CN113015640B

CN113015640B - Air conditioner for vehicle

Info

Publication number: CN113015640B
Application number: CN201980074319.XA
Authority: CN
Inventors: 宫腰竜; 户山贵司; 重田惠
Original assignee: Sanden Corp
Current assignee: Sanden Corp
Priority date: 2018-11-16
Filing date: 2019-10-18
Publication date: 2024-06-11
Anticipated expiration: 2039-10-18
Also published as: JP2020082810A; CN113015640A; JP7280689B2; WO2020100523A1

Abstract

Provided is an air conditioner for a vehicle, which can eliminate the disadvantage that the suction refrigerant pressure of a compressor becomes negative pressure when the refrigerant is evaporated by a plurality of evaporators. Comprises a compressor (2) for compressing a refrigerant, a heat absorber (9) for evaporating the refrigerant, and a refrigerant-heat medium heat exchanger (64). The control device has an operation mode in which the refrigerant is evaporated by one of the heat absorber (9) and the refrigerant-heat medium heat exchanger (64), and an operation mode in which the refrigerant is evaporated by both the heat absorber (9) and the refrigerant-heat medium heat exchanger (64), and in the latter operation mode, the upper limit rotation speed in control of the compressor (2) is changed in the direction in which the suction refrigerant pressure of the compressor (2) decreases under a predetermined condition in which the suction refrigerant pressure of the compressor decreases.

Description

Air conditioner for vehicle

Technical Field

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

Background

In recent years, environmental problems have been developed, and vehicles such as electric vehicles and hybrid vehicles have become widespread in which a running motor is driven by electric power supplied from a battery mounted on the vehicle. As an air conditioner applicable to such a vehicle, a configuration has been developed which includes a refrigerant circuit formed by connecting a compressor, a radiator, a heat absorber, and an outdoor heat exchanger, in which the refrigerant discharged from the compressor is radiated to the radiator, and the refrigerant radiated to the radiator is radiated to the outdoor heat exchanger to perform heating, and in which the refrigerant discharged from the compressor is radiated to the outdoor heat exchanger to perform evaporation and heat absorption to the heat absorber (evaporator) to perform cooling, and the like (for example, refer to patent document 1).

On the other hand, for example, if the battery is charged and discharged in an environment where the temperature is high due to self-heat generated by charge and discharge, there is a risk that deterioration is increased and, eventually, failure occurs and breakage occurs. In addition, even in a low-temperature environment, charge and discharge performance is degraded. Accordingly, there has been developed a configuration in which an evaporator for a battery is separately provided in a refrigerant circuit, the refrigerant circulating in the refrigerant circuit and the battery refrigerant (heat medium) are heat-exchanged by the evaporator for a battery, and the heat medium after the heat exchange is circulated to the battery to cool the battery (for example, refer to patent documents 2 and 3).

Prior art literature

Patent literature

Patent document 1: japanese patent laid-open publication 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

In the vehicle air conditioner having the plurality of evaporators (the heat absorber and the battery evaporator) as described above, it is conceivable to perform an operation mode in which the refrigerant is evaporated by the heat absorber or the battery evaporator and an operation mode in which the battery is cooled while cooling the vehicle interior by both the heat absorber and the battery evaporator. In particular, for example, under the operating conditions of low outside air temperature, low ventilation rate to the heat absorber, and high rotation speed of the compressor, there is a problem that the suction refrigerant pressure of the compressor (low-pressure side pressure of the refrigerant circuit) is lowered, and at worst, negative pressure is generated, which causes damage to equipment (the compressor itself, refrigerant piping, and seals).

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 eliminate a problem that the suction refrigerant pressure of a compressor becomes negative when the refrigerant is evaporated by a plurality of evaporators.

Technical proposal adopted for solving the technical problems

The air conditioner for a vehicle according to the present invention includes at least: a compressor that compresses a refrigerant; a plurality of evaporators for evaporating a refrigerant; and a control device for performing air conditioning in the vehicle interior, wherein the control device has at least a first operation mode in which the refrigerant is evaporated by the evaporator, and a second operation mode in which the refrigerant is evaporated by a larger number of evaporators than in the first operation mode, and in which the upper limit rotation speed in control of the compressor is changed in the descending direction under a predetermined condition in which the suction refrigerant pressure of the compressor is reduced.

In the air conditioner for a vehicle according to claim 2, the control device changes the upper limit rotation speed of the compressor in the direction of decreasing as the outside air temperature becomes lower in the second operation mode.

An air conditioner for a vehicle according to claim 3 is the air conditioner of claim 1, further comprising an indoor fan for supplying air, which has undergone heat exchange with an evaporator for evaporating a refrigerant, to a vehicle interior, wherein the control device changes an upper limit rotation speed in control of the compressor in a direction in which the rotation speed decreases as an air volume of the indoor fan decreases in the second operation mode.

An air conditioner for a vehicle according to the invention of claim 4 is the invention according to claim 1, and further includes an indoor fan for supplying air after heat exchange with an evaporator for evaporating a refrigerant to a vehicle interior, wherein the control device calculates an upper limit rotation speed change value for changing an upper limit rotation speed on control of the compressor in a descending direction as an outside air temperature becomes lower and an upper limit rotation speed change value for changing the upper limit rotation speed on control of the compressor in the descending direction as an air volume of the indoor fan becomes lower, respectively, in the second operation mode, and sets a larger one of the calculated upper limit rotation speed change values as an upper limit rotation speed on control of the compressor.

An air conditioner for a vehicle according to claim 5 is the above-described invention, and further comprises: a heat absorber as an evaporator for evaporating a refrigerant to cool air supplied into a vehicle interior; and a heat exchanger to be temperature-controlled as an evaporator for evaporating a refrigerant to cool a temperature-controlled object mounted on the vehicle, wherein the control device evaporates the refrigerant through either the heat absorber or the heat exchanger to be temperature-controlled in a first operation mode and evaporates the refrigerant through the heat absorber and the heat exchanger to be temperature-controlled in a second operation mode.

An air conditioner for a vehicle according to claim 6 is the above invention, comprising: a valve device for a heat absorber that controls the flow of a refrigerant to the heat absorber; and a target valve device for temperature control that controls the flow of the refrigerant to the target heat exchanger, wherein the control device opens one of the heat absorber valve device and the target valve device for temperature control in the first operation mode, closes the other, and opens the heat absorber valve device and the target valve device for temperature control in the second operation mode.

The vehicular air-conditioning apparatus of the invention of claim 7 is the above invention, characterized in that the control means has an air-conditioning (single) mode in which the valve means for the heat absorber is opened and the rotation speed of the compressor is controlled based on the temperature of the heat absorber or the object cooled by the heat absorber, and a temperature-controlled object cooling (single) mode in which the valve means for the temperature-controlled object is opened and the rotation speed of the compressor is controlled based on the temperature of the object cooled by the heat exchanger for the temperature-controlled object, and the valve means for the temperature-controlled object is closed, and has an air-conditioning (priority) +the temperature-controlled object cooling mode in which the valve means for the temperature-controlled object is opened and the rotation speed of the compressor is controlled based on the temperature of the object cooled by the heat exchanger for the temperature-controlled object cooling, and the valve means for the heat-controlled object cooling is closed, and the temperature-controlled based on the temperature of the object cooled by the heat exchanger for the temperature-controlled object cooling by the heat exchanger for the heat absorber or the object cooling by the heat exchanger for the temperature-controlled object cooling by the heat exchanger for the heat absorber in the priority in the air-conditioning (single) mode, and opening and closing the valve device for the heat absorber based on the temperature of the heat absorber or the object cooled by the heat absorber.

Effects of the invention

According to the invention, the method comprises the following steps: a compressor that compresses a refrigerant; a plurality of evaporators for evaporating a refrigerant; and a control device for controlling the vehicle air conditioner to air-condition the interior of the vehicle, wherein the control device has at least a first operation mode in which the refrigerant is evaporated by the evaporator and a second operation mode in which the refrigerant is evaporated by a larger number of evaporators than the first operation mode, and in which the upper limit rotation speed of the compressor is changed in the falling direction under the prescribed condition that the suction refrigerant pressure of the compressor falls, so that in the second operation mode, the rotation speed of the compressor is reduced under the condition that the suction refrigerant pressure of the compressor is liable to become negative pressure, thereby avoiding the disadvantage that the suction refrigerant pressure becomes negative pressure and ensuring the safety.

In particular, under the environmental conditions where the outside air temperature is low, both the high-pressure side and the low-pressure side of the refrigerant circuit are low, and the suction refrigerant pressure of the compressor is liable to be reduced, but by changing the upper limit rotation speed on the control of the compressor in the direction of reduction as the outside air temperature is low in the second operation mode by the control device as in the invention of claim 2, for example, the problem that the suction refrigerant pressure of the compressor becomes negative can be effectively avoided.

In addition, under the operation condition in which the air volume of the indoor fan for supplying the air after heat exchange with the evaporator for evaporating the refrigerant to the vehicle interior is low, the outlet refrigerant temperature is lowered due to the lowering of the heat exchange amount of the evaporator, and therefore, the suction refrigerant pressure of the compressor is liable to be lowered, but by changing the upper limit rotation speed on the control of the compressor in the direction of lowering as the air volume of the indoor fan is lowered in the second operation mode by the control device as in the invention of claim 3, for example, the disadvantage that the suction refrigerant pressure of the compressor becomes negative pressure can be effectively avoided.

In addition, when the suction refrigerant pressure of the compressor increases due to any one of the outside air temperature and the air volume of the indoor blower as described above, the suction refrigerant pressure is less likely to decrease even when the compressor is driven by high rotation. In the invention according to claim 4, the control device calculates the upper limit rotation speed change value that changes the upper limit rotation speed of the compressor in the direction of decrease as the outside air temperature decreases and the upper limit rotation speed change value that changes the upper limit rotation speed of the compressor in the direction of decrease as the air volume of the indoor blower decreases, respectively, in the second operation mode, and sets the larger value of each calculated upper limit rotation speed change value as the upper limit rotation speed of the compressor, so that, when the suction refrigerant pressure of the compressor is less likely to decrease due to any one of the outside air temperature and the air volume of the indoor blower, the upper limit rotation speed of the compressor can be increased as much as possible, and adverse effects of the decrease in the upper limit rotation speed on the air conditioning performance can be reduced.

Further, for example, as in the invention according to claim 5, a heat absorber for evaporating a refrigerant to cool air supplied into the vehicle interior and a heat exchanger for object to be temperature-controlled for evaporating a refrigerant to cool an object to be temperature-controlled mounted on the vehicle are provided as evaporators, and the control device evaporates a refrigerant in either the heat absorber or the heat exchanger for object to be temperature-controlled in the first operation mode and evaporates a refrigerant in either the heat absorber or the heat exchanger for object to be temperature-controlled in the second operation mode, whereby cooling of the vehicle interior and cooling of the object to be temperature-controlled in the first operation mode can be performed, respectively, and cooling of the object to be temperature-controlled in the second operation mode can be performed while cooling the vehicle interior.

In the second operation mode in which the refrigerant is evaporated by both the heat absorber and the heat exchanger for temperature adjustment, the rotation speed of the compressor is reduced under the condition that the suction refrigerant pressure of the compressor is liable to become negative pressure, so that the problem that the suction refrigerant pressure becomes negative pressure can be avoided.

In the above-described case, as in the invention according to claim 6, the heat absorber valve device that controls the flow of the refrigerant to the heat absorber and the target heat exchanger to be temperature-controlled valve device that controls the flow of the refrigerant to the target heat exchanger are provided, and the control device opens one of the heat absorber valve device and the target heat exchanger to be temperature-controlled valve device in the first operation mode, closes the other, and opens the heat absorber valve device and the target heat exchanger to be temperature-controlled valve device in the second operation mode, whereby the first operation mode and the second operation mode can be smoothly executed.

Further, as in the invention according to claim 7, when the control device executes, as the first operation mode, an air conditioning (alone) mode in which the heat absorber valve device is opened, the rotation speed of the compressor is controlled based on the temperature of the heat absorber or the object cooled by the heat absorber, and the object to be tempered is closed, and an object to be tempered cooling (alone) mode in which the object to be tempered is opened, the rotation speed of the compressor is controlled based on the temperature of the object to be tempered or the object cooled by the object to be tempered, and the heat absorber valve device is closed, cooling in the vehicle interior and cooling of the object to be tempered can be smoothly performed.

In addition, if the air conditioning (priority) +the object cooling mode to be tempered and the object cooling (priority) +the air conditioning mode are executed as the second operation mode, in the air conditioning (priority) +the object cooling mode to be tempered, the heat absorber valve device is opened, the rotation speed of the compressor is controlled based on the temperature of the heat absorber or the object cooled by the heat absorber, the object valve device is opened and closed based on the temperature of the object cooled by the object heat exchanger, in the object cooling (priority) +the air conditioning mode, the object valve device is opened, the rotation speed of the compressor is controlled based on the temperature of the object cooled by the object heat exchanger or the object cooled by the heat absorber, and the opening and closing of the heat absorber valve device is controlled based on the temperature of the object cooled by the heat absorber, the object cooling in the cabin is preferably performed while the object cooling is performed, and whether the object cooling in the cabin is preferably performed or the object cooling is preferably performed while the object cooling in the cabin is performed is switched according to the situation, thereby realizing efficient cooling of the object cooling in the cabin.

Drawings

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

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

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

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

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

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

Fig. 7 is a block diagram of an air conditioner for a vehicle illustrating a cooling mode performed by a heat pump controller of the control device of fig. 2.

Fig. 8 is a block diagram of an air conditioner for a vehicle, which is described as an air conditioner (priority) +battery cooling mode and battery cooling (priority) +air conditioning mode implemented by the heat pump controller of the control device of fig. 2.

Fig. 9 is a block diagram of an air conditioner for a vehicle, illustrating a battery cooling (individual) mode implemented by a heat pump controller of the control device of fig. 2.

Fig. 10 is a block diagram of an air conditioner for a vehicle illustrating a defrosting mode performed by a heat pump controller of the control device of fig. 2.

Fig. 11 is a control block diagram related to the compressor control of the heat pump controller of the control device of fig. 2.

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

Fig. 13 is a block diagram illustrating control of the solenoid valve 69 in the air conditioning (priority) +battery cooling mode of the heat pump controller of the control device of fig. 2.

Fig. 14 is a further control block diagram relating to compressor control of the heat pump controller of the control device of fig. 2.

Fig. 15 is a block diagram illustrating control of the solenoid 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 diagram illustrating an example of calculation of the upper limit rotation speed change value of the compressor based on the outside air temperature, which is realized by the heat pump controller of the control device of fig. 2.

Fig. 17 is a diagram illustrating an example of calculation of the upper limit rotation speed change value of the compressor based on the air volume of the indoor fan, which is realized by the heat pump controller of the control device of fig. 2.

Detailed Description

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

Fig. 1 is a block 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) that is not equipped with an engine (internal combustion engine) and that is driven by supplying electric power charged to a battery 55 that is equipped in the vehicle to a travel motor (electric motor, not shown) to travel, and a compressor 2, which will be described later, of the air conditioning device 1 for a vehicle of the present invention is also driven by electric power supplied from the battery 55.

That is, in the air conditioner 1 for a vehicle according to the embodiment, in an electric vehicle that cannot be heated by utilizing engine waste heat, the respective operation modes of the heating mode, the dehumidification cooling mode, the defrosting mode, the air conditioner (priority) +battery cooling mode, the battery cooling (priority) +air conditioning mode, and the battery cooling (individual) mode are switched and executed by the heat pump operation using the refrigerant circuit R, so that the air conditioning in the vehicle interior and the temperature adjustment of the battery 55 are performed.

Wherein the cooling mode and the battery cooling (individual) mode are embodiments of the first operation mode of the present invention, and the air conditioning (priority) +the battery cooling mode and the battery cooling (priority) +the air conditioning mode are embodiments of the second operation mode of the present invention. The cooling mode is an embodiment of the air conditioning (individual) mode of the present invention, the battery cooling (individual) mode is an embodiment of the object cooling (individual) mode to be tempered of the present invention, the air conditioning (priority) +the battery cooling mode is an embodiment of the air conditioning (priority) +the object cooling mode to be tempered of the present invention, and the battery cooling (priority) +the air conditioning mode is an embodiment of the object cooling (priority) +the air conditioning mode to be tempered of the present invention.

The present invention is also effective in so-called hybrid vehicles in which an engine and a running electric motor are shared, as vehicles not limited to electric vehicles. 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 driving motor, the inverter for controlling the driving motor, and the like are the object to be temperature-controlled to be mounted on the vehicle according to the present invention, but in the following embodiment, the battery 55 will be described by way of example.

The vehicular air conditioner 1 of the embodiment is a device for air-conditioning (heating, cooling, dehumidifying, and ventilating) the interior of a vehicle of an electric vehicle, 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, a receiver 12, and the like are connected in this order through a refrigerant pipe 13 to form a refrigerant circuit R, in which the compressor 2 compresses a refrigerant, the radiator 4 is provided in an air flow path 3 of an HVAC unit 10 for ventilating air in the vehicle interior, and in which a high-temperature and high-pressure refrigerant discharged from the compressor 2 flows in through a muffler 5 and a refrigerant pipe 13G, and is allowed to dissipate heat into the vehicle interior (release heat of the refrigerant), in which the outdoor expansion valve 6 decompresses and is formed by the electric valve (electronic expansion valve) at the time of heating, the outdoor heat exchanger 7 performs heat exchange between the refrigerant and an external gas through a refrigerant pipe 13, in which the refrigerant is allowed to function as a heat sink at the time of the vehicle interior, and in which the refrigerant is allowed to absorb heat from the refrigerant through the evaporator 9 at the time of heating the indoor heat absorber and the refrigerant is allowed to absorb heat from the indoor heat absorption valve at the time of the heat absorber (the refrigerant).

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

The outdoor heat exchanger 7 is provided with an outdoor fan 15. The outdoor fan 15 is configured to exchange heat between the outdoor air and the refrigerant by forcibly ventilating the outdoor air to the outdoor heat exchanger 7, so that the outdoor air is ventilated 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 14 and a supercooler 16 in this order on the downstream side of the refrigerant, the refrigerant pipe 13A on the refrigerant outlet side of the outdoor heat exchanger 7 is connected to the receiver dryer 14 via a solenoid valve 17 (for cooling) as an on-off valve that is opened when the refrigerant flows to the heat absorber 9, and the refrigerant pipe 13B on the outlet side of the supercooler 16 is connected to the refrigerant inlet side of the heat absorber 9 via a check valve 18, an indoor expansion valve 8, and a solenoid valve 35 (for a vehicle cabin) as a valve device (for on-off valve) in this order. The receiver dryer 14 and the subcooler 16 structurally constitute a part of the outdoor heat exchanger 7. The check valve 18 is directed in the forward direction toward the indoor expansion valve 8.

The refrigerant pipe 13A extending from the outdoor heat exchanger 7 branches into a refrigerant pipe 13D, and the branched refrigerant pipe 13D is connected to the refrigerant pipe 13C on the refrigerant outlet side of the heat absorber 9 through a solenoid valve 21 (for heating) as an on-off valve that is opened during heating. The refrigerant pipe 13C is connected to an inlet side of the accumulator 12, and an outlet side of the accumulator 12 is connected to a refrigerant pipe 13K on a refrigerant suction side of the compressor 2.

The filter 19 is connected to the refrigerant pipe 13E on the refrigerant outlet side of the radiator 4, and the refrigerant pipe 13E branches into a refrigerant pipe 13J and a refrigerant pipe 13F in the vicinity of the outdoor expansion valve 6 (on the refrigerant upstream side), and one of the branched refrigerant pipes 13J is connected to the refrigerant inlet side of the outdoor heat exchanger 7 via the outdoor expansion valve 6. The other refrigerant pipe 13F branched is connected to the refrigerant pipe 13B located on the downstream side of the check valve 18 and on the upstream side of the indoor expansion valve 8 via the solenoid valve 22 (for dehumidification) as an on-off valve 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 forms 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 with a solenoid valve 20 as a bypass on-off valve.

Further, each of an outside air intake port and an inside air intake port (represented by an intake port 25 in fig. 1) is formed in the air flow path 3 on the air upstream side of the heat absorber 9, and an intake switching damper 26 is provided in the intake port 25, and the intake switching damper 26 switches the air introduced into the air flow path 3 between an inside air (inside air circulation) as air in the vehicle interior and an outside air (outside air introduction) as air outside the vehicle interior. 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.

The suction switching damper 26 of the embodiment is configured to be capable of adjusting the ratio of the internal air in the air (external air and internal air) flowing into the inhaler 9 in the air flow path 3 (the ratio of the external air can also be adjusted between 100% and 0%) between 0% and 100% by opening and closing the external air suction port and the internal air suction port of the suction port 25 at an arbitrary ratio.

In the embodiment, an auxiliary heater 23, which is an auxiliary heating device constituted by a PTC heater (electric heater), is provided in the air flow path 3 on the leeward side (air downstream side) of the radiator 4, and can heat the air supplied into the vehicle interior via the radiator 4. 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 gas or external gas) flowing into the air flow path 3 and passing through the heat absorber 9 in the air flow path 3 to be ventilated to the radiator 4 and the auxiliary heater 23.

Further, a foot-blowing, natural wind (japanese) and front-wind-shielding defogging (japanese-style) outlets (represented by outlet 29 in fig. 1) are formed in the air flow path 3 on the air downstream side of the radiator 4, and an outlet switching damper 31 is provided in the outlet 29, and the outlet switching damper 31 performs switching control of air blowing from each outlet.

The air conditioner 1 for a vehicle further includes a device temperature adjusting device 61, and the device temperature adjusting device 61 is configured to circulate a heat medium through the battery 55 (subject to temperature adjustment) to adjust the temperature of the battery 55. The apparatus temperature adjustment device 61 of the embodiment includes: a circulation pump 62 as a circulation device, the circulation pump 62 being configured to circulate the heat medium in the battery 55; a refrigerant-heat medium heat exchanger 64 serving as an evaporator, i.e., a heat exchanger to be temperature-controlled; and a heat medium heater 63 as a heating device, which is connected to the battery 55 in a ring shape by a heat medium pipe 66.

In the example, an 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 an inlet of the heat medium heater 63 is connected to an 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 plant temperature control device 61, for example, water, a refrigerant such as HFO-1234yf, a liquid such as a coolant, and a gas such as air can be used. In addition, in the examples, water was used as the heat medium. The heat medium heater 63 is an electric heater such as a PTC heater. A jacket structure in which, for example, a heat medium flows around the battery 55 in a heat exchange relationship with the battery 55 is provided.

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, and after being heated therein while the heat medium heater 63 generates heat, 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 to circulate through the heat medium pipe 66.

On the other hand, one end of a branching pipe 67 as a branching circuit is connected to the refrigerant pipe 13B located on the downstream side of the refrigerant connected to the refrigerant pipe 13F and the refrigerant pipe 13B of the refrigerant circuit R and on the upstream side of the refrigerant of the indoor expansion valve 8. In the embodiment, the branch pipe 67 is provided with an auxiliary expansion valve 68 as an on-off valve formed of a mechanical expansion valve and a solenoid valve (for a cooler) 69 as a valve device (on-off valve) for a temperature adjustment object in this order. The auxiliary expansion valve 68 decompresses and expands the refrigerant flowing into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, which will be described later, and adjusts the degree of superheat of the refrigerant in the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64.

The other end of the branching pipe 67 is connected to the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, one end of the refrigerant pipe 71 is connected to the outlet of the refrigerant flow path 64B, and the other end of the refrigerant pipe 71 is connected to the refrigerant pipe 13C located on the upstream side of the refrigerant (on the upstream side of the refrigerant in the accumulator 12) than the junction point with the refrigerant pipe 13D. The auxiliary expansion valve 68, the solenoid valve 69, the refrigerant flow path 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 equipment temperature adjusting device 61.

When the electromagnetic valve 69 is opened, the refrigerant (a part or all of the refrigerant) flowing out of the outdoor heat exchanger 7 flows into the branch pipe 67, is depressurized in the auxiliary expansion valve 68, flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 through the electromagnetic valve 69, and evaporates in the refrigerant flow path 64B. The refrigerant absorbs heat from the heat medium flowing through the heat medium flow path 64A while flowing through the refrigerant flow path 64B, and is then 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 vehicular air conditioning device 1 of the embodiment. The control device 11 is constituted by 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 constituted by 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: controller area network) and LIN (Local Interconnect Network: local internet). The compressor 2, the auxiliary heater 23, the circulation pump 62, and the heat medium heater 63 are connected to a vehicle communication bus 65, and the air conditioner controller 45, the heat pump controller 32, the compressor 2, the auxiliary heater 23, the circulation pump 62, and the heat medium heater 64 are configured to receive and transmit data via the vehicle communication bus 65.

A vehicle controller 72 (ECU), a Battery controller (BMS: battery MANAGEMENT SYSTEM: battery management system) 73, and a GPS navigation device 74 are connected to the vehicle communication bus 65, the vehicle controller 72 controlling the entire vehicle including running, and the Battery controller 73 controlling charge and discharge 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 conditioner controller 45 and the heat pump controller 32 constituting the control device 11 are configured to receive and transmit information (data) with the vehicle controller 72, the battery controller 73, and the GPS navigation device 74 via the vehicle communication bus 65.

The air conditioning controller 45 is a higher-level controller that is responsible for controlling the air conditioning in the vehicle cabin, and the input of the air conditioning controller 45 is connected to 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, an indoor CO ₂ concentration sensor 39, an outlet temperature sensor 41, for example, a photo-electric sensor sun shine sensor 51, a vehicle speed sensor 52, and an air conditioning operation unit 53, wherein the outside air temperature sensor 33 detects the outside air temperature Tam of the vehicle, the outside air humidity sensor 34 detects the outside air humidity, the HVAC intake temperature sensor 36 detects the temperature of the air that is taken in from the intake port 25 to the air circulation path 3 and flows into the heat absorber 9, the inside air temperature sensor 37 detects the temperature of the air in the vehicle cabin (inside air), the inside air humidity sensor 38 detects the humidity of the air in the vehicle cabin, the indoor CO ₂ detects the carbon dioxide concentration sensor, the air temperature sensor detects the sun air temperature in the vehicle interior, and the air temperature sensor 53 detects the air temperature in the vehicle interior, and the air conditioning operation mode is set for the air conditioning operation mode is switched between the air temperature sensor and the air conditioning operation unit 53. In the figure, a symbol 53A is a display screen as a display output device provided in the air conditioner operation unit 53.

The outdoor blower 15, the indoor blower (blower fan) 27, the suction switching damper 26, the air mixing damper 28, and the outlet switching damper 31 are connected to the output of the air conditioner controller 45, and the air conditioner controller 45 controls the above components.

The heat pump controller 32 is a controller mainly responsible for the control of the refrigerant circuit R, and is connected to the input of the heat pump controller 32, and is provided with 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 outputs of auxiliary heater temperature sensors 50A (driver side) and 50B (front passenger side), wherein the radiator inlet temperature sensor 43 detects the refrigerant inlet temperature Tcxin of the radiator 4 (the discharge refrigerant temperature of the compressor 2), the radiator outlet temperature sensor 44 detects the refrigerant outlet temperature Tci of the radiator 4, the suction temperature sensor 46 detects the suction refrigerant temperature Ts of the compressor 2, the radiator pressure sensor 47 detects the refrigerant pressure on the refrigerant outlet side of the radiator 4 (the pressure of the radiator 4: the radiator pressure Pci), the heat absorber temperature sensor 48 detects the temperature 9 of the heat absorber 9 (the heat exchanger 9, the heat exchanger 9 passes through the heat exchanger 9, the heat exchanger 9 of the heat absorber, and the auxiliary heat exchanger 50B detects the heat absorber temperature of the heat exchanger, and the heat absorber temperature 7 absorbs the heat exchanger 9 (the heat exchanger 9) and the heat absorber heat exchanger) and the heat absorber pressure (the heat exchanger) absorbs the heat from the outdoor heat exchanger).

The output of the heat pump controller 32 is connected to each of the outdoor expansion valve 6, the solenoid valve 22 (for dehumidification), the solenoid valve 17 (for cooling), the solenoid valve 21 (for heating), the solenoid valve 20 (for bypass), the solenoid valve 35 (for cabin), and the solenoid valve 69 (for cooler), and these components are controlled by the heat pump controller 32. In addition, the compressor 2, the auxiliary heater 23, the circulation pump 62, and the heat medium heater 63 have controllers built therein, and in the embodiment, the controllers of the compressor 2, the auxiliary heater 23, the circulation pump 62, and the heat medium heater 63 receive and transmit data from and to 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 to outputs of a heat medium temperature sensor 76 and a battery temperature sensor 77, the heat medium temperature sensor 76 detects a temperature of the heat medium on the outlet side of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 of the device temperature adjusting apparatus 61 (heat medium temperature Tw: a temperature of an object cooled by a heat exchanger for object temperature adjustment), and the battery temperature sensor 77 detects a temperature of the battery 55 (a temperature of the battery 55 itself: a battery temperature Tcell). In the embodiment, the remaining amount of the battery 55 (the storage amount), information on charging of the battery 55 (information on charging, charging end time, remaining charging time, etc.), the heat medium temperature Tw, and the battery temperature Tcell are transmitted from the battery controller 73 to the air conditioner controller 45 and the vehicle controller 72 via the vehicle communication bus 65. The information on the charge end time and the remaining charge time at the time of charging the battery 55 is information supplied from an external charger such as a quick charger described later.

In this example, the heat pump controller 32 and the air conditioner controller 45 are configured to receive and transmit data from and to each other via the vehicle communication bus 65, and to control each device based on the output of each sensor and the setting input by the air conditioner operation unit 53, and in this case, 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, the indoor CO ₂ concentration sensor 39, the blowout temperature sensor 41, the solar radiation sensor 51, the vehicle speed sensor 52, the air volume Ga (calculated by the air conditioner controller 45) of the air flowing into the air circulation path 3 and flowing through the air circulation path 3, the voltage (BLV) of the indoor blower 27, the information from the battery controller 73, the information from the GPS navigation device 74, and the output of the air conditioner operation unit 53 are configured to be transmitted from the air conditioner controller 45 to the heat pump controller 32 via the vehicle communication bus 65, so as to be controlled by the heat pump controller 32.

Further, data (information) related to the control of the refrigerant circuit R is also transmitted from the heat pump controller 32 to the air conditioner controller 45 via the vehicle communication bus 65. The air volume ratio SW achieved by the air mixing damper 28 is calculated by the air conditioner controller 45 in the range of 0.ltoreq.sw.ltoreq.1. Further, at sw=1, the air flowing through the heat absorber 9 is entirely ventilated to the radiator 4 and the auxiliary heater 23 by the air mix damper 28.

With the above configuration, the operation of the vehicle air conditioner 1 according to the embodiment will be described. In the present embodiment, the control device 11 (air-conditioning controller 45, heat pump controller 32) switches between the respective air-conditioning operation, the battery cooling (priority) +air-conditioning operation, the battery cooling (individual) operation, and the defrosting mode, which execute the heating mode, the dehumidification cooling mode, the cooling mode, and the air-conditioning (priority) +battery cooling mode. They are shown in fig. 3.

In the embodiment, the respective air conditioning operations of the heating mode, the dehumidification cooling mode, the cooling mode, and the air conditioning (priority) +battery cooling mode can be performed without charging the battery 55 and turning on the Ignition (IGN) of the vehicle, and the air conditioning switch of the air conditioning operation unit 53 is turned on. However, in the case of remote operation (pre-air conditioning, etc.), the ignition device can be turned off. Further, it can be performed when the battery 55 is in the charging process, there is no battery cooling request, and the air conditioner switch is turned on. On the other hand, each of the battery cooling (priority) +air conditioning mode and 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 (individual) mode can be performed when the air conditioner switch is turned off and there is a battery cooling request (traveling at a high outside air temperature or the like) in addition to during charging of the battery 55.

In the embodiment, the heat pump controller 32 operates the circulation pump 62 of the device temperature adjusting device 61 when the ignition is turned on or when the battery 55 is being charged even if the ignition is turned off, and circulates the heat medium in the heat medium pipe 66 as indicated by the broken line in fig. 4 to 10. Although not shown in fig. 3, the heat pump controller 32 according to the embodiment also executes a battery heating mode in which the battery 55 is heated by heating the heat medium heater 63 of the device temperature adjusting apparatus 61.

(1) Heating mode

First, a heating mode will be described with reference to fig. 4. In the following description, the heat pump controller 32 is used as a control main body, and control of each device is performed by cooperation of the heat pump controller 32 and the air conditioner controller 45. Fig. 4 shows the flow direction (solid arrows) of the refrigerant in the refrigerant circuit R in the heating mode. When the heating mode is selected by the heat pump controller 32 (automatic mode) or a manual air conditioning setting operation (manual mode) for the air conditioning operation section 53 of the air conditioning controller 45, the heat pump controller 32 opens the solenoid valve 21 and closes the solenoid valves 17, 20, 22, 35, and 69. Next, the compressor 2 and the blowers 15 and 27 are operated, and the air mixing damper 28 is set in a state in which the ratio of the air blown from the indoor blower 27 to the radiator 4 and the auxiliary heater 23 is adjusted.

Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the radiator 4 is ventilated with the air in the air flow path 3, the air in the air flow path 3 is heated by exchanging heat with the high-temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by taking heat from the air, and condensed and liquefied.

The refrigerant liquefied in the radiator 4 flows out of the radiator 4 and then flows through the refrigerant pipes 13E and 13J to the outdoor expansion valve 6. The refrigerant flowing into the outdoor expansion valve 6 is depressurized in 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 draws heat (absorbs heat) from the outside air traveling or ventilated by the outdoor blower 15. That is, the refrigerant circuit R functions 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 solenoid valve 21 to the refrigerant pipe 13C, and enters the accumulator 12 through the refrigerant pipe 13C, and after being gas-liquid separated in the accumulator 12, the gas refrigerant is sucked into the compressor 2 from the refrigerant pipe 13K, and the cycle described above is repeated. Since the air heated by the radiator 4 is blown out from the air outlet 29, heating in the vehicle cabin is performed.

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 blow-out temperature TAO that is a target temperature of air blown out into the vehicle interior (target 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: parameter of the refrigerant circuit R) detected by the radiator pressure sensor 47 described above, and controls 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, thereby controlling the degree of supercooling of the refrigerant at the outlet of the radiator 4.

Further, in the case where the heating capacity (heating capacity) achieved 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 auxiliary heater 23. Thus, even when the outside air temperature is low, the interior of the vehicle can be heated without any trouble.

(2) Dehumidification heating mode

Next, a dehumidification and heating mode will be described with reference to fig. 5. Fig. 5 shows the flow direction (solid arrows) of the refrigerant in the refrigerant circuit R in the dehumidification and heating mode. In the dehumidification and heating mode, the heat pump controller 32 opens the solenoid valves 21, 22, and 35, and closes the solenoid valves 17, 20, and 69. Next, the compressor 2 and the blowers 15 and 27 are operated, and the air mixing damper 28 is set in a state in which the ratio of the air blown from the indoor blower 27 to the radiator 4 and the auxiliary heater 23 is adjusted.

After flowing out from the radiator 4, the refrigerant liquefied in the radiator 4 flows 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 depressurized in 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 draws heat (absorbs heat) from the outside air traveling or ventilated 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 solenoid valve 21 to the refrigerant pipe 13C, and enters the accumulator 12 through the refrigerant pipe 13C, and after being gas-liquid separated in the accumulator 12, the gas refrigerant is sucked into the compressor 2 from the refrigerant pipe 13K, and the cycle described above is repeated.

On the other hand, the remaining portion of the condensed refrigerant flowing through the radiator 4 and the refrigerant pipe 13E is split, and the split refrigerant flows into the refrigerant pipe 13F through the solenoid valve 22 and flows into the refrigerant pipe 13B. Then, the refrigerant flows into the indoor expansion valve 8, is depressurized in the indoor expansion valve 8, and then flows into the heat absorber 9 through the electromagnetic valve 35 to evaporate. At this time, moisture in the air blown from the indoor blower 27 condenses and adheres to the heat absorber 9 by the heat absorption effect 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 from the refrigerant pipe 13C and merges with the refrigerant from the refrigerant pipe 13D (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 cycle. The air dehumidified by the heat absorber 9 is reheated while passing through the radiator 4 and the auxiliary heater 23 (in the case of heat generation), thereby performing dehumidification and heating in the vehicle cabin.

The heat pump controller 32 controls the rotation speed of the compressor 2 based on the target radiator pressure PCO calculated from the target heater temperature TCO and the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47, or controls the rotation speed of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO as target values thereof in the embodiment. At this time, the heat pump controller 32 selects the lower one of the target rotation speed of the compressor obtained by calculation from either the radiator pressure Pci or the absorber temperature Te, and controls the compressor 2. The valve opening degree of the outdoor expansion valve 6 is controlled based on the 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 insufficient amount by the heat generation of the auxiliary heater 23. Thus, even when the outside air temperature is low, the interior of the vehicle can be dehumidified and heated without any trouble.

(3) Dehumidification cooling mode

Next, a dehumidification cooling mode will be described with reference to fig. 6. Fig. 6 shows the flow direction (solid arrows) of the refrigerant in the refrigerant circuit R in the dehumidification cooling mode. In the dehumidification cooling mode, the heat pump controller 32 opens the solenoid valves 17 and 35 and closes the solenoid valves 20, 21, 22, and 69. Next, the compressor 2 and the blowers 15 and 27 are operated, and the air mixing damper 28 is set in a state in which the ratio of the air blown from the indoor blower 27 to the radiator 4 and the auxiliary heater 23 is adjusted.

The refrigerant flowing out of the radiator 4 flows through the refrigerant pipes 13E and 13J to the outdoor expansion valve 6, and the outdoor expansion valve 6 controlled to be slightly opened (a region having a larger valve opening degree) than in the heating mode and the dehumidification heating mode 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 using outside air ventilated by the outdoor blower 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 solenoid valve 17, the receiver dryer 14, and the subcooler 16, and flows into the indoor expansion valve 8 through the check valve 18. After the pressure of the refrigerant is reduced in the indoor expansion valve 8, the refrigerant flows into the heat absorber 9 through the electromagnetic valve 35 and evaporates. At this time, moisture in the air blown from the indoor blower 27 condenses and adheres 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 to the compressor 2 through the accumulator 12, and repeats the above cycle. The dehumidified air cooled by the heat absorber 9 is reheated (the heating capacity is lower than that in dehumidification heating) while passing through the radiator 4 and the auxiliary heater 23 (in the case of heat generation), and thereby dehumidification cooling in the vehicle cabin is performed.

The heat pump controller 32 controls the rotation speed of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO, which is the target temperature of the heat absorber 9 (target value of the heat absorber temperature Te), so that the heat absorber temperature Te becomes the target heat absorber temperature TEO, and controls the valve opening of the outdoor expansion valve 6 so that the 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) achieved by the radiator 4.

In addition, in the dehumidification cooling mode described above, when the heating capacity (reheating capacity) achieved 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 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 (first operation mode, air-conditioner (independent) mode)

Next, a cooling mode will be described with reference to fig. 7. Fig. 7 shows the flow direction (solid arrow) of the refrigerant in the refrigerant circuit R in the cooling mode. In the cooling mode, the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20, and the solenoid valve 35, and closes the solenoid valve 21, the solenoid valve 22, and the solenoid valve 69. Next, the compressor 2 and the blowers 15 and 27 are operated, and the air mixing damper 28 is set in a state in which the ratio of the air blown from the indoor blower 27 to the radiator 4 and the auxiliary heater 23 is adjusted. 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, since the above ratio is small (only for reheating (reheating) in the cooling process), almost only the air passes through the radiator 4, and the refrigerant flowing out of the radiator 4 flows through the refrigerant pipe 13E to the refrigerant pipe 13J. At this time, since the solenoid valve 20 is opened, the refrigerant passes through the solenoid valve 20 and directly flows into the outdoor heat exchanger 7, and then is air-cooled in the outdoor heat exchanger 7 by the outside air ventilated by traveling or by the outdoor blower 15, thereby condensing and liquefying.

The refrigerant flowing out of the outdoor heat exchanger 7 flows into the refrigerant pipe 13B through the refrigerant pipe 13A, the solenoid valve 17, the receiver dryer 14, and the subcooler 16, and flows into the indoor expansion valve 8 through the check valve 18. After the pressure of the refrigerant is reduced in the indoor expansion valve 8, the refrigerant flows into the heat absorber 9 through the electromagnetic valve 35 and evaporates. Under the heat absorption action at this time, the air blown from the indoor blower 27 and heat-exchanged with the heat absorber 9 is cooled.

The refrigerant evaporated in the heat absorber 9 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 repeats the above cycle. The air cooled by the heat absorber 9 is blown out into the vehicle interior from the 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 (absorber temperature Te) detected by the absorber temperature sensor 48.

(5) Air-conditioner (priority) +battery cooling mode (second operation mode, air-conditioner (priority) +object cooling mode to be temperature-regulated)

Next, an air conditioner (priority) +battery cooling mode will be described with reference to fig. 8. Fig. 8 shows the flow direction of the refrigerant circuit R in the air-conditioning (priority) +battery cooling mode (solid arrows). In the air conditioning (priority) +battery cooling mode, the heat pump controller 32 opens solenoid valve 17, solenoid valve 20, solenoid valve 35, and solenoid valve 69, and closes solenoid valve 21 and solenoid valve 22.

Next, the compressor 2 and the blowers 15 and 27 are operated, and the air mixing damper 28 is set in a state in which the ratio of the air blown from the indoor blower 27 to the radiator 4 and the auxiliary heater 23 is adjusted. In the operation mode, the auxiliary heater 23 is not energized. The heat medium heater 63 is not energized either.

The refrigerant flowing out of the outdoor heat exchanger 7 enters the refrigerant pipe 13A, the solenoid valve 17, the receiver dryer unit 14, and the subcooler unit 16, and enters the refrigerant pipe 13B. The refrigerant flowing into the refrigerant pipe 13B is split after passing through the check valve 18, and flows directly through the refrigerant pipe 13B to the indoor expansion valve 8. The refrigerant flowing into the indoor expansion valve 8 is depressurized in the indoor expansion valve 8, and then flows into the heat absorber 9 through the electromagnetic valve 35 to evaporate. Under the heat absorption action at this time, the air blown from the indoor blower 27 and heat-exchanged with the heat absorber 9 is cooled.

The refrigerant evaporated in the heat absorber 9 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 repeats the above cycle. The air cooled by the heat absorber 9 is blown out into the vehicle interior from the 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. Here, after the refrigerant is depressurized, the refrigerant flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 through the solenoid valve 69, and evaporates in the refrigerant flow path 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 (indicated by solid arrows in fig. 8) is repeated.

On the other hand, since 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 through the heat medium pipe 66, exchanges heat with the refrigerant evaporated in the refrigerant flow path 64B in the heat medium flow path 64A, absorbs heat, and is cooled. 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. 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 (indicated by a broken-line arrow in fig. 8) is repeated.

In the air conditioning (priority) +battery cooling mode, the heat pump controller 32 maintains the state in which the solenoid valve 35 is opened, and controls the rotation speed of the compressor 2 based on the temperature of the heat absorber 9 (absorber temperature Te) detected by the absorber temperature sensor 48 as shown in fig. 12 described later. Further, in the embodiment, the solenoid valve 69 is controlled to be opened and closed in the following manner based on the temperature of the heat medium (heat medium temperature Tw: sent from the battery controller 73) detected by the heat medium temperature sensor 76.

Further, the heat absorber temperature Te is the temperature of the heat absorber 9 of the embodiment or the temperature of the object (air) cooled by the heat absorber 9. 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) according to the embodiment, but may be an index (the same applies hereinafter) indicating the temperature of the battery 55 as the object to be temperature-controlled.

Fig. 13 shows a block diagram of the opening and closing control of the solenoid valve 69 in the air-conditioning (priority) +battery cooling mode described above. The temperature-target solenoid valve control unit 90 of the heat pump controller 32 receives the heat medium temperature Tw detected by the heat medium temperature sensor 76 and a predetermined target heat medium temperature Tw that is a target value of the heat medium temperature Tw. When the target heat medium temperature Tw is set to have a predetermined temperature difference between the upper and lower values TwUL and TwLL, and the heat medium temperature Tw is raised to the upper limit TwUL by heat generation of the battery 55 or the like from a state where the solenoid valve 69 is closed, the temperature-controlled solenoid valve control unit 90 opens the solenoid valve 69 (solenoid valve 69 opening instruction). 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 cooled heat medium.

Subsequently, when the heat medium temperature Tw decreases to the lower limit value TwLL, the electromagnetic valve 69 is closed (electromagnetic valve 69 closing instruction). Subsequently, the above-described opening and closing of the electromagnetic valve 69 are repeated, and the battery 55 is cooled by controlling the heat medium temperature Tw to the target heat medium temperature Tw while optimizing the cooling in the advanced vehicle cabin.

(6) Switching of air conditioning operation

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

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

Here, tset is the set temperature in the vehicle interior set by the air conditioner operation unit 53, tin is the 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 insolation amount SUN detected by the insolation 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 blowout temperature TAO, and the target blowout temperature TAO decreases as the outside air temperature Tam increases.

Further, the heat pump controller 32 selects any one of the above-described air conditioning operations based on the outside air temperature Tam and the target blowout temperature TAO detected by the outside air temperature sensor 33 at the time of startup. After the start-up, the respective air conditioning operations are selected and switched according to changes in the operating conditions such as the outside air temperature Tam, the target blowing temperature TAO, and the heat medium temperature Tw, the environmental conditions, and the set conditions. For example, the conversion from the cooling mode to the air conditioning (priority) +the battery cooling mode is performed based on the battery cooling request input from the battery controller 73. In the above case, for example, when the heat medium temperature Tw or the battery temperature Tcell increases to or above a predetermined value, the battery controller 73 outputs a battery cooling request and transmits the battery cooling request to the heat pump controller 32 or the air conditioner controller 45.

(7) Battery cooling (priority) +air conditioning mode (second operation mode, object to be temperature-regulated cooling (priority) +air conditioning mode)

Next, an operation during charging of the battery 55 will be described. For example, when the battery 55 is charged by connecting a plug for charging of a quick charger (external power supply) (the above information is transmitted from the battery controller 73), the heat pump controller 32 executes the battery cooling (priority) +air conditioning mode whenever there is a battery cooling request and the air conditioning switch of the air conditioning operation section 53 is turned on, regardless of whether the Ignition (IGN) of the vehicle is turned on or off. The flow direction of the refrigerant in the refrigerant circuit R in the battery cooling (priority) +air conditioning mode is the same as in the case of the air conditioning (priority) +battery cooling mode shown in fig. 8.

However, in the case of the above-described battery cooling (priority) +air-conditioning mode, in the embodiment, the heat pump controller 32 maintains the state in which the solenoid valve 69 is opened, and controls the rotation speed of the compressor 2 based on the heat medium temperature Tw detected by the heat medium temperature sensor 76 (sent from the battery control unit 73), as shown in fig. 14 described later. Further, in the embodiment, the solenoid valve 35 is controlled to be opened and closed based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 in the following manner.

Fig. 15 shows a block diagram of the opening and closing control of the solenoid valve 35 in the above battery cooling (priority) +air conditioning mode. The heat-absorber electromagnetic valve control unit 95 of the heat pump controller 32 receives the absorber temperature Te detected by the absorber temperature sensor 48 and a predetermined target absorber temperature TEO, which is a target value of the absorber temperature Te. When the target absorber temperature TEO has a predetermined temperature difference between the upper and lower values and the upper limit value TeUL and the lower limit value TeLL, and the absorber temperature Te increases from the state where the solenoid valve 35 is closed to the upper limit value TeUL, the absorber solenoid valve control unit 95 opens the solenoid valve 35 (solenoid valve 35 open instruction). Thereby, the refrigerant flows into the heat absorber 9 and evaporates to cool the air flowing through the air flow path 3.

Subsequently, when the absorber temperature Te falls to the lower limit value TeLL, the solenoid valve 35 is closed (solenoid valve 35 closing instruction). Then, the above-described opening and closing of the electromagnetic valve 35 are repeated, and the cooling of the battery 55 is preferentially performed while controlling the absorber temperature Te to the target absorber temperature TEO, thereby cooling the vehicle interior.

(8) Battery cooling (independent) mode (first operation mode, object cooled (independent) mode by temperature adjustment)

Next, the heat pump controller 32 executes the battery cooling (individual) mode when there is a battery cooling request (temperature adjustment request of the object to be temperature-adjusted) at the time of charging the battery 55 by being connected to the plug for charging of the quick charger in a state where the air conditioning switch of the air conditioning operation unit 53 is turned off, regardless of whether the ignition is turned on or off. However, in addition to the charging process of the battery 55, the operation is performed in a case where the air conditioning switch is turned off and there is a battery cooling request (when traveling at a high outside air temperature, etc.). Fig. 9 shows the flow direction (solid arrows) of the refrigerant circuit R in the above-described battery cooling (individual) mode. In the battery cooling (individual) mode, the heat pump controller 32 opens the solenoid valve 17, solenoid valve 20, and solenoid valve 69, and closes the solenoid valve 21, solenoid valve 22, and solenoid valve 35.

Next, the compressor 2 and the outdoor fan 15 are operated. The indoor fan 27 is not operated, and the auxiliary heater 23 is not energized. In the 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, only the refrigerant flowing out of the radiator 4 passes through the air flow path and reaches the refrigerant pipe 13J through the refrigerant pipe 13E. At this time, since the solenoid valve 20 is opened, the refrigerant passes through the solenoid valve 20 and directly flows into the outdoor heat exchanger 7, and then is air-cooled in the outdoor heat exchanger 7 by the outside air ventilated by the outdoor blower 15, thereby condensing and liquefying.

The refrigerant flowing out of the outdoor heat exchanger 7 enters the refrigerant pipe 13A, the solenoid valve 17, the receiver dryer unit 14, and the subcooler unit 16, and enters the refrigerant pipe 13B. The refrigerant flowing into the refrigerant pipe 13B passes through the check valve 18, and then flows into the branch pipe 67 and flows into the auxiliary expansion valve 68. Here, after the refrigerant is depressurized, the refrigerant flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 through the solenoid valve 69, and evaporates in the refrigerant flow path 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 repeatedly circulates (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 into the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 in the heat medium pipe 66, and absorbs heat by the refrigerant evaporated in the refrigerant flow path 64B, thereby cooling the heat medium. The heat medium flowing out of the heat medium flow path 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 (indicated by a broken-line arrow in fig. 9) is repeated.

In the above-described battery cooling (individual) mode, the heat pump controller 32 controls the rotation speed of the compressor 2 based on the heat medium temperature Tw detected by the heat medium temperature sensor 76, as will be described later, to cool the battery 55.

(9) Defrosting mode

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

Next, the heat pump controller 32 calculates a difference Δtxo (= TXObase-TXO) between the outdoor heat exchanger temperature TXO (refrigerant evaporation temperature in the outdoor heat exchanger 7) detected by the outdoor heat exchanger temperature sensor 49 and the refrigerant evaporation temperature TXObase at the time of no frosting of the outdoor heat exchanger 7, and determines that frosting has occurred in the outdoor heat exchanger 7 when the outdoor heat exchanger temperature TXO falls below the refrigerant evaporation temperature TXObase at the time of no frosting and the difference Δtxo is amplified to a predetermined value or more for a predetermined time.

Next, the above-described frost flag is set, and when 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 turned 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 of the outdoor expansion valve 6 to be fully open in addition to the state in which the refrigerant circuit R is set to the heating mode described above. Next, by operating the compressor 2, the high-temperature refrigerant discharged from the compressor 2 flows into the outdoor heat exchanger 7 through the radiator 4 and the outdoor expansion valve 6, and frost formed on the outdoor heat exchanger 7 is melted (fig. 10). 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℃ and the like), the heat pump controller 32 completes defrosting the outdoor heat exchanger 7, and completes the defrosting mode.

(10) Battery heating mode

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

As a result, 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 in the heat medium pipe 66, and flows to the heat medium heater 63 through the heat medium flow path 64A. At this time, the heat medium heater 63 generates heat, and therefore, the heat medium is heated by the heat medium heater 63 to rise in temperature, and then flows into the battery 55, and exchanges 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 above-described battery heating mode, the heat pump controller 32 controls 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 Tw o, thereby heating the battery 55.

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

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

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

First, control of the compressor 2 based on the radiator pressure Pci will be described in detail with reference to fig. 11. Fig. 11 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCh of the compressor 2 based on the radiator pressure Pci. The F/F (feedforward) operation amount calculation unit 78 of the heat pump controller 32 calculates the F/F operation amount TGNChff of the compressor target rotation speed based on the outside air temperature Tam obtained from the outside air temperature sensor 33, the blower voltage BLV of the indoor blower 27, the air volume ratio SW determined by the air mix damper 28 obtained by sw= (TAO-Te)/(Thp-Te), the target supercooling degree TGSC that is the target value of the supercooling degree SC of the refrigerant at the outlet of the radiator 4, the aforementioned target heater temperature TCO that is the target value of the heater temperature Thp, and the target radiator pressure PCO that is the target value of the pressure of the radiator 4.

The heater temperature Thp is an air temperature (estimated value) on the leeward side of the radiator 4, and is calculated (estimated) 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 supercooling degree 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 calculating unit 79 based on the target supercooling degree TGSC and the target heater temperature TCO. The F/B (feedback) operation amount calculation unit 81 calculates the F/B operation amount TGNChfb of the compressor target rotation speed by PID calculation or PI calculation based on the target radiator pressure PCO and the radiator pressure Pci. The F/F operation amount TGNChff calculated by the F/F operation amount calculating unit 78 and the F/B operation amount TGNChfb calculated by the F/B operation amount calculating unit 81 are added by the adder 82, and input to the limit setting unit 83 as TGNCh 00.

After the limit setting unit 83 sets the limit to the lower limit rotation speed ECNpdLimLo and the upper limit rotation speed ECNPDLIMHI in control as TGNCh, the compressor cut-off control unit 84 determines the compressor target rotation speed TGNCh. That is, the rotation speed of the compressor 2 is limited to be not more than the upper limit rotation speed ECNPDLIMHI. In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 such 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 described above.

When the compressor target rotation speed TGNCh is the above-described lower limit rotation speed ECNpdLimLo and the radiator pressure Pci increases to the upper limit PUL of the predetermined upper limit and lower limit PLL set up and down the target radiator pressure PCO, the compressor turn-off control unit 84 enters the on-off mode in which the compressor 2 is stopped and the on-off control is performed on the compressor 2 for the predetermined time period th 1.

In the on-off mode of the compressor 2, when the radiator pressure Pci falls to the lower limit PLL, the compressor 2 is started and the compressor target rotation speed TGNCh is operated as the lower limit rotation speed ECNpdLimLo, and when the radiator pressure Pci rises 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 ECNpdLimLo are repeated. Further, when the radiator pressure pp is lowered to the lower limit value PUL, and then the compressor 2 is started, and when the state in which the radiator pressure pp is not higher than the lower limit value PUL continues for the predetermined time th2, the on-off mode of the compressor 2 is ended, and the normal mode is restored.

(11-2) Calculation of the compressor target rotation speed TGNCc based on the absorber pressure Te

Next, control of the compressor 2 based on the absorber temperature Te will be described in detail with reference to fig. 12. Fig. 12 is a control block diagram of the heat pump controller 32 that calculates a target rotation speed (compressor target rotation speed) TGNCc of the compressor 2 based on the absorber temperature Te. The F/F operation amount calculation unit 86 of the heat pump controller 32 calculates the F/F operation amount TGNCcff of the compressor target rotation speed based on the outside air temperature Tam, the air volume Ga of the air flowing through the air flow path 3 (may be the blower BLV of the indoor blower 27), the target radiator pressure PCO, and the target absorber temperature TEO, which is the target value of the absorber temperature Te.

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

The limit setting unit 89 sets limits for the lower limit rotation speed TGNCcLimLo and the upper limit rotation speed TGNCCLIMHI in control, and determines the limit as TGNCc0, and then the limit rotation speed is determined as the compressor target rotation speed TGNCc by the compressor cut-off control unit 91. Therefore, the rotation speed of the compressor 2 is limited to be not more than the upper limit rotation speed TGNCCLIMHI. However, the upper limit rotation speed TGNCCLIMHI is changed by the heat pump controller 32 as described later. If the value TGNCc, which is 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, which will be 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 such that the absorber temperature Te becomes the target absorber temperature TEO, based on the compressor target rotation speed TGNCc calculated based on the absorber temperature Te.

When the compressor target rotation speed TGNCc is the above-described lower limit rotation speed TGNCcLimLo and the state in which the absorber temperature Te falls to the lower limit value TeLL of the upper limit value TeUL and the lower limit value TeLL set to the upper and lower limit values TEO of the target absorber temperature continues for the predetermined time tc1, the compressor turn-off control unit 91 enters the on-off mode in which the compressor 2 is stopped and the on-off control of the compressor 2 is performed.

In the on-off mode of the compressor 2 in the above-described case, when the absorber temperature Te increases to the upper limit TeUL, the compressor 2 is started and the compressor target rotation speed TGNCc is set to the lower limit rotation speed TGNCcLimLo, and when the absorber temperature Te decreases to the lower limit 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 absorber temperature Te is not lower than the upper limit TeUL continues for the predetermined time tc2 after the absorber temperature Te has risen to the upper limit TeUL 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 resumed.

(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 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 (compressor target rotation speed) TGNCw of the compressor 2 based on the heat medium temperature Tw. The F/F operation amount calculation unit 92 of the heat pump controller 32 calculates the F/F operation amount TGNCcwff of the compressor target rotation speed based on the outside air temperature Tam, the flow rate Gw of the heat medium in the device temperature adjustment apparatus 61 (calculated from the output of the circulation pump 62), the heat generation amount of the battery 55 (transmitted from the battery controller 73), the battery temperature Tcell (transmitted from the battery controller 73), and the target heat medium temperature Tw, which is the target value of the heat medium temperature Tw.

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

The limit setting unit 96 sets limits for the lower limit rotation speed TGNCwLimLo and the upper limit rotation speed TGNCWLIMHI in control, and determines the limits as TGNCw0, and then the limits are set as the compressor target rotation speed TGNCw by the compressor cut-off control unit 97. Therefore, the rotation speed of the compressor 2 is limited to be not more than the upper limit rotation speed TGNCWLIMHI. However, the upper limit rotation speed TGNCWLIMHI is changed by the heat pump controller 32 as described later. If the value TGNCw00 added by the adder 94 is within the upper limit rotation speed TGNCWLIMHI and the lower limit rotation speed TGNCwLimLo and 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 such that the heat medium temperature Tw becomes the target heat medium temperature Tw, 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 TGNCwLimLo and the state in which the heat medium temperature Tw has fallen to the lower limit TwLL of the upper limit TwUL and the lower limit TwLL set to the upper and lower limits of the target heat medium temperature Tw continues for the predetermined time Tw1, the compressor turn-off control unit 97 enters an on-off mode in which the compressor 2 is stopped and the on-off control of the compressor 2 is performed.

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 TwUL, the compressor 2 is started and the compressor target rotation speed TGNCw is set to the lower limit rotation speed TGNCwLimLo, and when the heat medium temperature Tw decreases to the lower limit TwLL in this state, the compressor 2 is again stopped. That is, the operation (on) and the stop (off) of the compressor 2 at the lower limit rotation speed TGNCwLimLo are repeated. When the state in which the heat medium temperature Tw is not lower than the upper limit TwUL continues for the predetermined time Tw2 after the heat medium temperature Tw has risen to the upper limit TwUL 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 resumed.

(12) Control of change of upper limit rotation speed of compressor 2 by heat pump controller 32

Next, the change control of the upper limit rotation speeds TGNCCLIMHI (fig. 12) and TGNCWLIMHI (fig. 14) of the compressor 2 by the heat pump controller 32 will be described with reference to fig. 16 and 17. In the air-conditioning (priority) +battery cooling mode and the battery cooling (priority) +air-conditioning mode (both of the second operation modes), the refrigerant is circulated to both the heat absorber 9 and the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 and evaporated, and therefore, the refrigerant is in an insufficient state under the condition of insufficient refrigerant capacity. In particular, under the operating conditions of low outside air temperature Tam, low air volume of the indoor fan 27, and high rotation speed of the compressor 2, the suction refrigerant pressure of the compressor 2 (low-pressure side pressure of the refrigerant circuit R) decreases, and in the worst case, the suction refrigerant becomes negative pressure, and damages the compressor 2 itself, the refrigerant pipe 13, the O-ring and other seals.

Accordingly, the heat pump controller 32 changes the upper limit rotation speed TGNCCLIMHI (fig. 12) of the compressor target rotation speed TGNCc based on the aforementioned absorber temperature Te and the upper limit rotation speed TGNCWLIMHI (fig. 14) of the compressor target rotation speed TGNCw based on the heat medium temperature Tw, based on the outside air temperature Tam, the air volume of the indoor blower 27, and in the air conditioning (priority) +battery cooling mode and the battery cooling (priority) +air conditioning mode, using the formulas (II) (III) in the embodiment.

TGNCcLimHi＝MAX(TGNCcLimHiTam、TGNCcLimHiBLV) (II)

TGNCwLimHi＝MAX(TGNCwLimHiTam、TGNCwLimHiBLV) (III)

In addition, TGNCCLIMHITAM and TGNCWLIMHITAM are upper limit rotation speed change values based on the outside air temperature Tam, and TGNCcLimHiBLV and TGNCwLimHiBLV are upper limit rotation speed change values based on the air volume of the indoor blower 27.

That is, the heat pump controller 32 of the embodiment determines the maximum value (MAX) of the upper limit rotation speed change values TGNCCLIMHITAM and TGNCWLIMHITAM based on the outside air temperature Tam and the upper limit rotation speed change values TGNCcLimHiBLV and TGNCwLimHiBLV based on the air volume of the indoor blower 27 as the upper limit rotation speed TGNCCLIMHI (for air conditioner (priority) +for battery cooling mode) and the upper limit rotation speed TGNCWLIMHI (for battery cooling (priority) +for air conditioner mode), respectively, and replaces the default upper limit rotation speed.

This is because, when the suction refrigerant pressure of the compressor 2 increases due to either one of the outside air temperature Tam and the air volume of the indoor blower 27, the suction refrigerant pressure is less likely to decrease even when the compressor 2 is driven by high rotation. In addition, the larger the upper limit rotation speed of the compressor 2, the better, the influence on the air conditioning performance can be reduced to a corresponding extent. Next, a calculation sequence of the upper limit rotation speed change value based on each factor will be described.

(12-1) Calculation of the upper limit rotation speed change value based on the outside air temperature Tam

Next, an example of a calculation procedure of the upper limit rotational speed change value TGNCCLIMHITAM, TGNCWLIMHITAM based on the outside air temperature Tam will be described with reference to fig. 16. The heat pump controller 32 calculates an upper limit rotation speed change value TGNCCLIMHITAM, TGNCWLIMHITAM from the outside air temperature Tam (sent from the air conditioner controller 45) detected by the outside air temperature sensor 33. In this case, the heat pump controller 32 changes the upper limit rotation speed change value TGNCCLIMHITAM, TGNCCLIMHITAM in the direction of decrease as the outside air temperature Tam becomes lower.

In the graph of fig. 16, the horizontal axis represents the outside air temperature Tam, and the predetermined values Tam1 to Tam4 are obtained by experiments in advance from the relationship between the outside air temperature Tam and the suction refrigerant pressure of the compressor 2, with the relationship between Tam4 < Tam3 < Tam2 < Tam 1. The vertical axes are upper limit rotation speed change values TGNCCLIMHITAM and TGNCWLIMHITAM, and the predetermined values NC1 and NC2 are set to a relationship of NC2 < NC1. The predetermined value NC1 is the default upper limit rotation speed. In the embodiment, the upper limit rotation speed change values TGNCCLIMHITAM and TGNCWLIMHITAM are set to NC1 at the time of the prescribed value Tam1 where the outside air temperature Tam is high. Further, TGNCCLIMHITAM and TGNCWLIMHITAM are maintained until the outside air temperature Tam decreases to Tam2, and in the case of less than Tam2, the upper limit rotation speed change values TGNCCLIMHITAM and TGNCWLIMHITAM start to decrease, and the upper limit rotation speed change values TGNCCLIMHITAM and TGNCWLIMHITAM are decreased at a rate before the lower prescribed value Tam4 becomes NC 2.

In the case where the outside air temperature Tam starts to rise from the state where the upper limit rotation speed change values TGNCCLIMHITAM and TGNCWLIMHITAM are set to NC2, the upper limit rotation speed change values TGNCCLIMHITAM and TGNCWLIMHITAM are maintained before becoming Tam3, and in the case where it is greater than Tam3, the upper limit rotation speed change values TGNCCLIMHITAM and TGNCWLIMHITAM start to rise, and the upper limit rotation speed change values TGNCCLIMHITAM and TGNCWLIMHITAM are previously caused to rise at a certain rate before becoming NC1 at Tam 1. In addition, the difference between Tam1 and Tam2, and the difference between Tam3 and Tam4 are hysteresis.

Next, when the upper limit rotation speed change value TGNCCLIMHITAM or TGNCWLIMHITAM is set to the highest value (MAX) by the above-described formulas (II) and (III), the upper limit rotation speed change value TGNCCLIMHITAM or TGNCWLIMHITAM is determined as the upper limit rotation speed TGNCCLIMHI (for air conditioner (priority) +for battery cooling mode), the upper limit rotation speed TGNCWLIMHI (for battery cooling (priority) +for air conditioner mode), and the rotation speed NC of the compressor 2 is not controlled any more.

By changing the upper limit rotation speed TGNCCLIMHI (for air conditioning (priority) +for battery cooling mode) and TGNCWLIMHI (for battery cooling (priority) +for air conditioning mode) in the descending direction by the heat pump controller 32 as the outside air temperature Tam becomes lower in the above-described manner, even when the outside air temperature Tam is low and both the high-pressure side and the low-pressure side of the refrigerant circuit R become lower, and the suction refrigerant pressure of the compressor 2 is liable to drop, the disadvantage that the suction refrigerant pressure of the compressor 2 becomes negative pressure can be effectively avoided.

(12-2) Calculation of the upper limit rotation speed change value based on the air volume of the indoor blower 27

Next, an example of a calculation procedure of the upper limit rotation speed change value TGNCcLimHiBLV, TGNCwLimHiBLV based on the air volume of the indoor fan 27 will be described with reference to fig. 17. The heat pump controller 32 uses the blower voltage BLV of the indoor blower 27 (sent from the air conditioner controller 45) as an index indicating the air volume of the indoor blower 27, and calculates the upper limit rotation speed change value TGNCcLimHiBLV, TGNCwLimHiBLV from the blower voltage BLV. In this case, the heat pump controller 32 changes the upper limit rotation speed change values TGNCcLimHiBLV and TGNCwLimHiBLV in the direction of decrease as the blower voltage BLV becomes lower, that is, the air volume of the indoor blower 27 becomes lower.

In the graph of fig. 17, the horizontal axis represents the blower voltage BLV, and the predetermined values BLV1 to BLV4 are obtained by experiments in advance from the relationship between the air volume of the indoor blower 27 and the suction refrigerant pressure of the compressor 2, with the relationship between BLV4 < BLV3 < BLV2 < BLV 1. The vertical axes are upper limit rotation speed change values TGNCcLimHiBLV and TGNCwLimHiBLV, and the predetermined values NC1 and NC2 similar to those in fig. 16 are set to a relationship of NC2 < NC1. In the embodiment, when the blower voltage BLV is the prescribed value BLV1, the upper limit rotation speed change values TGNCcLimBLV and TGNCwLimHiBLV are set to NC1. Further, the upper limit rotation speed change values TGNCcLimBLV and TGNCwLimHiBLV are maintained until the blower voltage BLV decreases (the air volume of the indoor blower 27 decreases) to become BLV2, and in the case of being lower than BLV2, the upper limit rotation speed change values TGNCcLimBLV and TGNCwLimHiBLV start to decrease, and the upper limit rotation speed change values TGNCcLimBLV and TGNCwLimHiBL are decreased at a certain rate before the BLV4 becomes NC 2.

In the case where the blower voltage BLV starts to rise from the state where the upper limit rotation speed change values TGNCcLimBLV and TGNCwLimHiBLV are set to NC2 (the air volume of the indoor blower 27 rises), the upper limit rotation speed change values TGNCcLimBLV and TGNCwLimHiBLV are maintained before becoming BLV3, and in the case where it is greater than BLV3, the upper limit rotation speed change values TGNCcLimBLV and TGNCwLimHiBLV start to rise, and the upper limit rotation speed change values TGNCcLimBLV and TGNCwLimHiBLV are caused to rise at a certain rate before becoming NC1 at BLV 1. In addition, the difference between BLV1 and BLV2, and the difference between BLV3 and BLV4 is hysteresis.

Next, when the upper limit rotation speed change value TGNCcLimHiBLV, TGNCwLimHiBLV is set to the highest value (MAX) by the above-described formulas (II) and (III), these upper limit rotation speed change values TGNCcLimHiBLV, TGNCwLimHiBLV are determined as the upper limit rotation speed TGNCCLIMHI (for air conditioner (priority) +for battery cooling mode), the upper limit rotation speed TGNCWLIMHI (for battery cooling (priority) +for air conditioner mode), and the rotation speed NC of the compressor 2 is not controlled any more.

In an operating condition where the air volume (blower voltage BLV) of the indoor blower 27 is low, the heat exchange amount of the heat absorber 9 is reduced, and the outlet refrigerant temperature is reduced, so that the suction refrigerant pressure of the compressor 2 is liable to be reduced. Therefore, the heat pump controller 32 changes the upper limit rotation speed TGNCCLIMHI (for air conditioning (priority) +for battery cooling) and TGNCWLIMHI (for battery cooling (priority) +for air conditioning mode) in the descending direction of the control of the compressor 2 as the air volume becomes lower based on the air volume of the indoor fan 27, and thus, the disadvantage that the suction refrigerant pressure of the compressor 2 becomes negative can be effectively avoided.

As described in detail above, in the air-conditioning (priority) +battery cooling mode and the battery cooling (priority) +air-conditioning mode, the upper limit rotation speed TGNCCLIMHI (for air-conditioning (priority) +battery cooling mode) and the upper limit rotation speed TGNCWLIMHI (for battery cooling (priority) +air-conditioning mode) are changed in the descending direction under the predetermined condition that the suction refrigerant pressure of the compressor 2 is reduced, so that the rotation speed of the compressor 2 is reduced under the condition that the suction refrigerant pressure of the compressor 2 is easily reduced to a negative pressure in the air-conditioning (priority) +battery cooling mode and the battery cooling (priority) +air-conditioning mode, thereby avoiding the problem that the suction refrigerant pressure is reduced to a negative pressure and ensuring the safety.

In addition, when the suction refrigerant pressure of the compressor 2 increases due to either one of the outside air temperature Tam and the air volume of the indoor blower 27, the suction refrigerant pressure is less likely to decrease even when the compressor 2 is driven by high rotation. In the embodiment, in the air conditioning (priority) +battery cooling mode and the battery cooling (priority) +air conditioning mode, the upper limit rotation speed change value TGNCCLIMHITAM, TGNCWLIMHITAM for changing the upper limit rotation speed on control of the compressor 2 in the direction of decrease as the outside air temperature Tam becomes lower and the upper limit rotation speed change value TGNCcLimHiBLV, TGNCwLimHiBLV for changing the upper limit rotation speed on control of the compressor 2 in the direction of decrease as the air volume of the indoor blower 27 becomes lower are calculated, respectively, and the larger value of each calculated upper limit rotation speed change value is set as the upper limit rotation speed TGNCCLIMHI, TGNCWLIMHI on control of the compressor 2, so that in the case where the suction refrigerant pressure of the compressor 2 is not easily decreased due to any one of the outside air temperature Tam and the air volume of the indoor blower 27, the upper limit rotation speed TGNCCLIMHI, TGNCWLIMHI of the compressor 2 can be increased as much as possible, and adverse effects of the decrease of the upper limit rotation speed on the air conditioning performance can be reduced.

In the embodiment, the heat pump controller 32 evaporates the refrigerant in either one of the heat absorber 9 and the refrigerant-heat medium heat exchanger 64 in the cooling mode and the battery cooling (individual) mode, and evaporates the refrigerant in the heat absorber 9 and the refrigerant-heat medium heat exchanger 64 in the air-conditioning (priority) +battery cooling mode and the battery cooling (priority) +air-conditioning mode, so that the cooling of the battery 55 and the cooling of the battery 55 are performed in the cooling mode and the battery cooling (individual) mode, respectively, and the cooling of the battery 55 can be performed while the cooling of the vehicle interior is performed in the air-conditioning (priority) +battery cooling mode and the battery cooling (priority) +air-conditioning mode.

In addition, in the air-conditioning (priority) +battery cooling mode and battery cooling (mode) +air-conditioning mode in which the refrigerant is evaporated by both the heat absorber 9 and the refrigerant-heat medium heat exchanger 64, the rotation speed of the compressor 2 is reduced under the condition that the suction refrigerant pressure of the compressor 2 is liable to become negative pressure, so that the disadvantage that the suction refrigerant pressure becomes negative pressure can be avoided.

In the above-described case, in the embodiment, the solenoid valve 35 that controls the flow of the refrigerant to the heat absorber 9 and the solenoid valve 69 that controls the flow of the refrigerant to the refrigerant-heat medium heat exchanger 64 are provided, and the heat pump controller 32 opens one of the solenoid valve 35 and the solenoid valve 69 and closes the other in the cooling mode and the battery cooling (individual) mode, and opens the solenoid valve 35 and the solenoid valve 69 in the air conditioning (priority) +battery cooling mode and the battery cooling (priority) +air conditioning mode, so that each operation mode can be smoothly performed.

In addition, in the embodiment, the cooling mode in which the solenoid valve 35 is opened and the rotation speed of the compressor 2 is controlled at the absorber temperature Te and the solenoid valve 69 is closed and the rotation speed of the compressor 2 is controlled at the heat medium temperature Tw and the battery cooling (individual) mode in which the solenoid valve 35 is closed are performed, and therefore, the cooling of the vehicle interior and the cooling of the battery 55 can be smoothly performed.

In the embodiment, the air conditioner (priority) +battery cooling mode in which the electromagnetic valve 35 is opened and the rotation speed of the compressor 2 is controlled by the heat absorber temperature Te and the electromagnetic valve 69 is opened and closed by the heat medium temperature Tw, and the battery cooling (priority) +air conditioning mode in which the rotation speed of the compressor 2 is controlled by the heat medium temperature Tw and the electromagnetic valve 35 is opened and closed by the heat absorber temperature Te are performed, and therefore, whether the cooling in the vehicle interior is prioritized or the cooling of the battery 55 is prioritized can be switched according to circumstances in the process of cooling the battery 55 while the cooling in the vehicle interior is performed, and thus, comfortable cooling in the vehicle interior and efficient cooling of the battery 55 can be realized.

In the above-described embodiment, the heat medium temperature Tw is used as the temperature of the object (heat medium) cooled by the refrigerant-heat medium heat exchanger 64 (heat exchanger for object to be temperature-controlled), but the battery temperature Tcell may be used as the temperature of the object cooled by the refrigerant-heat medium heat exchanger 64 (heat exchanger for object to be temperature-controlled), and the temperature of the refrigerant-heat medium heat exchanger 64 (temperature of the refrigerant-heat medium heat exchanger 64 itself, temperature of the refrigerant flowing out of the refrigerant flow path 64B, or the like) may be used as the temperature of the refrigerant-heat medium heat exchanger 64 (heat exchanger for object to be temperature-controlled).

In the embodiment, the heat medium is circulated to regulate the temperature of the battery 55, but the present invention is not limited to this, and a heat exchanger for a temperature target that directly exchanges heat between the refrigerant and the battery 55 (temperature target) may be provided. In the above case, the battery temperature Tcell is the temperature of the object to be cooled by the object heat exchanger to be temperature-controlled.

In the embodiment, the vehicle air conditioner 1 that cools the battery 55 while cooling the vehicle interior by the air conditioner (priority) +the battery cooling mode and the battery cooling (priority) +the air conditioning mode that can simultaneously cool the vehicle interior is described, but in the invention other than claim 6, the cooling of the battery 55 is not limited to the cooling, and other air conditioning operations, such as the above-described dehumidification and heating operation and the cooling of the battery 55, may be simultaneously performed. In this case, the dehumidification and heating mode also becomes the air conditioning (individual mode) of the present invention, and the solenoid valve 69 is opened to allow a part of the refrigerant flowing through the refrigerant pipe 13F to the heat absorber 9 to flow into the branching pipe 67 and to the refrigerant-heat medium heat exchanger 64.

In the embodiment, the electromagnetic valve 35 is used as the valve device (valve device) for the heat absorber and the electromagnetic valve 69 is used as the valve device (valve device) for the object to be temperature-controlled, but when the indoor expansion valve 8 and the auxiliary expansion valve 68 are constituted by the fully-closable electric valve, the electromagnetic valves 35 and 69 are not required, and the indoor expansion valve 8 is the valve device (valve device) for the heat absorber of the present invention and the auxiliary expansion valve 68 is the valve device (valve device) for the object to be temperature-controlled.

In the embodiment, the heat absorber 9 and the refrigerant-heat medium heat exchanger 64 are used as the evaporator of the present invention, but the invention of claims 1 to 4 is not limited thereto, and is effective in a vehicular air conditioner including another evaporator (an evaporator for a rear seat or the like for cooling other portions in the vehicle interior or cooling other portions of the vehicle outside the vehicle) in addition to the main evaporator (the heat absorber 9 of the embodiment) for cooling the air supplied into the vehicle interior.

In the above case, the operation mode in which the refrigerant is evaporated by either the main evaporator or the other evaporator (the rear seat evaporator or the like) is the first operation mode of the present invention, and the operation mode in which the refrigerant is evaporated by both evaporators is the second operation mode.

In the inventions of claims 1 to 4, the present invention is also effective in a vehicle air conditioner in which another evaporator (a rear seat evaporator or the like) is provided in addition to the heat absorber 9 and the refrigerant-heat medium heat exchanger 64 of the embodiment. In the above case, the operation mode in which the refrigerant is evaporated by the heat absorber 9 and the other evaporator (the rear seat evaporator or the like) is the first operation mode of the present invention, and the operation mode in which the refrigerant is evaporated by the heat absorber 9, the other evaporator (the rear seat evaporator or the like) and the refrigerant-heat medium evaporator 64 is the second operation mode of the present invention, for example, in addition to the embodiments and the combinations described above.

The configuration and numerical values of the refrigerant circuit R described in the embodiments are not limited to these, and may be changed within a range not departing from the spirit of the present invention. In the embodiment, the present invention has been described with respect to the vehicle air conditioner 1 having the respective operation modes such as the heating mode, the dehumidification/cooling mode, the air conditioner (priority) +the battery cooling mode, the battery cooling (priority) +the air conditioning mode, and the battery cooling (individual) mode, but the present invention is not limited thereto, and is also effective in, for example, a vehicle air conditioner capable of executing the cooling mode, the battery cooling (individual) mode, the air conditioner (priority) +the battery cooling mode, and the battery cooling (priority) +the air conditioning mode.

(Symbol description)

1. Air conditioner for vehicle

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

3. Air flow path

4. Radiator

6. Outdoor expansion valve

7. Outdoor heat exchanger

8. Indoor expansion valve

9. Heat absorber (evaporator)

11. Control device

32. Heat pump controller (forming part of control device)

35. Magnetic valve (valve device for heat absorber)

45. Controller of air conditioner (forming part of control device)

48. Heat absorber temperature sensor

55. Battery (object to be temperature-regulated)

61. Equipment temperature regulating device

64. Refrigerant-heat medium heat exchanger (evaporator)

68. Auxiliary expansion valve

69. Magnetic valve (valve device for object to be temperature-regulated)

76. Thermal medium temperature sensor

R refrigerant circuit.

Claims

1. An air conditioning apparatus for a vehicle, comprising at least:

A compressor that compresses a refrigerant;

a plurality of evaporators for evaporating a refrigerant; and

A control device for performing air conditioning to the interior of the vehicle,

It is characterized in that the method comprises the steps of,

The control device has at least a first operating mode and a second operating mode,

In the first operation mode, the refrigerant is evaporated by the evaporator,

In the second operation mode, refrigerant is evaporated by a greater number of the evaporators than in the first operation mode,

In the second operation mode, the control device changes the upper limit rotation speed on the control of the compressor in the descending direction as the outside air temperature becomes lower in the second operation mode under a predetermined condition that the suction refrigerant pressure of the compressor is reduced.

2. An air conditioning apparatus for a vehicle, comprising at least:

A compressor that compresses a refrigerant;

a plurality of evaporators for evaporating a refrigerant; and

It is characterized in that the method comprises the steps of,

In the first operation mode, the refrigerant is evaporated by the evaporator,

In the second operation mode, under a predetermined condition that the suction refrigerant pressure of the compressor is lowered, an upper limit rotation speed on control of the compressor is changed in a lowering direction,

Comprises an indoor blower for supplying air after heat exchange with the evaporator for evaporating the refrigerant to the vehicle interior,

The control device changes the upper limit rotation speed on the control of the compressor in the descending direction as the air quantity of the indoor blower becomes lower in the second operation mode.

3. An air conditioning apparatus for a vehicle, comprising at least:

A compressor that compresses a refrigerant;

a plurality of evaporators for evaporating a refrigerant; and

It is characterized in that the method comprises the steps of,

In the first operation mode, the refrigerant is evaporated by the evaporator,

The control device calculates an upper limit rotation speed change value that changes an upper limit rotation speed on control of the compressor in a descending direction as an outside air temperature becomes lower and an upper limit rotation speed change value that changes an upper limit rotation speed on control of the compressor in a descending direction as an air volume of the indoor blower becomes lower, respectively, in the second operation mode, and sets a larger value of the calculated upper limit rotation speed change values as an upper limit rotation speed on control of the compressor.

4. A vehicular air conditioning apparatus according to any one of claims 1 to 3, comprising:

a heat absorber as the evaporator for evaporating a refrigerant to cool air supplied into the vehicle interior; and

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

The control device evaporates a refrigerant in the first operation mode by either one of the heat absorber and the heat exchanger for the object to be temperature-controlled,

The control device evaporates a refrigerant in the second operation mode by the heat absorber and the heat exchanger for the object to be temperature-controlled.

5. The vehicular air conditioning apparatus according to claim 4, comprising:

A valve device for a heat absorber that controls the flow of a refrigerant to the heat absorber; and

A valve device for a subject to be temperature-controlled, which controls the flow of refrigerant to the heat exchanger for a subject to be temperature-controlled,

In the first operation mode, the control device opens one of the valve device for the heat absorber and the valve device for the object to be temperature-controlled, and closes the other,

The control device opens the valve device for the heat absorber and the valve device for the object to be temperature-controlled in the second operation mode.

6. The vehicular air-conditioning apparatus according to claim 5, wherein,

The control device has an air-conditioning alone mode and a temperature-controlled object cooling alone mode as the first operation mode, and has an air-conditioning priority + a temperature-controlled object cooling mode and a temperature-controlled object cooling priority + an air-conditioning mode as the second operation mode,

In the air-conditioning individual mode, the above-mentioned valve device for the heat absorber is opened, the rotation speed of the compressor is controlled based on the temperature of the heat absorber or the object cooled by the heat absorber, and the temperature-regulated object is closed by the valve device,

In the object cooling alone mode, the object valve device is opened, the rotation speed of the compressor is controlled based on the temperature of the object heat exchanger or the object cooled by the object heat exchanger, and the heat absorber valve device is closed,

In the air conditioner priority+object to be tempered cooling mode, the heat absorber valve device is opened, the rotation speed of the compressor is controlled based on the temperature of the heat absorber or the object to be tempered cooled by the heat absorber, and the object to be tempered valve device is opened and closed based on the temperature of the object to be tempered or the object to be tempered cooled by the heat exchanger,

In the object cooling priority+air conditioning mode, the object valve device is opened, the rotation speed of the compressor is controlled based on the temperature of the object heat exchanger or the object cooled by the object heat exchanger, and the opening/closing control of the heat absorber valve device is performed based on the temperature of the heat absorber or the object cooled by the heat absorber.