 13J. The refrigerant flowing into the outdoor expansion valve 6 is decompressed by the outdoor expansion valve 6, and then flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 evaporates and extracts heat (absorbs heat) from outside air ventilated by traveling or by the outdoor blower 15. That is, the refrigerant circuit R serves as a heat pump. Then, the low-temperature refrigerant flowing out of the outdoor heat exchanger 7 flows through the refrigerant pipe 13A, the refrigerant pipe 13D, and the electromagnetic valve 21 to the refrigerant pipe 13C, enters the accumulator 12 through the refrigerant pipe 13C, is gas-liquid separated in the accumulator 12, and then is sucked into the compressor 2 through the refrigerant pipe 13K, and the cycle is repeated. Since the air heated by the radiator 4 is blown out from the air outlet 29, the vehicle interior is heated.
The heat pump controller 32 calculates a target radiator pressure PCO from a target heater temperature TCO (target temperature of the radiator 4) calculated from a target outlet air temperature TAO that is a target temperature of air blown out into the vehicle interior (target value of temperature of air blown out into the vehicle interior), controls the rotation speed of the compressor 2 based on the target radiator pressure PCO and a radiator pressure Pci (high pressure of the refrigerant circuit R: parameter) detected by the radiator pressure sensor 47, and controls the degree of supercooling of the refrigerant at the outlet of the radiator 4 by controlling the valve opening degree of the outdoor expansion valve 6 based on a refrigerant outlet temperature Tci of the radiator 4 detected by the radiator outlet temperature sensor 44 and a radiator pressure Pci detected by the radiator pressure sensor 47.
Further, in the case where the heating capacity (heating capacity) realized by the radiator 4 is insufficient with respect to the required heating capacity, the heat pump controller 32 compensates for the insufficient amount by the heat generation of the sub-heater 23. Thus, the vehicle interior can be heated without any trouble even at a low outside air temperature or the like.
(2) Dehumidification heating mode
Next, the dehumidification and heating mode will be described with reference to fig. 5. Fig. 5 shows the flow direction of the refrigerant in the refrigerant circuit R in the dehumidification and heating mode (solid arrows). In the dehumidification and heating mode, the heat pump controller 32 opens the solenoid valves 21, 22, and 35 and closes the solenoid valves 17, 20, and 69. Next, the compressor 2 and the air-sending devices 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 air-sending device 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 in the radiator 4, the air in the air flow path 3 exchanges heat with the high-temperature refrigerant in the radiator 4 and is heated. On the other hand, the refrigerant in the radiator 4 is cooled by the air depriving heat, condensed, and liquefied.
The refrigerant liquefied in the radiator 4 flows out of the radiator 4, passes through the refrigerant pipe 13E, and then partially flows into the refrigerant pipe 13J and flows to the outdoor expansion valve 6. The refrigerant flowing into the outdoor expansion valve 6 is decompressed by the outdoor expansion valve 6, and then flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 evaporates and extracts heat (absorbs heat) from outside air ventilated by traveling or by the outdoor blower 15. Then, the low-temperature refrigerant flowing out of the outdoor heat exchanger 7 flows through the refrigerant pipe 13A, the refrigerant pipe 13D, and the electromagnetic valve 21 to the refrigerant pipe 13C, enters the accumulator 12 through the refrigerant pipe 13C, is gas-liquid separated in the accumulator 12, and then is sucked into the compressor 2 through the refrigerant pipe 13K, and the cycle is repeated.
On the other hand, the remaining part of the condensed refrigerant that has passed through the radiator 4 and flowed through the refrigerant pipe 13E is branched, and the branched refrigerant flows into the refrigerant pipe 13F through the electromagnetic valve 22 and flows into the refrigerant pipe 13B. The refrigerant then flows to the indoor expansion valve 8, is reduced in pressure in the indoor expansion valve 8, then flows into the heat absorber 9 through the solenoid valve 35, and evaporates. At this time, moisture in the air blown out from the indoor fan 27 is condensed and attached to the heat absorber 9 by the heat absorption action of the refrigerant generated by the heat absorber 9, and therefore, the air is cooled and dehumidified.
The refrigerant evaporated in the heat absorber 9 flows out of the refrigerant pipe 13C, merges with the refrigerant from the refrigerant pipe 13D (the refrigerant from the outdoor heat exchanger 7), passes through the accumulator 12, is sucked into the compressor 2 from the refrigerant pipe 13K, and repeats the above-described cycle. The air dehumidified by the heat absorber 9 is reheated while passing through the radiator 4 and the auxiliary heater 23 (when generating heat), thereby performing dehumidification and heating of the vehicle interior.
In the embodiment, the heat pump controller 32 controls the rotation speed of the compressor 2 based on the target radiator pressure PCO calculated from the target heater temperature TCO and the radiator pressure Pci (high pressure of the refrigerant circuit R: parameter) 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: parameter) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO as the target value thereof. At this time, the heat pump controller 32 selects the lower one of the target compressor rotation speed calculated from either the radiator pressure Pci or the heat absorber temperature Te to control the compressor 2. The valve opening degree of the outdoor expansion valve 6 is controlled based on the heat absorber temperature Te.
In the dehumidification and heating mode, when the heating capacity (heating capacity) of the radiator 4 is insufficient with respect to the required heating capacity, the heat pump controller 32 compensates for the shortage by the heat generation of the auxiliary heater 23. This allows the interior of the vehicle to be dehumidified and heated without any trouble even at a low outside air temperature.
(3) Dehumidification cooling mode
Next, the dehumidification cooling mode will be described with reference to fig. 6. Fig. 6 shows the flow direction of the refrigerant in the refrigerant circuit R in the dehumidification cooling mode (solid arrows). 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. Next, the compressor 2 and the air-sending devices 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 air-sending device 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 in the radiator 4, the air in the air flow path 3 exchanges heat with the high-temperature refrigerant in the radiator 4 and is heated. On the other hand, the refrigerant in the radiator 4 is cooled by the air depriving heat, condensed, and liquefied.
The refrigerant flowing out of the radiator 4 flows through the refrigerant pipes 13E and 13J to the outdoor expansion valve 6, and flows into the outdoor heat exchanger 7 through the outdoor expansion valve 6 controlled to be slightly open (a region having a larger valve opening degree) than the heating mode and the dehumidification and heating mode. The refrigerant flowing into the outdoor heat exchanger 7 is cooled by air in the outdoor heat exchanger 7 by traveling or by outside air ventilated by the outdoor fan 15, and is condensed. The refrigerant flowing out of the outdoor heat exchanger 7 flows into the refrigerant pipe 13B through the refrigerant pipe 13A, the electromagnetic valve 17, the receiver/dryer section 14, and the subcooling section 16, and flows into the indoor expansion valve 8 through the check valve 18. The refrigerant is decompressed by the indoor expansion valve 8, flows into the heat absorber 9 through the electromagnetic valve 35, and evaporates. In this case, the moisture in the air blown out from the indoor fan 27 is condensed and attached to the heat absorber 9 by the heat absorption action, and therefore, the air is cooled and dehumidified.
The refrigerant evaporated in the heat absorber 9 flows through the refrigerant pipe 13C to the accumulator 12, is sucked from the refrigerant pipe 13K through the accumulator 12 to the compressor 2, and the above cycle is repeated. The air cooled and dehumidified in the heat absorber 9 is reheated (lower heating capacity than in the case of dehumidification and heating) while passing through the radiator 4 and the auxiliary heater 23 (in the case of heat generation), thereby performing dehumidification and cooling of the vehicle interior.
The heat pump controller 32 controls the rotation speed of the compressor 2 so that the heat absorber temperature Te becomes the target heat absorber temperature TEO based on the temperature of the heat absorber 9 (heat absorber temperature Te: parameter) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO that is the target temperature of the heat absorber 9 (target value of the heat absorber temperature Te), and controls the valve opening degree of the outdoor expansion valve 6 so that the radiator pressure Pci becomes the target radiator pressure PCO based on the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator outlet pressure sensor 47 and the target radiator pressure PCO (target value of the radiator pressure Pci), thereby obtaining the required reheating amount (reheating amount) by the radiator 4.
In the dehumidification cooling mode, when the heating capacity (reheating capacity) realized by the radiator 4 is insufficient with respect to the required heating capacity, the heat pump controller 32 compensates for the shortage by the heat generation of the auxiliary heater 23. This makes it possible to perform dehumidification cooling while preventing an excessive drop in the temperature in the vehicle interior.
(4) Refrigeration mode
Next, the cooling mode will be described with reference to fig. 7. Fig. 7 shows the flow direction of the refrigerant in the refrigerant circuit R in the cooling mode (solid arrows). In the cooling mode, the heat pump controller 32 opens the solenoid valves 17, 20, and 35 and closes the solenoid valves 21, 22, and 69. Next, the compressor 2 and the air-sending devices 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 air-sending device 27 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. Although the air in the air flow path 3 is ventilated to the radiator 4, the ratio is small (only for reheating (reheating) in cooling), and therefore the refrigerant flowing out of the radiator 4 almost passes only through the radiator 4, and flows to the refrigerant pipe 13J through the refrigerant pipe 13E. At this time, since the electromagnetic valve 20 is opened, the refrigerant passes through the electromagnetic valve 20 and directly flows into the outdoor heat exchanger 7, and then is cooled by the outside air ventilated by the traveling or the outdoor blower 15 in the outdoor heat exchanger 7, thereby being condensed and liquefied.
The refrigerant flowing out of the outdoor heat exchanger 7 flows into the refrigerant pipe 13B through the refrigerant pipe 13A, the electromagnetic valve 17, the receiver/dryer section 14, and the subcooling section 16, and flows to the indoor expansion valve 8 through the check valve 18. The refrigerant is decompressed by the indoor expansion valve 8, flows into the heat absorber 9 through the electromagnetic valve 35, and evaporates. In this case, the air blown out from the indoor fan 27 and heat-exchanged with the heat absorber 9 is cooled by the heat absorption action.
The refrigerant evaporated in the heat absorber 9 flows through the refrigerant pipe 13C to the accumulator 12, is sucked from the accumulator 12 through the refrigerant pipe 13K to the compressor 2, and the above cycle is repeated. The air cooled in heat absorber 9 is blown out into the vehicle interior from air outlet 29, thereby cooling the vehicle interior. 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: parameter) detected by the heat absorber temperature sensor 48.
(5) Air-conditioner (priority) + battery cooling mode (air-conditioner (priority) + cooling mode of object to be temperature-regulated)
Next, an air-conditioning (priority) + battery cooling mode will be described with reference to fig. 8. Fig. 8 shows the flow direction of the refrigerant (solid arrow) of the refrigerant circuit R in the air-conditioning (priority) + battery cooling mode. In the air-conditioning (priority) + battery cooling mode, the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20, the solenoid valve 35, and the solenoid valve 69, and closes the solenoid valve 21 and the solenoid valve 22.
Next, the compressor 2 and the air-sending devices 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 air-sending device 27 to the radiator 4 and the auxiliary heater 23 is adjusted. In the above operation mode, the auxiliary heater 23 is not energized. The heat medium heater 63 is not energized either.
Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Although the air in the air flow path 3 is ventilated to the radiator 4, the ratio is small (only for reheating (reheating) in cooling), and therefore the refrigerant flowing out of the radiator 4 almost passes only through the radiator 4, and flows to the refrigerant pipe 13J through the refrigerant pipe 13E. At this time, since the electromagnetic valve 20 is opened, the refrigerant passes through the electromagnetic valve 20 and directly flows into the outdoor heat exchanger 7, and then is cooled by the outside air ventilated by the traveling or the outdoor blower 15 in the outdoor heat exchanger 7, thereby being condensed and liquefied.
The refrigerant flowing out of the outdoor heat exchanger 7 enters the refrigerant pipe 13A, the electromagnetic valve 17, the receiver-drier 14, and the subcooling unit 16 and enters the refrigerant pipe 13B. The refrigerant flowing into the refrigerant pipe 13B is branched after passing through the check valve 18, and flows through the refrigerant pipe 13B as it is and flows to the indoor expansion valve 8. The refrigerant flowing into the indoor expansion valve 8 is decompressed by the indoor expansion valve 8, and then flows into the heat absorber 9 through the solenoid valve 35 to be evaporated. In this case, the air blown out from the indoor fan 27 and heat-exchanged with the heat absorber 9 is cooled by the heat absorption action.
The refrigerant evaporated in the heat absorber 9 flows through the refrigerant pipe 13C to the accumulator 12, is sucked from the accumulator 12 through the refrigerant pipe 13K to the compressor 2, and the above cycle is repeated. The air cooled in heat absorber 9 is blown out into the vehicle interior from air outlet 29, thereby cooling the vehicle interior.
On the other hand, the remaining portion of the refrigerant passing through the check valve 18 is branched and flows into the branch pipe 67 and flows to the auxiliary expansion valve 68. After the pressure of the refrigerant is reduced, the refrigerant flows into the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64 through the solenoid valve 69 and evaporates in the refrigerant passage 64B. At this time, an endothermic effect is exerted. The refrigerant evaporated in the refrigerant flow path 64B passes through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12 in this order, is sucked into the compressor 2, and the cycle described above is repeated (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 flows through the heat medium pipe 66 to the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64, and exchanges heat with the refrigerant evaporated in the refrigerant flow path 64B in the heat medium flow path 64A, whereby the heat medium absorbs heat and is cooled. The heat medium flowing out of the heat medium flow passage 64A of the refrigerant-heat medium heat exchanger 64 flows to the heat medium heater 63. However, in the above-described operation mode, the heat medium heater 63 does not generate heat, and therefore, the heat medium directly passes through and flows to the battery 55, and exchanges heat with the battery 55. Thereby, the battery 55 is cooled, and the heat medium after cooling the battery 55 is sucked into the circulation pump 62, and the above-described circulation is repeated (indicated by a broken-line arrow in fig. 8).
In the air-conditioning (priority) + battery cooling mode, the heat pump controller 32 controls the rotation speed of the compressor 2 as shown in fig. 12 described later based on the temperature of the heat absorber 9 (heat absorber temperature Te: parameter) detected by the heat absorber temperature sensor 48, while maintaining the state in which the electromagnetic valve 35 is opened. Further, in the embodiment, the opening and closing of the electromagnetic valve 69 is controlled in the following manner based on the temperature of the heat medium detected by the heat medium temperature sensor 76 (heat medium temperature Tw: sent from the battery controller 73).
The heat absorber temperature Te is the temperature of the heat absorber 9 of the example. 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 object to be temperature-controlled) in the embodiment, but may be an index indicating the temperature of the battery 55 as the object to be temperature-controlled (the same applies below).
Fig. 13 is a block diagram showing the open/close control of the electromagnetic valve 69 in the air-conditioning (priority) + battery cooling mode described above. The heat medium temperature Tw detected by the heat medium temperature sensor 76 and a predetermined target heat medium temperature twoo that is a target value of the heat medium temperature Tw are input to the electromagnetic valve control unit 90 for a temperature controlled object of the heat pump controller 32. When the heat medium temperature Tw is increased from the state where the solenoid valve 69 is closed by heat generation of the battery 55 or the like and the upper limit value TwUL and the lower limit value TwLL are set with a predetermined temperature difference between the upper and lower sides of the target heat medium temperature twoo, the temperature-controlled subject solenoid valve control unit 90 opens the solenoid valve 69 (an instruction to open the solenoid valve 69). As a result, the refrigerant flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 and evaporates, and cools the heat medium flowing through the heat medium flow path 64A, so that the battery 55 is cooled by the heat medium after the cooling.
Subsequently, when the heat medium temperature Tw decreases to the lower limit value TwLL, the solenoid valve 69 is closed (a solenoid valve 69 closing instruction). Subsequently, the opening and closing of the solenoid valve 69 as described above are repeated to control the heat medium temperature Tw to the target heat medium temperature twoo while cooling the vehicle interior preferentially, thereby cooling the battery 55.
(6) Switching of air conditioner operation
The heat pump controller 32 calculates the target outlet air temperature TAO according to the following formula (I). The target outlet air temperature TAO is a target value of the temperature of the air blown out from the outlet port 29 into the vehicle interior.
TAO＝(Tset-Tin)×K+Tbal(f(Tset、SUN、Tam))…(I)
Here, Tset is a set temperature in the vehicle interior set by the air conditioner operation unit 53, Tin is a temperature of the air in the vehicle interior detected by the inside air temperature sensor 37, K is a coefficient, and Tbal is a balance value calculated based on the set temperature Tset, the solar radiation amount SUN detected by the solar radiation sensor 51, and the outside air temperature Tam detected by the outside air temperature sensor 33. In general, the lower the outside air temperature Tam, the higher the target outlet air temperature TAO, and the lower the target outlet air temperature TAO as the outside air temperature Tam increases.
Further, the heat pump controller 32 selects any one of the air conditioning operations based on the outside air temperature Tam detected by the outside air temperature sensor 33 and the target outlet air temperature TAO at the time of startup. After the start-up, the air conditioning operations are selected and switched according to changes in the operating conditions, environmental conditions, and setting conditions, such as the outside air temperature Tam, the target outlet air temperature TAO, and the heat medium temperature Tw. For example, the switching from the cooling mode to the air-conditioning (priority) + battery cooling mode is performed based on a battery cooling request input from the battery controller 73. In the above case, for example, when the heat medium temperature Tw and the battery temperature Tcell increase to or above predetermined values, the battery controller 73 outputs a battery cooling request and transmits the request to the heat pump controller 32 and the air conditioning controller 45.
(7) Battery cooling (priority) + air-conditioning mode (cooling of the object to be conditioned (priority) + air-conditioning mode)
Next, the operation of the battery 55 during charging will be described. For example, when the battery 55 is charged by connecting a charging plug of a quick charger (external power supply) (the information is transmitted from the battery controller 73), the heat pump controller 32 executes the battery cooling (priority) + air conditioning mode regardless of whether the Ignition (IGN) of the vehicle is on or off, as long as there is a battery cooling request and the air conditioning switch of the air conditioning operation unit 53 is on. The flow direction of the refrigerant in the refrigerant circuit R in the battery cooling (priority) + air-conditioning mode is the same as that in the air-conditioning (priority) + battery cooling mode shown in fig. 8.
However, in the case of the battery cooling (priority) + air conditioning mode, in the embodiment, the heat pump controller 32 controls the rotation speed of the compressor 2 as shown in fig. 14 described later, based on the heat medium temperature Tw (the temperature of the object to be cooled by the refrigerant-heat medium heat exchanger 64: the parameter) detected by the heat medium temperature sensor 76 (sent from the battery control unit 73), while maintaining the state in which the electromagnetic valve 69 is opened. In the embodiment, the opening and closing of the solenoid valve 35 is controlled in the following manner based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48.
Fig. 15 shows a block diagram of the opening and closing control of the electromagnetic valve 35 in the above-described battery cooling (priority) + air conditioning mode. The heat sink electromagnetic valve control unit 95 of the heat pump controller 32 receives the heat sink temperature Te detected by the heat sink temperature sensor 48 and a predetermined target heat sink temperature TEO as a target value of the heat sink temperature Te. When the target heat absorber temperature TEO has a predetermined temperature difference between the upper and lower levels and the upper limit value teal and the lower limit value TeLL are set, and the heat absorber temperature Te increases from the state in which the electromagnetic valve 35 is closed to the upper limit value teal, the heat absorber electromagnetic valve control unit 95 opens the electromagnetic valve 35 (instruction to open the electromagnetic valve 35). Thereby, the refrigerant flows into the heat absorber 9 and evaporates, cooling the air flowing through the air flow path 3.
Subsequently, when the heat absorber temperature Te falls to the lower limit value TeLL, the solenoid valve 35 is closed (a solenoid valve 35 closing instruction). Then, the opening and closing of the electromagnetic valve 35 described above are repeated, and the heat absorber temperature Te is controlled to the target heat absorber temperature TEO while cooling the battery 55 preferentially, thereby cooling the vehicle interior.
(8) Battery cooling (individual) mode (cooling (individual) mode of temperature-controlled object)
Next, the heat pump controller 32 executes the battery cooling (stand-alone) mode whenever there is a battery cooling request when the battery 55 is charged by being connected to the charging plug of the quick charger with the air conditioner switch of the air conditioner operation unit 53 turned off, regardless of whether the ignition is on or off. However, in addition to the charging process of the battery 55, it is also performed in a case where the air conditioner switch is off and there is a battery cooling demand (at the time of traveling under a high outside air temperature, or the like). Fig. 9 shows the flow direction (solid arrow) of the refrigerant circuit R in the above-described battery cooling (single) mode. In the battery cooling (single) mode, the heat pump controller 32 opens the solenoid valves 17, 20, and 69, and closes the solenoid valves 21, 22, and 35.
Subsequently, the compressor 2 and the outdoor fan 15 are operated. In addition, the indoor air-sending device 27 is not operated, and the auxiliary heater 23 is not energized. In the above-described operation mode, the heat medium heater 63 is not energized.
Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow path 3 is not ventilated to the radiator 4, the refrigerant that has passed through this portion and flowed out of the radiator 4 passes through the refrigerant pipe 13E and reaches the refrigerant pipe 13J. At this time, since the electromagnetic valve 20 is opened, the refrigerant passes through the electromagnetic valve 20 and directly flows into the outdoor heat exchanger 7, and then is air-cooled by the outside air ventilated by the outdoor blower 15 in the outdoor heat exchanger 7, thereby being condensed and liquefied.
The refrigerant flowing out of the outdoor heat exchanger 7 enters the refrigerant pipe 13A, the electromagnetic valve 17, the receiver-drier 14, and the subcooling unit 16 and enters the refrigerant pipe 13B. The refrigerant flowing into the refrigerant pipe 13B passes through the check valve 18, and then all of the refrigerant flows into the branch pipe 67 and flows to the auxiliary expansion valve 68. After the pressure of the refrigerant is reduced, the refrigerant flows into the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64 through the solenoid valve 69 and evaporates in the refrigerant passage 64B. At this time, an endothermic effect is exerted. The refrigerant evaporated in the refrigerant flow path 64B passes through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12 in this order, is sucked into the compressor 2 from the refrigerant pipe 13K, and the cycle is repeated (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 flows through the heat medium pipe 66 to the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64, and the heat medium is cooled by absorbing heat in the refrigerant evaporated in the refrigerant flow path 64B. The heat medium flowing out of the heat medium flow passage 64A of the refrigerant-heat medium heat exchanger 64 flows to the heat medium heater 63. However, in the above-described operation mode, the heat medium heater 63 does not generate heat, and therefore, the heat medium directly passes through and flows to the battery 55, and exchanges heat with the battery 55. Thereby, the battery 55 is cooled, and the heat medium after cooling the battery 55 is sucked into the circulation pump 62, and the above-described circulation is repeated (indicated by a broken-line arrow in fig. 9).
In the above-described battery cooling (individual) mode, the heat pump controller 32 cools the battery 55 by controlling the rotation speed of the compressor 2 as described below based on the heat medium temperature Tw detected by the heat medium temperature sensor 76 (temperature of the object to be cooled by the refrigerant-heat medium heat exchanger 64: parameter).
(9) Defrost 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 of the refrigerant in the refrigerant circuit R in the defrosting mode (solid arrows). In the heating mode as described above, since the refrigerant evaporates in the outdoor heat exchanger 7 and absorbs heat from the outside air to become low temperature, moisture in the outside air turns into frost and adheres to the outdoor heat exchanger 7.
Next, the heat pump controller 32 calculates a difference Δ TXO (TXObase-TXO) between the outdoor heat exchanger temperature TXO (the refrigerant evaporation temperature in the outdoor heat exchanger 7) detected by the outdoor heat exchanger temperature sensor 49 and the refrigerant evaporation temperature TXObase when frosting does not occur in the outdoor heat exchanger 7, determines that frosting has occurred in the outdoor heat exchanger 7 when the outdoor heat exchanger temperature TXO is decreased to be lower than the refrigerant evaporation temperature TXObase when frosting does not occur and the difference Δ TXO is increased to a predetermined value or more for a predetermined time, and sets a predetermined frosting flag.
Next, when the frost formation flag is set and the charging plug of the quick charger is connected to charge the battery 55 in a state where the air-conditioning switch of the air-conditioning operation unit 53 is off, the heat pump controller 32 executes the defrosting mode of the outdoor heat exchanger 7 as described below.
In the defrosting mode, the heat pump controller 32 sets the valve opening degree of the outdoor expansion valve 6 to be fully opened in addition to the state in which the refrigerant circuit R is set to the heating mode. Next, 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, and heat is dissipated in the outdoor expansion valve 7, whereby frost formed in the outdoor heat exchanger 7 is melted, and defrosting is performed (fig. 10). The heat pump controller 32 sets a predetermined target radiator pressure PCO in the defrosting mode, and controls the rotation speed of the compressor 2 based on the target radiator pressure PCO and a radiator pressure Pci (high pressure of the refrigerant circuit R: parameter) detected by the radiator pressure sensor 47. Next, when the outdoor heat exchanger temperature TXO detected by the outdoor heat exchanger temperature sensor 49 is higher than a predetermined defrosting end temperature (for example, +3 ℃ or the like), the heat pump controller 32 completes defrosting of the outdoor heat exchanger 7, and completes the defrosting mode.
(10) Battery heating mode
Further, the heat pump controller 32 executes a battery heating mode when performing an air conditioning operation or when charging the battery 55. In the above battery heating mode, the heat pump controller 32 operates the circulation pump 62 and energizes the heat medium heater 63. In addition, the electromagnetic valve 69 is closed.
Thus, the heat medium discharged from the circulation pump 62 flows through the heat medium pipe 66 to the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64, and flows through the heat medium flow path 64A to the heat medium heater 63. At this time, the heat medium heater 63 generates heat, and therefore, the heat medium is heated by the heat medium heater 63 to increase its temperature, and then flows into the battery 55 to exchange heat with the battery 55. Thereby, the battery 55 is heated, and the heat medium after heating the battery 55 is sucked into the circulation pump 62, and the above-described circulation is repeated.
In the battery heating mode, the heat pump controller 32 controls the energization of the heat medium heater 63 based on the heat medium temperature Tw detected by the heat medium temperature sensor 76 so as to adjust the heat medium temperature Tw to a predetermined target heat medium temperature twoo, thereby heating the battery 55.
(11) Control of the compressor 2 by the heat pump controller 32
The heat pump controller 32 calculates a target rotation speed TGNCh of the compressor 2 (compressor target rotation speed) in the heating mode and the defrosting mode from the control block diagram of fig. 11 based on the radiator pressure Pci (a parameter to be controlled by the compressor 2), and calculates a target rotation speed TGNCc of the compressor 2 (compressor target rotation speed) from the control block diagram of fig. 12 based on the heat absorber temperature Te (a parameter to be controlled by the compressor 2) in the dehumidification cooling mode, the cooling mode, and the air-conditioning (priority) + battery cooling mode. In addition, in the dehumidification and heating mode, the lower direction of the compressor target rotation speed TGNCh and the compressor target rotation speed TGNCc is selected. In the battery cooling (priority) + air conditioning mode and the battery cooling (individual) mode, the target rotation speed (compressor target rotation speed) TGNCw of the compressor 2 is calculated from the control block diagram of fig. 13 based on the heat medium temperature Tw (a parameter to be controlled by the compressor 2).
(11-1) calculation of the target compressor rotation speed TGNCh based on the radiator pressure Pci first, the control of the compressor 2 based on the radiator pressure Pci (a parameter used in the control of the compressor 2, or a parameter to be controlled by the compressor 2) detected by the radiator pressure sensor 47 will be described in detail with reference to fig. 11. Fig. 11 is a control block diagram of the heat pump controller 32 that calculates a target rotation speed (compressor target rotation speed) TGNCh of the compressor 2 based on the radiator pressure Pci. The F/F (feed forward) operation amount calculation unit 78 of the heat pump controller 32 calculates the F/F operation amount TGNChff of the compressor target rotational speed based on the 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 determined by the air mix damper 28 obtained by SW ═ TAO-Te)/(Thp-Te), the target subcooling degree TGSC as the target value of the subcooling degree SC of the refrigerant at the outlet of the radiator 4, the aforementioned target heater temperature TCO as the target value of the heater temperature Thp, and the target radiator pressure PCO as 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) based on the radiator pressure Pci detected by the radiator pressure sensor 47 and the refrigerant outlet temperature Tci detected by the radiator outlet temperature sensor 44. The degree of subcooling SC is calculated based on the refrigerant inlet temperature Tcxin and the refrigerant outlet temperature Tci of the radiator 4 detected by the radiator inlet temperature sensor 43 and the radiator outlet temperature sensor 44.
The target radiator pressure PCO is calculated by the target value calculation unit 79 based on the target supercooling degree TGSC and the target heater temperature TCO. In the defrosting mode, a preset target radiator temperature PCO is used. The F/B (feedback) manipulated variable calculation unit 81 calculates the F/B manipulated variable TGNChfb of the compressor target rotation speed by PID calculation or PI calculation based on the target radiator pressure PCO and the radiator pressure Pci. Further, the F/F manipulated variable TGNChff calculated by the F/F manipulated variable arithmetic operation unit 78 and the F/B manipulated variable TGNChfb calculated by the F/B manipulated variable arithmetic operation unit 81 are added by an adder 82 and input to the limit setting unit 83 as TGNCh 00.
After setting limits as TGNCh0 for the lower limit rotation speed ecnpdlimo and the upper limit rotation speed ECNpdLimHi in the limit setting section 83, it is determined as the compressor target rotation speed TGNCh through the compressor cut-off control section 84. That is, the rotation speed of the compressor 2 is limited to the upper limit rotation speed ECNpdLimHi or less. In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 so that the radiator pressure Pci becomes the target radiator pressure PCO, based on the compressor target rotation speed TGNCh calculated based on the radiator pressure Pci.
When the compressor target rotation speed TGNCh is the above-described lower limit rotation speed ecnpdlimo and the state where the radiator pressure Pci has increased 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 th1, the compressor off control unit 84 enters the on-off mode in which the compressor 2 is stopped and the compressor 2 is on-off controlled.
In the on-off mode of the compressor 2 described above, when the radiator pressure Pci decreases to the lower limit PLL, the compressor 2 is started and the compressor target rotation speed TGNCh is operated as the lower limit rotation speed ecnpdlimo, and when the radiator pressure Pci increases to the upper limit PUL in this state, the compressor 2 is stopped again. That is, the operation (on) and the stop (off) of the compressor 2 at the lower limit rotation speed ecnpdlimo are repeated. After the radiator pressure Pci is decreased to the lower limit value PUL and the compressor 2 is started, if the state where the radiator pressure Pci is not higher than the lower limit value PUL continues for a predetermined time th2, the on-off mode of the compressor 2 is ended and the normal mode is returned.
(11-2) calculation of compressor target rotation speed TGNCc based on Heat absorber pressure Te
Next, the control of the compressor 2 based on the heat sink temperature Te detected by the heat sink temperature sensor 48 (a parameter used for controlling the compressor 2 or a parameter to be controlled by the compressor 2) 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 TGNCc of the compressor 2 (compressor target rotation speed) based on the heat absorber temperature Te. The F/F operation amount calculation unit 86 of the heat pump controller 32 calculates an F/F operation amount TGNCcff of the compressor target rotation speed based on the outside air temperature Tam, the air volume Ga of the air flowing through the air flow path 3 (which may be the blower BLV of the indoor fan 27), the target radiator pressure PCO, and the target heat absorber temperature TEO, which is a target value of the heat absorber temperature Te.
The F/B manipulated variable calculator 87 calculates the F/B manipulated variable TGNCcfb for the target compressor rotation speed by PID calculation or PI calculation based on the target heat absorber temperature TEO and the heat absorber temperature Te. The F/F manipulated variable TGNCcff calculated by the F/F manipulated variable calculating unit 86 and the F/B manipulated variable TGNCcfb calculated by the F/B manipulated variable calculating unit 87 are added by an adder 88 and input to the limit setting unit 89 as TGNCc 00.
After setting limits as TGNCc0 to the lower limit rotation speed TGNCcLimLo and the upper limit rotation speed TGNCcLimHi for control in the limit setting section 89, it is determined as the compressor target rotation speed TGNCc through the compressor cut-off control section 91. Therefore, if the value TGNCc00 added by the adder 88 is within the upper limit rotation speed TGNCcLimHi and the lower limit rotation speed TGNCcLimLo and the on-off mode described later is not entered, the value TGNCc00 is the compressor target rotation speed TGNCc (the rotation speed of the compressor 2). In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 so that the heat absorber temperature Te becomes the target heat absorber temperature TEO, based on the compressor target rotation speed TGNCc calculated based on the heat absorber temperature Te.
When the compressor target rotation speed TGNCc is the above-described lower limit rotation speed TGNCcLimLo and the state where the heat absorber temperature Te has dropped to the lower limit value tel of the upper limit value tel and the lower limit value tel set above and below the target heat absorber temperature TEO continues for the predetermined time tc1, the compressor off control unit 91 enters the on-off mode in which the compressor 2 is stopped and the compressor 2 is on-off controlled.
In the on-off mode of the compressor 2 in the above-described case, when the heat absorber temperature Te rises to the upper limit value teal, the compressor 2 is started and the compressor target rotation speed TGNCc is set to the lower limit rotation speed TGNCcLimLo for operation, and when the heat absorber temperature Te falls to the lower limit value TeLL in this state, the compressor 2 is stopped again. That is, the operation (on) and the stop (off) of the compressor 2 at the lower limit rotation speed TGNCcLimLo are repeated. Next, when the state in which the heat absorber temperature Te is not lower than the upper limit value teal continues for a predetermined time tc2 after the heat absorber temperature Te is increased to the upper limit value teal and the compressor 2 is started, the on-off mode of the compressor 2 in the above case is ended, and the normal mode is returned.
(11-3) calculation of the compressor target rotation speed TGNCw based on the heat medium temperature Tw, next, the control of the compressor 2 based on the heat medium temperature Tw (a parameter used in the control of the compressor 2, or a parameter to be controlled by the compressor 2) detected by the heat medium temperature sensor 76 will be described in detail with reference to fig. 14. Fig. 14 is a control block diagram of the heat pump controller 32 that calculates a target rotation speed TGNCw of the compressor 2 (compressor target rotation speed) based on the heat medium temperature Tw. The F/F operation amount calculation unit 92 of the heat pump controller 32 calculates the F/F operation amount tgnccwf of the compressor target rotation speed based on the outside air temperature Tam, the flow rate Gw of the heat medium in the device temperature adjustment device 61 (calculated from the output of the circulation pump 62), the heat generation amount of the battery 55 (sent from the battery controller 73), the battery temperature Tcell (sent from the battery controller 73), and the target heat medium temperature twoo that is the target value of the heat medium temperature Tw.
The F/B manipulated variable calculation unit 93 calculates the F/B manipulated variable TGNCwfb of the target compressor rotation speed by PID calculation or PI calculation based on the target heat medium temperature TWO and the heat medium temperature Tw (transmitted from the battery controller 73). The F/F manipulated variable TGNCwff calculated by the F/F manipulated variable calculating unit 92 and the F/B manipulated variable TGNCwfb calculated by the F/B manipulated variable calculating unit 93 are added by an adder 94 and input to the limit setting unit 96 as TGNCw 00.
After setting limits as TGNCw0 for the lower limit rotation speed tgncwlimo and the upper limit rotation speed TGNCwLimHi in the limit setting portion 96, it is determined as the compressor target rotation speed TGNCw through the compressor cut-off control portion 97. Therefore, if the value TGNCw00 added by the adder 94 is within the upper limit rotation speed TGNCwLimHi and the lower limit rotation speed tgncwlimo and the on-off mode described later is not entered, the value TGNCw00 is the compressor target rotation speed TGNCw (the rotation speed of the compressor 2). In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 so that the heat medium temperature Tw becomes the target heat medium temperature twoo, based on the compressor target rotation speed TGNCw calculated based on the heat medium temperature Tw.
When the compressor target rotation speed TGNCw is the above-described lower limit rotation speed tgncwllimlo and the state where the heat medium temperature Tw has decreased to the lower limit value TwLL of the upper limit value TwUL and the lower limit value TwLL set above and below the target heat medium temperature twoo continues for the predetermined time period Tw1, the compressor off control unit 97 enters the on-off mode in which the compressor 2 is stopped and the compressor 2 is on-off controlled.
In the on-off mode of the compressor 2 in the above-described case, when the heat medium temperature Tw increases to the upper limit value TwUL, the compressor 2 is started and operated with the compressor target rotation speed TGNCw set to 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 tgncwlimo are repeated. When the state where the heat medium temperature Tw is not lower than the upper limit value TwUL continues for the predetermined time period Tw2 after the heat medium temperature Tw is increased to the upper limit value TwUL and the compressor 2 is started, the on-off mode of the compressor 2 in the above-described case is ended, and the normal mode is returned.
(12) Fail-safe control of the valve device of fig. 1 in the event of a closure failure or unknown state of the valve device
Next, an example of fail-safe control executed by the heat pump controller 32 will be described in the case where the solenoid valve or the expansion valve (valve device) has a closed failure due to disconnection or short-circuit, or the state of the solenoid valve or the expansion valve is unclear. The heat pump controller 32 can electrically detect disconnection or short-circuit of the solenoid valve and the expansion valve. The heat pump controller 32 can also recognize that the state of the solenoid valve or the expansion valve is unclear (the same applies hereinafter) due to an abnormality in communication of the control signal.
(12-1) fail-safe control in heating mode and defrost mode
For example, in the heating mode of fig. 4 and the defrosting mode of fig. 10, when a closing failure occurs in which the outdoor expansion valve 6 and the solenoid valve 21 (for heating) are kept closed due to disconnection or short-circuiting, the other valve devices are closed, and therefore the refrigerant circuit R is closed, and the circulation of the refrigerant to the radiator 4 also starts to stagnate. On the other hand, in the heating mode and the defrosting mode, the radiator pressure Pci detected by the radiator pressure sensor 47 is input to the F/B operation amount calculation unit 81 in fig. 11, and can be used for controlling the compressor 2. That is, the outdoor expansion valve 6 and the electromagnetic valve 21 are valve devices that control the flow of the refrigerant to a location where the radiator pressure sensor 47 is provided, and the radiator pressure sensor 47 detects a parameter used for controlling the compressor 2 in the heating mode.
When the refrigerant circuit R becomes a circuit block due to a failure in closing the outdoor expansion valve 6 or the solenoid valve 21 and the circulation of the refrigerant to the radiator 4 is stopped, the radiator pressure Pci, which is a parameter used for controlling the compressor 2, becomes incorrect in the heating mode and the defrosting mode, and the F/B control cannot be realized, so that the compressor 2 cannot be normally controlled. In addition, when an abnormality occurs in the communication of the control signal to the outdoor expansion valve 6 and the solenoid valve 21 and the states of the outdoor expansion valve 6 and the solenoid valve 21 become unclear, the compressor 2 cannot be normally controlled in the same manner.
Therefore, in the heating mode and the defrosting mode, when a failure occurs in closing the outdoor expansion valve 6 or the solenoid valve 21, or when the state of the outdoor expansion valve 6 or the solenoid valve 21 becomes unclear, the heat pump controller 32 stops the compressor 2. This avoids a problem that the compressor 2 falls into an abnormal control state, thereby improving reliability.
(12-2) fail-safe protection control in dehumidification heating mode
In the dehumidification and heating mode of fig. 5, when a closing failure occurs in which the outdoor expansion valve 6 and the solenoid valve 21 (for heating) 21 are kept closed due to disconnection or short-circuiting, the solenoid valve 22 (for dehumidification) and the solenoid valve 35 (for vehicle cabin) are opened, so that the refrigerant circuit R does not become a circuit block, but the refrigerant does not flow into the outdoor heat exchanger 7, so that the radiator pressure Pci detected by the radiator pressure sensor 47 is also incorrect. On the other hand, even in the dehumidification and heating mode, the radiator pressure Pci is input to the F/B operation amount calculation unit 81 in fig. 11 and can be used for controlling the compressor 2. That is, in the above case, the outdoor expansion valve 6 and the electromagnetic valve 21 are also valve devices for controlling the flow of the refrigerant to the portion where the radiator pressure sensor 47 is provided, and the radiator pressure sensor 47 is used for detecting the parameter used for controlling the compressor 2 in the dehumidification and heating mode.
When the radiator pressure Pci, which is a parameter used for controlling the compressor 2 in the dehumidification and heating mode, becomes incorrect due to a failure in closing the outdoor expansion valve 6 or the solenoid valve 21, the F/B control cannot be realized, and the compressor 2 cannot be normally controlled. In addition, when an abnormality occurs in the communication of the control signal to the outdoor expansion valve 6 and the solenoid valve 21 and the states of the outdoor expansion valve 6 and the solenoid valve 21 become unclear, the compressor 2 cannot be normally controlled in the same manner.
Therefore, even when the outdoor expansion valve 6 or the solenoid valve 21 fails to close in the dehumidification and heating mode, or when the states of the outdoor expansion valve 6 or the solenoid valve 21 become unclear, the heat pump controller 32 stops the compressor 2. This avoids a problem that the compressor 2 falls into an abnormal control state, thereby improving reliability.
(12-2) fail-safe control in dehumidification cooling mode
For example, in the dehumidification cooling mode of fig. 6, when a closing failure occurs in which the outdoor expansion valve 6, the solenoid valve (for cooling) 17, and the solenoid valve 35 (for vehicle cabin) are kept closed due to disconnection or short-circuiting, the other valve devices are closed, and therefore the refrigerant circuit R is closed, and the refrigerant cannot flow to the heat absorber 9. On the other hand, in the dehumidification and heating mode, the heat absorber temperature Te detected by the heat absorber temperature sensor 48 is input to the F/B operation amount calculation unit 87 in fig. 12, and can be used for controlling the compressor 2. That is, the outdoor expansion valve 6, the solenoid valve 17, and the solenoid valve 35 are valve devices that control the flow of the refrigerant to a location where the heat absorber temperature sensor 48 is provided, and the heat absorber temperature sensor 48 detects parameters used for controlling the compressor 2 in the dehumidification-cooling mode.
If the refrigerant circuit R is closed due to a failure in closing the outdoor expansion valve 6, the solenoid valve 17, or the solenoid valve 35, and the refrigerant cannot flow to the heat absorber 9, the heat absorber temperature Te, which is a parameter used for controlling the compressor 2 in the dehumidification cooling mode, becomes incorrect, the F/B control cannot be realized, and the compressor 2 cannot be normally controlled. In addition, when an abnormality occurs in the communication of the control signal to the outdoor expansion valve 6, the solenoid valve 17, and the solenoid valve 35 and the states of the outdoor expansion valve 6, the solenoid valve 17, and the solenoid valve 35 become unclear, the compressor 2 cannot be normally controlled in the same manner.
Therefore, even when the outdoor expansion valve 6, the solenoid valve 17, or the solenoid valve 35 has a closed failure in the dehumidification-air cooling mode, or the state of the outdoor expansion valve 6, the solenoid valve 17, or the solenoid valve 35 becomes unclear, the heat pump controller 32 stops the compressor 2. This avoids a problem that the compressor 2 falls into an abnormal control state, thereby improving reliability.
(12-4) fail-safe control in refrigeration mode
For example, in the cooling mode of fig. 7, when a closing failure occurs in which the outdoor expansion valve 6, the solenoid valve 20 (for bypass), the solenoid valve 17 (for cooling), and the solenoid valve 35 (for vehicle cabin) are kept closed due to disconnection or short-circuiting, the other valve devices are closed, and therefore the refrigerant circuit R is closed, and the refrigerant cannot flow to the heat absorber 9. On the other hand, in the cooling mode, the heat sink temperature Te detected by the heat sink temperature sensor 48 is also input to the F/B operation amount calculation unit 87 in fig. 12, and can be used for controlling the compressor 2. That is, the outdoor expansion valve 6, the solenoid valve 20, the solenoid valve 17, and the solenoid valve 35 are valve devices that control the flow of the refrigerant to the portion where the heat absorber temperature sensor 48 is provided, and the heat absorber temperature sensor 48 detects a parameter used for controlling the compressor 2 in the cooling mode.
When the refrigerant circuit R is closed due to a failure in closing the outdoor expansion valve 6, the solenoid valve 20, the solenoid valve 17, and the solenoid valve 35, and the refrigerant cannot flow to the heat absorber 9, the heat absorber temperature Te, which is a parameter used for controlling the compressor 2, is also incorrect in the cooling mode, and the F/B control cannot be realized, so that the compressor 2 cannot be normally controlled. In addition, when an abnormality occurs in the communication of the control signal to the outdoor expansion valve 6, the solenoid valve 20, the solenoid valve 17, and the solenoid valve 35 and the states of the outdoor expansion valve 6, the solenoid valve 20, the solenoid valve 17, and the solenoid valve 35 become unclear, the compressor 2 cannot be normally controlled in the same manner.
Therefore, in the cooling mode, when the failure of closing the outdoor expansion valve 6 and the solenoid valve 20 occurs, when the failure of closing the solenoid valve 17 occurs, when the failure of closing the solenoid valve 35 occurs, or when the states of the outdoor expansion valve 6, the solenoid valve 20, the solenoid valve 17, and the solenoid valve 35 become unclear, the heat pump controller 32 stops the compressor 2. This avoids a problem that the compressor 2 falls into an abnormal control state, thereby improving reliability.
(12-5) fail-safe control of air conditioning (priority) + Battery Cooling mode
In the air-conditioning (priority) + battery cooling mode of fig. 8, when a closing failure occurs in which the outdoor expansion valve 6, the solenoid valve 20 (bypass), the solenoid valve 17 (cooling), and the solenoid valve 35 (cabin) are kept closed by disconnection or short-circuiting, the refrigerant circuit R does not become a circuit block if only the solenoid valve 35 is closed, but the refrigerant cannot flow to the heat absorber 9. On the other hand, in the air-conditioning (priority) + battery cooling mode, the heat absorber temperature Te detected by the heat absorber temperature sensor 48 is also input to the F/B operation amount calculation unit 87 in fig. 12, and can be used for controlling the compressor 2. That is, the outdoor expansion valve 6, the solenoid valve 20, the solenoid valve 17, and the solenoid valve 35 are valve devices that control the flow of the refrigerant to the location where the heat absorber temperature sensor 48 is provided, and the heat absorber temperature sensor 48 detects parameters used for controlling the compressor 2 in the air-conditioning (priority) + battery cooling mode.
When the refrigerant cannot be circulated to the heat absorber 9 due to the failure in closing the outdoor expansion valve 6, the solenoid valve 20, the solenoid valve 17, and the solenoid valve 35, the heat absorber temperature Te, which is a parameter used for controlling the compressor 2, becomes incorrect in the air-conditioning (priority) + battery cooling mode, so that the F/B control cannot be realized, and the compressor 2 cannot be normally controlled. In addition, when an abnormality occurs in the communication of the control signal to the outdoor expansion valve 6, the solenoid valve 20, the solenoid valve 17, and the solenoid valve 35 and the states of the outdoor expansion valve 6, the solenoid valve 20, the solenoid valve 17, and the solenoid valve 35 become unclear, the compressor 2 cannot be normally controlled in the same manner.
Therefore, in the air-conditioning (priority) + battery cooling mode, when the outdoor expansion valve 6 and the solenoid valve 20 are in a closed failure, when the solenoid valve 17 is in a closed failure, when the solenoid valve 35 is in a closed failure, or when the states of the outdoor expansion valve 6, the solenoid valve 20, the solenoid valve 17, and the solenoid valve 35 become unclear, the heat pump controller 32 stops the compressor 2. This avoids a problem that the compressor 2 falls into an abnormal control state, thereby improving reliability.
(12-6) Battery Cooling (priority) + fail safe control in air Conditioning mode
For example, in the above-described battery cooling (priority) + air conditioning mode (fig. 8), when a closing failure occurs in which the outdoor expansion valve 6, the solenoid valve 20 (for bypass), the solenoid valve 17 (for cooling), and the solenoid valve 69 (for vehicle cabin) are kept closed due to disconnection or short-circuiting, if only the solenoid valve 69 is closed, the refrigerant circuit R does not become a circuit block, but the refrigerant cannot flow into the refrigerant-heat medium heat exchanger 64. On the other hand, in the battery cooling (priority) + air conditioning mode, the heat medium temperature Tw detected by the heat medium temperature sensor 76 is input to the F/B operation amount calculation unit 93 in fig. 14 and can be used for controlling the compressor 2. That is, the outdoor expansion valve 6, the solenoid valve 20, the solenoid valve 17, and the solenoid valve 69 are valve devices that control the flow of the refrigerant to a portion (the refrigerant-heat medium heat exchanger 64) that affects the heat medium temperature sensor 76, and the heat medium temperature sensor 76 detects a parameter used for controlling the compressor 2 in the battery cooling (priority) + air conditioning mode.
When the refrigerant cannot flow into the refrigerant-heat medium heat exchanger 64 due to the failure in closing the outdoor expansion valve 6, the solenoid valve 20, the solenoid valve 17, and the solenoid valve 69, the heat medium temperature Tw, which is a parameter used for controlling the compressor 2, becomes incorrect in the battery cooling (priority) + air conditioning mode, and the F/B control cannot be realized, so that the compressor 2 cannot be normally controlled. In addition, when an abnormality occurs in the communication of the control signal to the outdoor expansion valve 6, the solenoid valve 20, the solenoid valve 17, and the solenoid valve 69, and the states of the outdoor expansion valve 6, the solenoid valve 20, the solenoid valve 17, and the solenoid valve 69 become unclear, the compressor 2 cannot be normally controlled in the same manner.
Therefore, the heat pump controller 32 stops the compressor 2 when the battery cooling (priority) + air conditioning mode has a closed failure of the outdoor expansion valve 6 and the solenoid valve 20, or when the solenoid valve 17 has a closed failure, or when the solenoid valve 69 has a closed failure, or when the states of the outdoor expansion valve 6, the solenoid valve 20, the solenoid valve 17, and the solenoid valve 69 become unclear. This avoids a problem that the compressor 2 falls into an abnormal control state, thereby improving reliability.
(12-7) fail-safe control in Battery Cooling (Individual) mode
For example, in the above-described battery cooling (single) mode (fig. 9), when a closing failure occurs in which the outdoor expansion valve 6, the solenoid valve 20 (for bypass), the solenoid valve 17 (for cooling), and the solenoid valve 69 (for vehicle cabin) are kept closed due to disconnection or short-circuiting, the other valve devices are closed, and therefore the refrigerant circuit R is closed, and the refrigerant cannot flow into the refrigerant flow passage 64B of the refrigerant-heat medium heat exchanger 64. On the other hand, in the battery cooling (single) mode, the heat medium temperature Tw detected by the heat medium temperature sensor 76 is input to the F/B operation amount calculation unit 93 in fig. 14, and can be used for controlling the compressor 2. That is, the outdoor expansion valve 6, the solenoid valve 20, the solenoid valve 17, and the solenoid valve 69 are valve devices that control the flow of the refrigerant to a portion (the refrigerant-heat medium heat exchanger 64) that affects the heat medium temperature sensor 76, and the heat medium temperature sensor 76 detects a parameter used for controlling the compressor 2 in the battery cooling (single) mode.
When the refrigerant circuit R is closed due to a failure in closing the outdoor expansion valve 6, the solenoid valve 20, the solenoid valve 17, and the solenoid valve 69, and the refrigerant cannot flow into the refrigerant-heat medium heat exchanger 64, the heat medium temperature Te, which is a parameter used for controlling the compressor 2, is also inappropriate in the battery cooling (single) mode, and the F/B control cannot be realized, and the compressor 2 cannot be normally controlled. In addition, when an abnormality occurs in the communication of the control signal to the outdoor expansion valve 6, the solenoid valve 20, the solenoid valve 17, and the solenoid valve 69, and the states of the outdoor expansion valve 6, the solenoid valve 20, the solenoid valve 17, and the solenoid valve 69 become unclear, the compressor 2 cannot be normally controlled in the same manner.
Therefore, the heat pump controller 32 stops the compressor 2 when a closing failure occurs in the outdoor expansion valve 6 and the solenoid valve 20, when a closing failure occurs in the solenoid valve 17, when a closing failure occurs in the solenoid valve 69, or when the states of the outdoor expansion valve 6, the solenoid valve 20, the solenoid valve 17, and the solenoid valve 69 become unclear in the battery cooling (single) mode. This avoids a problem that the compressor 2 falls into an abnormal control state, thereby improving reliability.
As described above in detail, according to the present invention, in each operation mode, when a closing failure occurs in a valve device that controls the flow of refrigerant to a portion of a sensor for detecting a parameter used for controlling the compressor 2 or a portion that affects the sensor, or when the state of the valve device is unclear, the heat pump controller 32 stops the compressor 2, and therefore, when a closing failure occurs in the valve device, or when the state of the valve device is unclear and the detection value of the sensor for detecting the parameter used for controlling the compressor 2 becomes incorrect, the compressor 2 is stopped to avoid a problem that the compressor 2 falls into an abnormal control state, and reliability can be improved.
Example 2
Next, fig. 16 shows a configuration diagram of a vehicle air conditioner 1 according to another embodiment of the present invention. The air conditioner 1 for a vehicle according to the present embodiment is not provided with the device temperature adjusting device 61 of embodiment 1, nor with the electromagnetic valve 35. The other structure is the same as the case of fig. 1. In the present embodiment, the heat pump controller 32 performs air conditioning of the vehicle interior by switching between the respective operation modes of the heating mode, the dehumidification cooling mode, the cooling mode, and the defrosting mode, which are similar to those in the case of embodiment 1 described above (however, since the solenoid valve 35 is not provided, the above control is not performed).
In the present embodiment, the heat pump controller 32 also executes the fail-safe control in the heating mode of (12-1), the fail-safe control in the dehumidification and heating mode of (12-2), the fail-safe control in the dehumidification and cooling mode of (12-3), and the fail-safe control in the cooling mode of (12-4) described above. This avoids a problem that the compressor 2 falls into an abnormal control state, thereby improving reliability.
Example 3
Next, fig. 17 shows a configuration diagram of a vehicle air conditioner 1 according to still another embodiment of the present invention. In this figure, members denoted by the same reference numerals as those in fig. 16 perform the same or similar functions. In the case of the present embodiment, the refrigerant pipe 13F, the solenoid valve 22, and the solenoid valve 20 are not present, the refrigerant pipe 13E is connected to the refrigerant pipe 13J, and the outdoor expansion valve 6 is connected to the refrigerant pipe 13J. Further, the check valve 18 is not present at the outlet of the subcooling portion 16, and the outlet of the subcooling portion 16 is directly connected to the refrigerant pipe 13B. In the present embodiment, an internal heat exchanger 30 is provided, and the internal heat exchanger 30 exchanges heat between the refrigerant flowing through the refrigerant pipe 13B and the refrigerant flowing through the refrigerant pipe 13C (although not shown, the muffler 5 and the strainer 19 are similarly provided).
Further, a solenoid valve 98 as a valve device that is closed during dehumidification and heating and MAX cooling described later is interposed in the refrigerant pipe 13G between the discharge side of the compressor 2 and the inlet side of the radiator 4. In this case, the refrigerant pipe 13G branches into a bypass pipe 75 on the upstream side of the solenoid valve 98, and the bypass pipe 75 communicates with and is connected to the refrigerant pipe 13J on the downstream side of the outdoor expansion valve 6 via a solenoid valve 99 as a valve device that is opened during dehumidification heating and MAX cooling. The bypass pipe 75, the solenoid valve 98, and the solenoid valve 99 constitute a bypass device 100. In addition, the solenoid valve 98 and the solenoid valve 99 are connected to and controlled by the heat pump controller 32 of fig. 2. The device temperature control device 61 is not provided as in example 1, and the solenoid valve 35 is not provided. ,
since the bypass device 100 is configured by the bypass pipe 75, the solenoid valve 98, and the solenoid valve 99 as described above, switching between the dehumidification and heating mode and the MAX cooling mode in which the refrigerant discharged from the compressor 2 is directly flowed into the outdoor heat exchanger 7, and the heating mode, the dehumidification and cooling mode, and the cooling mode in which the refrigerant discharged from the compressor 2 is flowed into the radiator 4 can be smoothly performed as described later. In the present embodiment, the auxiliary heater 23(PTC heater) constituting the auxiliary heating device is provided in the air flow path 3 on the windward side (air upstream side) of the radiator 4 with respect to the air flow of the air flow path 3.
The operation of the vehicle air conditioner 1 according to the present embodiment will be described based on the above configuration. In the present embodiment, the heat pump controller 32 also switches and executes each operation mode of the heating mode, the dehumidification cooling mode, the cooling mode, and the MAX cooling mode (maximum cooling mode). When the heating mode, the dehumidification cooling mode, and the cooling mode are selected, the operation in the defrosting mode and the flow of the refrigerant are the same as those in embodiments 1 and 2 described above, and therefore, the description thereof is omitted. However, in the present embodiment (fig. 17), in the above-described heating mode, dehumidification cooling mode, and defrosting mode, the solenoid valve 98 is opened, and the solenoid valve 99 is closed. In the cooling mode, the valve opening degree of the outdoor expansion valve 6 is fully opened. Since the same applies to the above-described blowing mode and introduction mode, the description thereof is omitted.
(13) Dehumidification and heating mode of vehicle air conditioner 1 of fig. 17
On the other hand, when the dehumidification and heating mode is selected, in the present embodiment (fig. 17), the heat pump controller 32 opens the electromagnetic valve 17 and closes the electromagnetic valve 21. The solenoid valve 98 is closed, the solenoid valve 99 is opened, and the valve opening degree of the outdoor expansion valve 6 is fully closed. Subsequently, the compressor 2 is operated. The heat pump controller 32 operates the fans 15 and 27, and the air mix damper 28 is basically provided in a state where all the air in the air flow path 3 blown out from the indoor fan 27 and passing through the heat absorber 9 is ventilated to the sub-heater 23 and the radiator 4, but also adjusts the air volume.
Thus, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 to the refrigerant pipe 13G flows into the bypass pipe 75 without flowing to the radiator 4, and reaches the refrigerant pipe 13J on the downstream side of the outdoor expansion valve 6 via the solenoid valve 99. At this time, the outdoor expansion valve 6 is fully closed, and therefore the refrigerant flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 is cooled by air in the outdoor heat exchanger 7 by traveling or by outside air ventilated by the outdoor fan 15, and is condensed. The refrigerant flowing out of the outdoor heat exchanger 7 flows from the refrigerant pipe 13A through the electromagnetic valve 17 into the receiving and drying unit 14 and the subcooling unit 16 in this order. Here, the refrigerant is supercooled.
The refrigerant flowing out of the subcooling portion 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13B and flows to the indoor expansion valve 8 through the internal heat exchanger 30. The refrigerant is decompressed by the indoor expansion valve 8, flows into the heat absorber 9, and evaporates. In this case, the air blown out from the indoor fan 27 is cooled by the heat absorption action, and the moisture in the air condenses and adheres to the heat absorber 9, so that the air in the air flow path 3 is cooled and dehumidified. The refrigerant evaporated in the heat absorber 9 flows out to the refrigerant pipe 13C, flows into the accumulator 12 through the internal heat exchanger 30, passes through the accumulator 12, is sucked into the compressor 2, and repeats the above-described cycle.
At this time, since the valve opening degree of the outdoor expansion valve 6 is fully closed, a problem that the refrigerant discharged from the compressor 2 flows back from the outdoor expansion valve 6 into the radiator 4 can be suppressed or prevented. This can suppress or eliminate a decrease in the refrigerant circulation amount and ensure air conditioning performance. In the dehumidification and heating mode, the heat pump controller 32 energizes and heats the auxiliary heater 23. As a result, the air cooled and dehumidified by the heat absorber 9 is further heated and the temperature thereof is raised while passing through the auxiliary heater 23, and thus the vehicle interior is dehumidified and heated.
As in the case of fig. 12, the heat pump controller 32 controls the rotation speed NC 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 that is a target value of the heat absorber temperature Te, and controls energization (heating by heat generation) of the auxiliary heater 23 based on the temperature of the auxiliary heater 23 detected by the auxiliary heater temperature sensors 50A and 50B and the target heater temperature TCO, thereby appropriately cooling and dehumidifying the air in the heat absorber 9 and accurately preventing a decrease in the temperature of the air blown out from the air outlet 29 into the vehicle interior by heating by the auxiliary heater 23. Accordingly, the temperature of the air blown out into the vehicle interior can be controlled to an appropriate heating temperature while dehumidifying the air, and comfortable and efficient dehumidification and heating in the vehicle interior can be achieved.
Further, since the sub-heater 23 is disposed on the air upstream side of the radiator 4, although the air heated by the sub-heater 23 passes through the radiator 4, the refrigerant does not flow to the radiator 4 in the dehumidification and heating mode, and therefore, the problem that the radiator 4 absorbs heat from the air heated by the sub-heater 23 is also eliminated. That is, the temperature of the air blown out into the vehicle interior is suppressed from decreasing by the radiator 4, and the COP is also improved.
(14) MAX cooling mode (maximum cooling mode) of the air conditioner 1 for vehicle shown in fig. 17
In the MAX cooling mode, the heat pump controller 32 opens the solenoid valve 17 and closes the solenoid valve 21. The solenoid valve 98 is closed, the solenoid valve 99 is opened, and the valve opening degree of the outdoor expansion valve 6 is fully closed. Then, the compressor 2 is operated, and the auxiliary heater 23 is not energized. The heat pump controller 32 operates the fans 15 and 27, and the air mix damper 28 is provided in a state in which the ratio of air in the air flow path 3 blown out from the indoor fan 27 and passing through the heat absorber 9 to the auxiliary heater 23 and the radiator 4 is adjusted.
Thus, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 to the refrigerant pipe 13G flows into the bypass pipe 75 without flowing to the radiator 4, and reaches the refrigerant pipe 13J on the downstream side of the outdoor expansion valve 6 via the solenoid valve 99. At this time, the outdoor expansion valve 6 is fully closed, and therefore the refrigerant flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 is cooled by air in the outdoor heat exchanger 7 by traveling or by outside air ventilated by the outdoor fan 15, and is condensed. The refrigerant flowing out of the outdoor heat exchanger 7 flows from the refrigerant pipe 13A through the electromagnetic valve 17 into the receiving and drying unit 14 and the subcooling unit 16 in this order. Here, the refrigerant is supercooled.
The refrigerant flowing out of the subcooling portion 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13B and flows to the indoor expansion valve 8 through the internal heat exchanger 30. The refrigerant is decompressed by the indoor expansion valve 8, flows into the heat absorber 9, and evaporates. The air blown out from the indoor fan 27 is cooled by the heat absorption at this time. Further, since moisture in the air condenses and adheres to the heat absorber 9, the air in the air flow path 3 is dehumidified. The refrigerant evaporated in the heat absorber 9 flows out to the refrigerant pipe 13C, flows into the accumulator 12 through the internal heat exchanger 19, is sucked into the compressor 2 through the accumulator 12, and repeats the above-described cycle. At this time, since the outdoor expansion valve 6 is fully closed, the problem that the refrigerant discharged from the compressor 2 flows back from the outdoor expansion valve 6 into the radiator 4 can be similarly suppressed or prevented. This can suppress or eliminate a decrease in the refrigerant circulation amount and ensure air conditioning performance.
Here, in the cooling mode described above, since the high-temperature refrigerant flows through the radiator 4, not only is direct heat conduction from the radiator 4 to the HVAC unit 10 generated, but since the refrigerant does not flow to the radiator 4 in the MAX cooling mode described above, the air in the air flow path 3 from the heat absorber 9 is not heated by the heat transferred from the radiator 4 to the HVAC unit 10. Therefore, the interior of the vehicle can be cooled quickly and comfortable air conditioning of the interior of the vehicle can be achieved in an environment where the interior of the vehicle is cooled strongly, particularly, where the outside air temperature is high. In the MAX cooling mode, the heat pump controller 32 also controls the rotation speed of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO as the target value, as in the case of fig. 12.
(15) Fail-safe control in the event of a failure to close the valve device or unclear the state of the valve device in fig. 17
Next, an example of fail-safe control executed by the heat pump controller 32 when a closing failure occurs in the solenoid valve or the expansion valve (valve device) of the vehicle air conditioner 1 shown in fig. 17 due to disconnection or short-circuiting, or when the state of the solenoid valve or the expansion valve is unclear will be described.
(15-1) fail-safe control in heating mode and defrost mode (case of FIG. 17)
In the heating mode and the defrosting mode of the present embodiment, when a closing failure occurs in which the outdoor expansion valve 6, the solenoid valve (for heating) 21, and the solenoid valve 98 are kept closed due to disconnection or short-circuiting, the other valve devices are closed, and therefore the refrigerant circuit R is closed, and the refrigerant does not flow through the radiator 4. On the other hand, in the present embodiment, the radiator pressure Pci detected by the radiator pressure sensor 47 is also input to the F/B operation amount calculation unit 81 in fig. 11 in the heating mode and the defrosting mode, and can be used for controlling the compressor 2. That is, the outdoor expansion valve 6, the solenoid valve 21, and the solenoid valve 98 are valve devices that control the flow of the refrigerant to the location where the radiator pressure sensor 47 is provided, and the radiator pressure sensor 47 detects parameters used for controlling the compressor 2 in the heating mode and the defrosting mode in the above case.
When the refrigerant circuit R is closed due to a failure in closing the outdoor expansion valve 6, the solenoid valve 21, and the solenoid valve 98, and the refrigerant does not flow to the radiator 4, the radiator pressure Pci, which is a parameter used for controlling the compressor 2, is not correct in the heating mode and the defrosting mode, and the F/B control is not performed, and the compressor 2 cannot be normally controlled. Even if an abnormality occurs in the communication of the control signal to the outdoor expansion valve 6, the solenoid valve 21, and the solenoid valve 98, and the states of the outdoor expansion valve 6, the solenoid valve 21, and the solenoid valve 98 become unclear, the compressor 2 cannot be normally controlled in the same manner.
Therefore, in the heating mode and the defrosting mode in the above case, the heat pump controller 32 stops the compressor 2 when a failure occurs in closing the outdoor expansion valve 6, the solenoid valve 21, and the solenoid valve 98, or when the states of the outdoor expansion valve 6, the solenoid valve 21, and the solenoid valve 98 are unclear. This avoids a problem that the compressor 2 falls into an abnormal control state, thereby improving reliability.
(15-2) fail-safe control in dehumidification heating mode and MAX Cooling mode (case of FIG. 17)
In the dehumidification-air heating mode and the MAX cooling mode of the present embodiment, when a closing failure occurs in which the solenoid valve 99 and the solenoid valve (for cooling) 17 are kept closed due to disconnection or short circuit, the other valve device is closed, and therefore the refrigerant circuit R is closed, and the refrigerant does not flow to the heat absorber 9, and therefore the heat absorber temperature Tw detected by the heat absorber temperature sensor 48 is also incorrect. On the other hand, in the dehumidification-air heating mode and the MAX cooling mode in the above case, the heat absorber temperature Te detected by the heat absorber temperature sensor 48 is input to the F/B operation amount calculation unit 87 in fig. 12 and can be used for controlling the compressor 2. That is, the solenoid valves 17 and 99 are valve devices for controlling the flow of the refrigerant to the portion where the heat absorber temperature sensor 48 is provided, and the heat absorber temperature sensor 48 is used to detect parameters used for controlling the compressor 2 in the dehumidification and heating mode and the MAX cooling mode in the above case.
When the refrigerant circuit R is closed due to a failure in closing the solenoid valves 17 and 99 and the circulation of the refrigerant to the heat absorber 9 is not performed, the heat absorber temperature Te, which is a parameter used for controlling the compressor 2, is also incorrect in the dehumidification-air heating mode and the MAX cooling mode, and the F/B control cannot be performed, so that the compressor 2 cannot be normally controlled. Even if an abnormality occurs in the communication of the control signal to the solenoid 17 or the solenoid valve 99 and the state of the solenoid valve 17 or the solenoid valve 99 becomes unclear, the compressor 2 cannot be normally controlled in the same manner.
Therefore, when the solenoid valve 17 or the solenoid valve 99 fails to close in the dehumidification-air heating mode or the MAX cooling mode, or when the state of the solenoid valve 17 or the solenoid valve 99 becomes unclear, the heat pump controller 32 stops the compressor 2. This avoids a problem that the compressor 2 falls into an abnormal control state, thereby improving reliability.
(15-3) fail-safe control in dehumidification cooling mode and cooling mode (case of FIG. 17)
In the dehumidification cooling mode and the cooling mode of the present embodiment, when a closing failure occurs in which the outdoor expansion valve 6, the solenoid valve 17 (for cooling), and the solenoid valve 98 are kept closed due to disconnection or short-circuiting, the other valve devices are closed, and therefore the refrigerant circuit R is closed, and the refrigerant cannot flow to the heat absorber 9. On the other hand, in the dehumidification cooling mode and the cooling mode in the above case, the heat absorber temperature Te detected by the heat absorber temperature sensor 48 is also input to the F/B operation amount calculation unit 87 in fig. 12, and can be used for controlling the compressor 2. That is, the outdoor expansion valve 6, the solenoid valve 17, and the solenoid valve 98 are valve devices that control the flow of the refrigerant to the location where the heat absorber temperature sensor 48 is provided, and the heat absorber temperature sensor 48 detects parameters used for controlling the compressor 2 in the dehumidification cooling mode and the cooling mode.
When the refrigerant circuit R is closed due to a failure in closing the outdoor expansion valve 6, the solenoid valve 17, and the solenoid valve 98, and the refrigerant cannot flow to the heat absorber 9, the heat absorber temperature Te, which is a parameter used for controlling the compressor 2 in the dehumidification cooling mode and the cooling mode, is also incorrect, and the F/B control cannot be realized, so that the compressor 2 cannot be normally controlled. Even if an abnormality occurs in the communication of the control signal to the outdoor expansion valve 6, the solenoid valve 17, and the solenoid valve 98, and the states of the outdoor expansion valve 6, the solenoid valve 17, and the solenoid valve 98 become unclear, the compressor 2 cannot be normally controlled in the same manner.
Therefore, the heat pump controller 32 stops the compressor 2 when the outdoor expansion valve 6 fails to close in the dehumidification-air cooling mode or the air-cooling mode, when the solenoid valve 17 fails to close, when the solenoid valve 98 fails to close, or when the states of the solenoid valve 17 and the solenoid valve 98 of the outdoor expansion valve 6 become unclear. This avoids a problem that the compressor 2 falls into an abnormal control state, thereby improving reliability.
As described above, in the present embodiment, in each operation mode, the compressor 2 is stopped when a valve device that controls the flow of refrigerant to a portion where a sensor for detecting a parameter used for controlling the compressor 2 is provided has a closed failure or when the state of the valve device is unclear, and therefore, when the valve device has a closed failure or the state of the valve device becomes unclear and the detection value of the sensor for detecting the parameter used for controlling the compressor 2 becomes incorrect, the compressor 2 is stopped, and a problem that the compressor 2 falls into an abnormal control state is avoided, and reliability can be improved.
In addition, in the above-described embodiment 1, the temperature of the object (heat medium) to be cooled by the refrigerant-heat medium heat exchanger 64 (heat exchanger for an object to be temperature-regulated) is used as the heat medium temperature Tw, but the temperature of the object to be cooled by the refrigerant-heat medium heat exchanger 64 (heat exchanger for an object to be temperature-regulated) may be used as the battery temperature Tcell, and the temperature of the refrigerant-heat medium heat exchanger 64 (the temperature of the refrigerant-heat medium heat exchanger 64 itself, the temperature of the refrigerant flowing out of the refrigerant flow path 64B, and the like) may be used as the temperature of the refrigerant-heat medium heat exchanger 64 (heat exchanger for an object to be temperature-regulated) may be used.
In example 1, the temperature of the battery 55 is controlled by circulating the heat medium, but the present invention is not limited to this, and a heat exchanger for a temperature controlled object may be provided in which the refrigerant directly exchanges heat with the battery 55 (temperature controlled object). In the above case, the battery temperature Tcell is the temperature of the object to be cooled by the heat exchanger for the object to be temperature-regulated, and the battery temperature sensor 77 is the temperature sensor for the object to be temperature-regulated of the present invention.
In addition, although the vehicle air conditioner 1 that cools the battery 55 while cooling the vehicle interior by the air conditioning (priority) + battery cooling mode and the battery cooling (priority) + air conditioning mode that cool the vehicle interior and cool the battery 55 at the same time has been described in embodiment 1, the cooling of the battery 55 is not limited to the cooling in the invention other than the invention according to claim 7 and claim 9, and other air conditioning operations, for example, the aforementioned dehumidification heating operation and the cooling of the battery 55 may be performed at the same time. In this case, the solenoid valve 69 is opened, and a part of the refrigerant flowing through the refrigerant pipe 13F to the heat absorber 9 flows into the branch pipe 67 and flows into the refrigerant-heat medium heat exchanger 64.
In example 1, the electromagnetic valve 35 is used as the heat absorber valve device (valve device) and the electromagnetic valve 69 is used as the temperature-controlled object valve device (valve device), but when the indoor expansion valve 8 and the auxiliary expansion valve 68 are configured by a fully closable electric valve, the various electromagnetic valves 35 and 69 are not necessary, the indoor expansion valve 8 is the heat absorber valve device (valve device) of the present invention, and the auxiliary expansion valve 68 is the temperature-controlled object valve device (valve device).
Note that, the method of detecting a closing failure of each valve device includes a case of performing mechanical detection in addition to a case of performing electrical detection as in the embodiment. It is needless to say that the configuration and numerical values of the refrigerant circuit R described in the embodiment are not limited to these values, and can be changed without departing from the scope of the present invention.
(symbol description)
Air conditioner for vehicle
2 compressor
3 air flow path
4 radiator
6 outdoor expansion valve (valve device)
7 outdoor heat exchanger
8 indoor expansion valve
9 Heat absorber
11 control device
17. 20, 21, 22, 98, 99 solenoid valves (valve devices)
23 auxiliary heater (auxiliary heating device)
32 Heat pump controller (forming part of the control device)
35 magnetic valve (valve device for heat absorber)
45 controller of air conditioner (forming a part of control device)
47 radiator pressure sensor
48 heat absorber temperature sensor
55 batteries (object to be temperature adjusted)
61 temperature regulating device for equipment
64 refrigerant-heat medium heat exchanger (Heat exchanger for temperature controlled object)
68 auxiliary expansion valve
69 magnetic valve (valve device for object to be temperature adjusted)
76 Heat medium temperature sensor (temperature sensor for temperature controlled object)
R refrigerant circuit.
Claims (11)
1. An air conditioning device for a vehicle, comprising: a refrigerant circuit including a compressor that compresses a refrigerant, an indoor heat exchanger that exchanges heat between air supplied into a vehicle interior and the refrigerant, an outdoor heat exchanger that is provided outside the vehicle interior, and a plurality of valve devices that control the flow of the refrigerant; and a control device for switching a plurality of operation modes to perform air conditioning in the vehicle interior by controlling the compressor and the valve device by the control device,
it is characterized in that the preparation method is characterized in that,
the control device stops the compressor when at least one of a closed failure of the valve device that controls the flow of the refrigerant to a portion where a sensor for detecting a parameter used in controlling the compressor is provided or a portion that affects the sensor and an unclear state of the valve device occurs.
2. An air conditioning device for a vehicle according to claim 1, comprising:
a radiator as the indoor heat exchanger for radiating the refrigerant to heat air supplied into the vehicle compartment; and
a pressure sensor that detects a pressure of the radiator,
the control device has a heating mode as the operation mode in which the refrigerant discharged from the compressor radiates heat in the radiator, and the refrigerant after radiation of heat is decompressed and then absorbs heat in the outdoor heat exchanger, and in the heating mode, the compressor is controlled based on the pressure of the radiator detected by the pressure sensor,
the compressor is stopped when a valve device that controls the flow of the refrigerant to the radiator has a closed failure or when the state of the valve device is unclear.
3. The air conditioning device for a vehicle according to claim 1 or 2, characterized by comprising:
a radiator as the indoor heat exchanger for radiating the refrigerant to heat air supplied into the vehicle compartment;
a heat absorber as the indoor heat exchanger for absorbing heat from the refrigerant to cool air supplied into the vehicle interior; and
a pressure sensor that detects a pressure of the radiator,
the control device has a dehumidification and heating mode as the operation mode in which the refrigerant discharged from the compressor is caused to dissipate heat in the radiator, and the refrigerant having dissipated heat is reduced in pressure and then absorbs heat in the outdoor heat exchanger and the heat absorber, and in the dehumidification and heating mode, the compressor is controlled based on the pressure of the radiator detected by the pressure sensor,
the compressor is stopped when a valve device that controls the flow of the refrigerant to the radiator has a closed failure or when the state of the valve device is unclear.
4. The air conditioning device for a vehicle according to claim 1 or 2, characterized by comprising:
a heat absorber as the indoor heat exchanger for absorbing heat from the refrigerant to cool air supplied into the vehicle interior;
an auxiliary heating device for heating air supplied into the vehicle compartment; and
a temperature sensor that detects a temperature of the heat absorber,
the control device has a dehumidification and heating mode as the operation mode in which the refrigerant discharged from the compressor is made to dissipate heat in the outdoor heat exchanger, the refrigerant having dissipated heat is made to decompress, the heat absorber absorbs heat, and the auxiliary heating device generates heat, and in the dehumidification and heating mode, the compressor is controlled based on the temperature of the heat absorber detected by the temperature sensor,
the compressor is stopped when a closing failure occurs in the valve device that controls the flow of the refrigerant to the heat absorber or when the state of the valve device is unclear.
5. The air conditioning device for a vehicle according to any one of claims 1 to 4, comprising:
a radiator as the indoor heat exchanger for radiating the refrigerant to heat air supplied into the vehicle compartment;
a heat absorber as the indoor heat exchanger for absorbing heat from the refrigerant to cool air supplied into the vehicle interior; and
a temperature sensor that detects a temperature of the heat absorber,
the control device has a dehumidification cooling mode as the operation mode in which the refrigerant discharged from the compressor dissipates heat in the radiator and the outdoor heat exchanger, and the refrigerant having dissipated heat absorbs heat in the heat absorber after being depressurized, and in which the compressor is controlled based on the temperature of the heat absorber detected by the temperature sensor,
the compressor is stopped when a closing failure occurs in the valve device that controls the flow of the refrigerant to the heat absorber or when the state of the valve device is unclear.
6. The air conditioning device for a vehicle according to any one of claims 1 to 5, comprising:
a heat absorber as the indoor heat exchanger for absorbing heat from the refrigerant to cool air supplied into the vehicle interior; and
a temperature sensor that detects a temperature of the heat absorber,
the control device has a cooling mode as the operation mode in which the refrigerant discharged from the compressor dissipates heat in the outdoor heat exchanger, and the refrigerant having dissipated heat absorbs heat in the heat absorber after being depressurized, and in which the compressor is controlled based on the temperature of the heat absorber detected by the temperature sensor,
the compressor is stopped when a closing failure occurs in the valve device that controls the flow of the refrigerant to the heat absorber or when the state of the valve device is unclear.
7. The air conditioning device for a vehicle according to any one of claims 1 to 6, comprising:
a heat absorber as the indoor heat exchanger for absorbing heat from the refrigerant to cool air supplied into the vehicle interior;
a temperature-controlled object heat exchanger for cooling a temperature-controlled object mounted on a vehicle;
a heat absorber valve device for controlling the flow of the refrigerant to the heat absorber;
a temperature-controlled object valve device for controlling the flow of the refrigerant to the temperature-controlled object heat exchanger; and
a temperature sensor for an object to be temperature-regulated, the temperature sensor for an object to be temperature-regulated detecting a temperature of the heat exchanger for an object to be temperature-regulated or an object cooled by the heat exchanger for an object to be temperature-regulated,
the control device has a cooling (priority) + air-conditioning mode as the operation mode in which the temperature-controlled object is cooled by opening the temperature-controlled object valve device, the compressor is controlled based on the temperature of the temperature-controlled object heat exchanger detected by the temperature-controlled object temperature sensor or the temperature of the object to be cooled by the temperature-controlled object heat exchanger, and the heat absorber valve device is controlled based on the temperature of the heat absorber,
and stopping the compressor when a closing failure occurs in the temperature-controlled object valve device or when the state of the temperature-controlled object valve device is unclear.
8. The air conditioning device for a vehicle according to any one of claims 1 to 7, comprising:
a temperature-controlled object heat exchanger for cooling a temperature-controlled object mounted on a vehicle;
a temperature-controlled object valve device for controlling the flow of the refrigerant to the temperature-controlled object heat exchanger; and
a temperature sensor for an object to be temperature-regulated, the temperature sensor for an object to be temperature-regulated detecting a temperature of the heat exchanger for an object to be temperature-regulated or an object cooled by the heat exchanger for an object to be temperature-regulated,
the control device has a temperature-controlled object cooling (individual) mode as the operation mode in which the temperature-controlled object cooling (individual) mode is set such that the temperature-controlled object valve device is opened and the compressor is controlled based on the temperature of the temperature-controlled object heat exchanger detected by the temperature sensor for the temperature-controlled object or the temperature of the object cooled by the temperature-controlled object heat exchanger,
and stopping the compressor when a closing failure occurs in the temperature-controlled object valve device or when the state of the temperature-controlled object valve device is unclear.
9. The air conditioning device for a vehicle according to any one of claims 1 to 8, comprising:
a heat absorber as the indoor heat exchanger for absorbing heat from the refrigerant to cool air supplied into the vehicle interior;
a temperature-controlled object heat exchanger for cooling a temperature-controlled object mounted on a vehicle;
a heat absorber valve device for controlling the flow of the refrigerant to the heat absorber;
a temperature-controlled object valve device for controlling the flow of the refrigerant to the temperature-controlled object heat exchanger; and
a heat absorber temperature sensor that detects a temperature of the heat absorber,
the control device has an air-conditioning (priority) + temperature-controlled object cooling mode as the operation mode in which the heat sink valve device is opened, the compressor is controlled based on the temperature of the heat sink detected by the heat sink temperature sensor, and the temperature-controlled object valve device is controlled based on the temperature of the temperature-controlled object heat exchanger or an object to be cooled by the temperature-controlled object heat exchanger,
the compressor is stopped when a shutdown failure occurs in the valve device for the heat absorber or when the state of the valve device for the heat absorber is unclear.
10. The air conditioning device for a vehicle as claimed in any one of claims 1 to 9, characterized by comprising:
a radiator as the indoor heat exchanger for radiating the refrigerant to heat air supplied into the vehicle compartment; and
a pressure sensor that detects a pressure of the radiator,
the control device has a defrosting mode as the operation mode in which the refrigerant discharged from the compressor flows into the outdoor heat exchanger through the radiator, and releases heat by the outdoor heat exchanger to defrost, and in which the compressor is controlled based on the pressure of the radiator detected by the pressure sensor,
the compressor is stopped when a valve device that controls the flow of the refrigerant to the radiator has a closed failure or when the state of the valve device is unclear.
11. The air conditioning device for a vehicle as claimed in any one of claims 1 to 10, characterized by comprising:
the control device may stop the compressor when the refrigerant circuit is closed due to a failure in closing the valve device or when the refrigerant circuit is likely to be closed due to unclear state of the valve device.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2018-212969 | 2018-11-13 | ||
| JP2018212969A JP2020079004A (en) | 2018-11-13 | 2018-11-13 | Vehicle air conditioner |
| PCT/JP2019/036224 WO2020100410A1 (en) | 2018-11-13 | 2019-09-13 | Vehicle air-conditioning device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN113015638A true CN113015638A (en) | 2021-06-22 |
Family
ID=70731815
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201980074263.8A Pending CN113015638A (en) | 2018-11-13 | 2019-09-13 | Air conditioner for vehicle |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP2020079004A (en) |
| CN (1) | CN113015638A (en) |
| WO (1) | WO2020100410A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2022148724A (en) * | 2021-03-24 | 2022-10-06 | サンデン・オートモーティブクライメイトシステム株式会社 | Air conditioner for vehicle |
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| CN107000544A (en) * | 2014-12-04 | 2017-08-01 | 三电控股株式会社 | Air conditioner for vehicles |
| WO2018079121A1 (en) * | 2016-10-27 | 2018-05-03 | サンデン・オートモーティブクライメイトシステム株式会社 | Vehicle air-conditioning device |
| WO2018198581A1 (en) * | 2017-04-26 | 2018-11-01 | サンデン・オートモーティブクライメイトシステム株式会社 | Air conditioner for vehicle |
-
2018
- 2018-11-13 JP JP2018212969A patent/JP2020079004A/en active Pending
-
2019
- 2019-09-13 WO PCT/JP2019/036224 patent/WO2020100410A1/en active Application Filing
- 2019-09-13 CN CN201980074263.8A patent/CN113015638A/en active Pending
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| CN104011334A (en) * | 2011-09-30 | 2014-08-27 | 日产自动车株式会社 | Engine-waste-heat utilization device |
| CN103874895A (en) * | 2011-10-05 | 2014-06-18 | 株式会社电装 | Integration valve, and heat pump cycle |
| CN107000544A (en) * | 2014-12-04 | 2017-08-01 | 三电控股株式会社 | Air conditioner for vehicles |
| JP2017116154A (en) * | 2015-12-22 | 2017-06-29 | ダイキン工業株式会社 | Air conditioning device |
| WO2018079121A1 (en) * | 2016-10-27 | 2018-05-03 | サンデン・オートモーティブクライメイトシステム株式会社 | Vehicle air-conditioning device |
| CN106904058A (en) * | 2017-03-10 | 2017-06-30 | 安徽江淮汽车集团股份有限公司 | Control method for electronic expansion valve and device in heat pump type air conditioning system |
| WO2018198581A1 (en) * | 2017-04-26 | 2018-11-01 | サンデン・オートモーティブクライメイトシステム株式会社 | Air conditioner for vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2020079004A (en) | 2020-05-28 |
| WO2020100410A1 (en) | 2020-05-22 |
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Effective date of registration: 20221202 Address after: Ise City Shou Qi Japanese qunma County town 20 times Applicant after: SANDEN Corp. Address before: Gunma Applicant before: SANDEN AUTOMOTIVE CLIMATE SYSTEMS Corp. |