JP2013189118A - Vehicle air-conditioning system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle air-conditioning system capable of preventing uncomfortable feeling of an occupant due to a rise in blowing temperature, even when cooling of a vehicle interior and cooling of a battery are simultaneously performed using a refrigerant for air-conditioning.SOLUTION: A vehicle air-conditioning system includes an air-conditioning device cooling an air-conditioning wind blowing into a vehicle interior using a refrigerant and a battery cooling device cooling a battery 101 by battery cooling water. Determination means S1303, S1306, S1307, S1308 determine whether an air-conditioning load when cooling the air-conditioning wind using the refrigerant is high or low. When it is determined that the air-conditioning load is high, a battery cooling degree being a degree of cooling the battery cooling water using the refrigerant is reduced in step S1302 as compared with the case when it is determined that the air-conditioning load is low. Furthermore, the state of reducing the battery cooling degree by the flow of the battery cooling water is relaxed if 10 min or more during which the temperature of the battery 101 becomes 40°C has elapsed in step S1309.

Description

  The present invention relates to a vehicle air conditioning system that uses a compressor to send refrigerant to an evaporator to air-condition a vehicle interior and cool a battery.

  Conventionally, a battery temperature control device described in Patent Document 1 is known. This Patent Document 1 controls the temperature of a battery mounted on an electric vehicle such as a hybrid vehicle or an electric vehicle. In order to reduce the amount of electric power required for heating the battery, strong electric power is supplied to the battery coolant passage. A DC / DC converter and a charger, which are system parts, are arranged. And the refrigerant | coolant supplied to a battery is heated using the exhaust heat from a DC / DC converter and a charger. Moreover, it has a bypass flow path which circulates a refrigerant | coolant around a battery. Thereby, the electric energy required for heating of a battery can be reduced. Further, it is possible to individually control the temperature of a battery, a DC / DC converter, and a charger having different temperature control ranges.

JP 2010-272289 A

  According to the technique of the above-mentioned patent document 1, air-conditioning refrigerant is used for battery cooling. However, when cooling a battery with a large mass or heat capacity using an air-conditioning refrigerant, if the evaporator is simultaneously cooled with the same refrigerant, the temperature of the evaporator rises and the vehicle passes through the evaporator. Since the temperature of the air-conditioned air blown into the room rises, the passenger may feel uncomfortable.

  The present invention has been made paying attention to such problems existing in the prior art, and its purpose is to simultaneously cool the vehicle interior and the battery by using a refrigerant for air conditioning. Another object of the present invention is to provide a vehicle air-conditioning system that can suppress occupant discomfort due to an increase in blowing temperature.

  Descriptions of patent documents listed as prior art can be introduced or incorporated by reference as explanations of technical elements described in this specification.

  In order to achieve the above object, the present invention employs the following technical means. That is, in the invention according to claim 1, an air conditioner (2, 8, 21) in which the conditioned air blown into the passenger compartment is cooled by the refrigerant, and a battery cooling device (102, 102) that cools the battery (101) by the refrigerant. 103, 104) in the vehicle air conditioning system (100), a determination means (S1303, S1306, S1307, S1308) for determining whether the air conditioning load when cooling the conditioned air using the refrigerant is high or low; When the determination unit (S1303 to S1308) determines that the air conditioning load is high, the degree of cooling that reduces the degree of battery cooling, which is the degree to cool the battery using the refrigerant, compared to the case where the air conditioning load is determined to be low. Reducing means (S1302).

  In this invention, even if the cooling of the vehicle interior and the cooling of the battery are simultaneously performed using the refrigerant for air conditioning, the battery is cooled using the refrigerant when the air conditioning load is high compared to when the air conditioning load is low. Since the degree of battery cooling, which is the degree to be reduced, is reduced, the air conditioning performance can be improved by the amount that the degree of battery cooling is reduced. That is, the air conditioning in the vehicle compartment can be performed with priority over battery cooling. Therefore, the cool-down performance can be ensured and the air conditioning comfort of the occupant can be improved. Therefore, it is possible to provide an air conditioning system for a vehicle that can suppress occupant discomfort due to an increase in the temperature of the air-conditioning air.

  In addition, the code | symbol in parentheses described in a claim and each said means is an example which shows the correspondence with the specific means as described in embodiment mentioned later easily, and limits the content of invention is not.

It is a schematic diagram explaining the flow of the refrigerant | coolant at the time of the COOL cycle of the vehicle air conditioning system in 1st Embodiment of this invention. It is a schematic diagram explaining the flow of the refrigerant | coolant at the time of the HOT cycle in the said embodiment. It is a schematic diagram explaining the flow of the refrigerant | coolant at the time of the DRY EVA cycle in the said embodiment. It is a schematic diagram explaining the flow of the refrigerant | coolant at the time of the DRY ALL cycle in the said embodiment. It is a graph which shows the operation state of the solenoid valve which switches each cycle in the said embodiment, and a three-way valve. It is a block block diagram which shows the connection of the solenoid valve etc. to the air-conditioner ECU in the said embodiment. It is the flowchart which showed the basic control processing by the air-conditioner ECU in the said embodiment. It is a flowchart which shows the cycle and PTC selection processing of FIG. It is a flowchart which shows the blower voltage determination process of FIG. It is a flowchart which shows the compressor rotation speed etc. determination processing of FIG. FIG. 11 is a partial flowchart showing details of a compressor rotation speed change amount determination process shown in FIG. 10. FIG. It is a characteristic view which shows the relationship between the target evaporator temperature used for the said embodiment, and target blowing temperature. It is a flowchart which shows control of the battery cooling water pump and battery electromagnetic valve in the said embodiment. It is a schematic diagram explaining the flow of the refrigerant | coolant at the time of a COOL cycle when the solenoid valve for evaporators is abbreviate | omitted in other embodiment of this invention.

  A plurality of modes for carrying out the present invention will be described below with reference to the drawings. In each embodiment, parts corresponding to the matters described in the preceding embodiment may be denoted by the same reference numerals, and redundant description may be omitted. When only a part of the configuration is described in each mode, the other modes described above can be applied to the other parts of the configuration.

  Not only combinations of parts that clearly indicate that the combination is possible in each embodiment, but also the embodiments are partially combined even if they are not clearly specified unless there is a problem with the combination. It is also possible.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described in detail with reference to FIGS. In the first embodiment, a vapor compression refrigerator is applied to a vehicle air conditioning system including an air conditioner for a hybrid vehicle and a battery cooling device.

  The hybrid vehicle has an engine 30 (FIG. 1) that constitutes a traveling internal combustion engine that generates power by exploding and burning liquid fuel such as gasoline, a driving assist motor generator (not shown) that includes a driving assist motor function and a generator function. Engine, an engine electronic control device (hereinafter also referred to as engine ECU 60 (FIG. 6)) for controlling the amount of fuel supplied to the engine 30, ignition timing, etc., a battery for supplying electric power to the motor generator, engine ECU 60, etc. Power storage device) 101, and a hybrid electronic control device (hereinafter also referred to as hybrid ECU 70 (FIG. 6)) that controls a motor generator and a continuously variable transmission and outputs a control signal to engine ECU 60.

  Therefore, the hybrid vehicle has the engine 30 and the motor generator as drive sources for traveling. The hybrid ECU 70 has a function of controlling drive switching of which driving force of the motor generator and the engine 30 is transmitted to the drive wheels, and a function of controlling charging / discharging of the battery 101.

  The battery 101 is an in-vehicle power storage device, and includes a charging device for charging electric power consumed by vehicle interior air conditioning, traveling, and the like. For example, a nickel hydride storage battery, a lithium ion battery, or the like is used. This charging device includes a power stand that is connected to a table lamp or a commercial power source (household power source) as a power supply source, and the battery can be charged by connecting the power supply source to this power outlet. it can.

  The vehicle air-conditioning system 100 is an air-conditioning system capable of performing a vehicle interior air-conditioning operation (hereinafter referred to as a pre-boarding air-conditioning operation or a pre-air-conditioning operation) that is performed before a passenger gets on. When the user of the vehicle operates the portable device 52 (FIG. 6) carried when he / she wants to perform the air conditioning operation before boarding, the air conditioner ECU 50 constituting the control device receives a command signal for the air conditioning operation before boarding transmitted from the portable device 52. It receives and performs a calculation by a predetermined program to execute the air conditioning operation before boarding.

  Before the user tries to get on the vehicle, the user operates the portable device 52 to send a pre-ride air-conditioning operation command to the vehicle air-conditioning system in order to make the air-conditioning environment in the passenger compartment comfortable. This air conditioning operation before boarding is, as a rule, an allowable condition that the ignition switch of the vehicle is in an OFF state or that a signal that an occupant is on board is not transmitted to the air conditioner ECU 50.

  In each cycle shown in FIGS. 1 to 4, the operation states of the electromagnetic valves 11 to 14 and the three-way valve 4 are shown in the chart of FIG. 5. In FIGS. 1 to 4, the path through which the refrigerant flows in each cycle is indicated by a bold solid line, and the path through which the refrigerant does not flow is indicated by a broken line. In FIG. 1, a vehicle air conditioning system 100 is a device that uses a heat pump cycle 1 that is an accumulator-type refrigeration cycle. An air conditioning case 20 that guides blown air into a vehicle interior, and air is introduced into the air conditioning case 20 to An indoor blower 21 (also referred to as an air conditioner blower or simply a blower) to be sent indoors and an air conditioner electronic control device (hereinafter also referred to as an air conditioner ECU 50) connected to the engine ECU 60 as shown in FIG.

  The blower 21 includes a blower case (not shown), a fan, and a blower motor, and the rotational speed of the blower motor is determined according to the voltage applied to the blower motor. The voltage applied to the blower motor is based on a control signal from the air conditioner ECU 50. As a result, the air volume is controlled by the air conditioner ECU 50.

  On one side of the blower case of the blower 21, as an air intake port for taking in air, an inside air introduction port (not shown) for introducing vehicle interior air (inside air) and an outside air introduction port for introducing vehicle compartment outside air (outside air) (Not shown) and an inside / outside air switching door 25 (FIG. 6) that constitutes an inside / outside air switching means for adjusting an opening ratio between the inside air introduction port and the outside air introduction port is provided.

  In the ventilation path in the air conditioning case 20 on the downstream side of the blower air with respect to the blower 21, the evaporator 8 (cooling heat exchanger) and the air mix door 22 in FIG. The heater core 23, the condenser 3 (heating heat exchanger), and the PTC heater 24 (electric auxiliary heat source) are arranged.

  The downstream end of the other side of the air conditioning case 20 (upper side in FIG. 1) faces a defroster outlet (not shown) that discharges blown air toward the inner surface of the front window (window glass) of the vehicle, toward the upper body of the occupant. Are connected to a face outlet (not shown) for discharging the blast air and a foot outlet (not shown) for discharging the blast air toward the passenger's feet.

  The evaporator 8 is arrange | positioned so that the whole channel | path (ventilation path) immediately after the air blower 21 may be crossed, and all the air blown off from the air blower 21 passes. The evaporator 8 functions as a cooling heat exchanger that dehumidifies and cools the blown air by the endothermic action of the refrigerant flowing inside during the COOL cycle operation and the dehumidification cycle operation.

  The heater core 23 is disposed on the downstream side of the blower air with respect to the evaporator 8 so that at least the heat transfer portion is located only in the warm air side passage in the air conditioning case 20. The heater core 23 functions as a heating heat exchanger that heats the surrounding air using the heat (water temperature) of the cooling water of the engine 30 that flows inside during the HOT cycle operation.

  At least the heat transfer portion of the condenser 3 is located only in the warm air side passage in the air conditioning case 20, and is disposed further downstream of the blowing air than the heater core 23. The condenser 3 functions as a heat exchanger that heats the blown air flowing in the hot air passage by the heat radiation action of the refrigerant flowing in the interior during HOT (heating) cycle operation, dehumidification cycle operation, and COOL cycle operation. .

  The PTC (positive temperature coefficient) heater 24 has at least a heat transfer portion located only in the hot air passage and is disposed further downstream of the blower air than the condenser 3. The PTC heater 24 is an auxiliary heating unit that heats the blown air flowing through the hot air side passage during HOT cycle operation (heat pump operation) or COOL cycle operation (cooler operation). The PTC heater 24 includes a plurality of energizing heat generating element portions, and generates heat when an arbitrary number of energizing heat generating element portions are energized by a switch or a relay, thereby warming the surrounding air.

  This energization heating element portion is configured by fitting a PTC element in a resin frame formed of a heat-resistant resin material (for example, 66 nylon, polybutadiene terephthalate, etc.). Further, the PTC heater 24 may further include a heat exchange fin portion that transmits heat generated from the energized heat generating element portion. The heat exchange fin portion includes a corrugated fin obtained by forming a thin aluminum plate into a wave shape, and an aluminum plate that keeps the corrugated fin in a certain shape and secures a contact area with the PTC element and the electrode plate. . The corrugated fin and the aluminum plate are joined by brazing.

  In the ventilation path downstream of the evaporator 8 and upstream of the heater core 23 and the condenser 3, air that has passed through the evaporator 8, air that passes through the condenser 3, and air that bypasses the condenser 3, An air mix door 22 is provided that can adjust the air volume ratio of these airs by dividing or switching.

  The air mix door 22 can block part or all of the hot air side passage and the cold air side passage, which are divided into two in the air conditioning case 20, by changing the position of the door body by an actuator or the like. . The opening degree of the warm air side passage by the air mix door 22 is a ratio at which the opening in the transverse direction of the warm air side passage is opened, and can be adjusted in the range of 0 to 100%. Further, the opening degree of the cold air side passage by the air mix door 22 is a ratio at which the opening in the transverse direction of the cold air side passage is opened, and can be adjusted in a range of 0 to 100%.

  The heat pump includes an electric compressor (also simply referred to as a compressor) 2, a condenser 3, a three-way valve 4, an outdoor heat exchanger 5, a first expansion valve 10, a second expansion valve 7, an evaporator 8, an accumulator 9, and each Electromagnetic valves 11 to 14 are provided. This heat pump performs cooling, heating, and dehumidification by the cooling evaporator 8 and the heating condenser 3 by using the state change of the refrigerant (for example, R134a, CO2, etc.) flowing in the refrigeration cycle. Can do. The evaporator 8 and the condenser 3 constitute an indoor heat exchanger with respect to the outdoor heat exchanger 5.

  The refrigerant at the time of the COOL cycle operation flows in the direction of the white arrow along the path indicated by the bold solid line in FIG. This COOL cycle has a large dehumidifying capacity. As shown in FIG. 1, the electric compressor 2 that sucks and discharges the refrigerant, the condenser 3 into which the refrigerant discharged from the electric compressor 2 flows, and the refrigerant that flows in from the condenser 3 during the COOL cycle operation are air. Control the flow of refrigerant from the outdoor heat exchanger 5 to the evaporator 8, the outdoor heat exchanger 5 that exchanges heat with the outdoor heat exchanger 5, the three-way valve 4 that directs the refrigerant flowing out of the condenser 3 to the outdoor heat exchanger 5 An electromagnetic valve 11 provided to perform the operation, an evaporator electromagnetic valve 107 that is opened and closed to control the refrigerant that has passed through the flow path opened by the electromagnetic valve 11, and a second expansion valve 7 that depressurizes the refrigerant. Are provided in the COOL cycle.

  Further, the COOL cycle includes an evaporator 8 that evaporates the refrigerant decompressed by the second expansion valve 7 and cools the blown air, and an accumulator 9 that separates the refrigerant from each other, and these are connected in an annular shape by piping. It is formed by. The COOL cycle operation path is as follows: electric compressor 2 → condenser 3 → three-way valve 4 → outdoor heat exchanger 5 → electromagnetic valve 11 → evaporator electromagnetic valve 107 → second expansion valve 7 → evaporator 8 → accumulator 9 → electric compression It becomes machine 2.

  Thus, the COOL cycle operation path was cooled by exchanging heat with the blown air in the condenser 3 during the COOL cycle operation by switching the three-way valve 4 to communicate with the flow path on the outdoor heat exchanger 5 side. The refrigerant flows into the outdoor heat exchanger 5 without passing through the first expansion valve 10, further passes through the flow path opened by the electromagnetic valve 11, is decompressed by the second expansion valve 7, and then flows into the evaporator 8. Then, it is sucked into the electric compressor 2 via the accumulator 9.

  In the COOL cycle operation, heat is released from the outdoor heat exchanger 5 functioning as a condenser to the outside, and heat is absorbed from the evaporator 8. At this time, although the condenser 3 is also generating heat, the amount of heat exchange with the passenger compartment air can be reduced by controlling the position of the air mix door 22. A check valve 15 for preventing backflow is provided in the passage between the electromagnetic valve 11 and the second expansion valve 7.

  The battery 101 is cooled by battery cooling water (brine) cooled by the battery heat exchanger 102. The battery cooling water circulates between the battery 101 and the battery heat exchanger 102 functioning as a chiller by the battery cooling water pump 103. The refrigerant flow into the battery heat exchanger 102 is controlled by the battery solenoid valve 104.

  The temperature of the battery 101 is determined by a sensor signal that detects the temperature of the battery cooling water flowing in the battery 101. When it is determined that the battery 101 is at a predetermined temperature (40 ° C.) or higher and is at a high temperature, a battery ECU (not shown) or an air conditioner control device 50 that forms a control device opens the battery solenoid valve 104 and rotates the battery cooling water pump 103 Let the battery cool down.

  Thus, the battery heat exchanger 102 that cools the battery 101 is provided in a refrigerant circuit connected in parallel with the evaporator 8. Therefore, since the refrigerant flow is taken to the battery side during the battery cooling, the cooling effect of the conditioned air by the evaporator 8 is lowered and the temperature of the conditioned air is raised.

  Next, the refrigerant at the time of the HOT cycle operation of the heat pump flows in the direction of the black arrow in the path indicated by the bold solid line in FIG. The HOT cycle has a large heating performance and is an operation without a dehumidifying ability. As shown in FIG. 2, the electric compressor 2, the condenser 3 that heats the air by exchanging heat between the refrigerant discharged from the electric compressor 2 and the air during the HOT cycle operation, and the refrigerant that flows in from the condenser 3. The first expansion valve 10 as a pressure reducing device for reducing pressure, the electromagnetic valve 14 provided to control the refrigerant flow from the first expansion valve 10 to the outdoor heat exchanger 5, and the first expansion valve 10 reduce the pressure. An outdoor heat exchanger 5 that evaporates the refrigerant, an electromagnetic valve 12 that is provided so as to control the refrigerant flow from the outdoor heat exchanger 5 to the electric compressor 2, and an accumulator 9 are connected in an annular shape by piping. Thus, a HOT cycle is formed.

  The HOT cycle operation path is as follows: electric compressor 2 → condenser 3 → three-way valve 4 → first expansion valve 10 → electromagnetic valve 14 → outdoor heat exchanger 5 → electromagnetic valve 12 → accumulator 9 → electric compressor 2. Further, a check valve 16 for preventing a backflow is provided in a passage between the electromagnetic valve 12 and the accumulator 9.

  When the outdoor air is very low, heating by the HOT cycle is inefficient, so the engine 30 is operated in the COOL cycle, the temperature of the engine cooling water (hot water) is raised, and the heat of the heater core 23 causes Heated. Further, during heating by the hot cycle of FIG. 2, the battery solenoid valve 104 is closed and the battery cooling water pump 103 is not rotating.

  Next, the refrigerant at the time of the first dehumidification (DRY EVA) cycle operation flows in the direction of the hatched thick arrow along the path indicated by the bold solid line in FIG. The first dehumidification cycle of the heat pump is an operation in which the heating performance is small and the dehumidifying capacity is medium level. For example, the vehicle interior is dehumidified with the small heating capacity by operating the operation panel 51 (FIG. 6). When a selection operation is performed.

  As shown in FIG. 3, the first dehumidification cycle was provided to control the refrigerant flow from the electric compressor 2, the condenser 3, the first expansion valve 10, and the first expansion valve 10 to the evaporator 8. The electromagnetic valve 13, the evaporator 8 that evaporates the refrigerant decompressed by the first expansion valve 10, and the accumulator 9 are formed by connecting them in a ring shape by piping.

  The first dehumidification cycle operation path is as follows: electric compressor 2 → condenser 3 → three-way valve 4 → first expansion valve 10 → electromagnetic valve 13 → evaporator electromagnetic valve (normally open type) 107 → second expansion valve 7 → evaporation 8 → accumulator 9 → electric compressor 2. In this first dehumidification cycle operation path, the refrigerant decompressed by the first expansion valve 10 does not flow into the outdoor heat exchanger 5 but flows into the evaporator 8 to cool the blown air, and then passes through the accumulator 9. This is a path that is sucked into the electric compressor 2.

  Next, the refrigerant at the time of the second dehumidification (DRY ALL) cycle operation flows in the direction of the hatched thick arrow along the route of the bold solid line in FIG. The second dehumidification cycle of the heat pump is an operation in which the heating performance is at a medium level and the dehumidification capacity is at a low level, and is selected when the vehicle interior is dehumidified with the heating capacity at a medium level by operating the operation panel 51, for example. To be executed.

  As shown in FIG. 4, the second dehumidification cycle has a refrigerant path branched between the first expansion valve 10 and the electromagnetic valve 13 in addition to the first dehumidification cycle operation path. The branched refrigerant path passes from the passage between the first expansion valve 10 and the electromagnetic valve 13 to the passage between the evaporator 8 and the accumulator 9 through the electromagnetic valve 14, the outdoor heat exchanger 5 and the electromagnetic valve 12. It has come to join.

  Thereby, the second dehumidification cycle operation path is as follows: electric compressor 2 → condenser 3 → three-way valve 4 → first expansion valve 10 → electromagnetic valve 13 → evaporator electromagnetic valve (normally open type) 107 → second expansion valve 7 → Evaporator 8 → Accumulator 9 → Electric compressor 2 path and first expansion valve 10 → Outdoor heat exchanger 5 → Electromagnetic valve 12 → Accumulator 9 path.

  In this second dehumidification cycle operation path, the refrigerant decompressed by the first expansion valve 10 flows into the evaporator 8 without flowing into the outdoor heat exchanger 5 and cools the blown air, and then passes through the accumulator 9. And a path to be sucked into the electric compressor 2 via the accumulator 9 after flowing into the outdoor heat exchanger 5 and absorbing heat from the air.

  The electric compressor 2 is driven by a built-in electric motor 2a and can be controlled in rotational speed, and the refrigerant discharge flow rate is varied according to the rotational speed. The electric compressor 2 is applied with an AC voltage whose frequency is adjusted by the inverter 90 (FIG. 6), and the rotational speed of the electric motor 2a is controlled. The inverter 90 is supplied with DC power from the vehicle-mounted battery 101 and is controlled by the air conditioner ECU 50.

  The outdoor heat exchanger 5 is arranged outside the vehicle compartment such as an engine compartment and exchanges heat between the outside air and the refrigerant. The outdoor heat exchanger 5 forcibly receives air from the outdoor fan 6 and functions as an evaporator during HOT cycle operation. It functions as a condenser during COOL cycle operation. The first expansion valve 10 includes a fixed expansion valve (for example, a capillary tube) such as a fixed throttle, a constant pressure expansion valve, a mechanical expansion valve, or the like. The first expansion valve 10 decompresses and expands the refrigerant supplied to the outdoor heat exchanger 5 during the HOT cycle operation.

  The second expansion valve 7 includes a temperature sensing cylinder, feeds back the outlet refrigerant temperature so that the evaporation state of the refrigerant at the outlet of the evaporator 8 maintains an appropriate degree of superheat, and controls the refrigerant flow rate with an appropriate valve opening degree. The operation method is adopted.

  In the HOT cycle and each dehumidification cycle, the low-pressure refrigerant decompressed by the second expansion valve 7 absorbs heat by the evaporator 8 and evaporates, and the refrigerant that has passed through the evaporator 8 flows into the accumulator 9. The gas refrigerant of the outlet refrigerant is separated, and the gas refrigerant in the accumulator 9 is sucked into the electric compressor 2.

  The evaporator (evaporator) 8 is a cooling heat exchanger that cools the blown air, and functions as a member that cools the conditioned air during the COOL cycle operation. The evaporator 8 cools the air passing through the core portion by performing heat exchange between the low-temperature and low-pressure refrigerant decompressed and expanded by the second expansion valve 7 and the air.

  The condenser 3 is a heating heat exchanger that heats the blown air, and is disposed in the air conditioning case 20 downstream (downwind) of the evaporator 8 and is compressed with the high-temperature and high-pressure refrigerant compressed by the electric compressor 2. By performing heat exchange with air, the air passing through the core is heated. The water pump 31 for engine cooling water is provided in a circuit through which engine cooling water circulates, and supplies hot water made of engine cooling water to the heater core 23. The heater core 23 functions as a heater that heats the blown air together with the condenser 3.

  The air mix door 22 controls the mixing ratio of the cool air from the evaporator 8 and the warm air from the condenser 3 or the like (heater). The accumulator 9 temporarily stores excess refrigerant in the refrigeration cycle and sends out only the gas-phase refrigerant to prevent the liquid refrigerant from being sucked into the electric compressor 2. The three-way valve 4, the normally open solenoid valve 11, the normally closed solenoid valve 12, the normally closed solenoid valve 13, and the normally open solenoid valve 14 are flow path switching means. The operation state in each cycle is as shown in FIG.

  The refrigerant pressure sensor 40 is provided in the flow path on the high pressure side of the heat pump, and detects the high pressure of the refrigerant upstream of the condenser 3, that is, the discharge pressure Pre (FIG. 6) of the electric compressor 2. The refrigerant suction temperature sensor 41 is provided on the downstream side of the refrigerant flow in the outdoor heat exchanger 5 and detects the refrigerant suction temperature.

  The air conditioner ECU 50 in FIG. 6 is a control means for controlling the air conditioning operation in the passenger compartment, and signals from the microcomputer, various switches on the operation panel 51 provided in the front of the passenger compartment, the refrigerant pressure sensor 40, the refrigerant suction An input circuit to which sensor signals are inputted from a temperature sensor 41, an inside air sensor 42, an outside air sensor (outside air temperature detecting means) 43, a solar radiation sensor 44, an inlet temperature sensor 45, and the like, and an output circuit for sending output signals to various actuators are provided. ing.

  The microcomputer includes a memory such as a ROM (read only storage device) and a RAM (read / write storage device), a CPU (central processing unit), and the like, and is based on an operation command transmitted from the operation panel 51 or the like. We have various programs used for calculations.

  Further, the air conditioner ECU 50 receives the air conditioner environment information, the air conditioner operating condition information, and the vehicle environment information during each cycle operation, calculates these information, and calculates the set capacity of the electric compressor 2. The air conditioner ECU 50 outputs a control signal to the inverter 90 based on the calculation result, and the output power amount of the electric compressor 2 is controlled by the inverter 90.

  As described above, when the occupant operates the operation panel 51 or the portable device 52, an operation signal for operating / stopping the vehicle air conditioning system, a set temperature, and the like are input to the air conditioner ECU 50, and further, detection signals from various sensors are input. Then, the air conditioner ECU 50 communicates with the engine ECU 60, the hybrid ECU 70, the navigation ECU 80, and the like, and based on various calculation results, the electric compressor 2, the indoor blower (also referred to as an air conditioner blower or simply a blower) 21, an outdoor fan 6, operation of each device such as the PTC heater 24, the three-way valve 4, the electromagnetic valves 11 to 14, the inside / outside air switching door 25, the outlet switching door 26, and the like is controlled. The navigation ECU 80 transmits, for example, position information of the own vehicle to the air conditioner ECU 50.

  In FIG. 7, when the ignition switch is turned on and power is supplied to the air conditioner ECU 50, the control of FIG. 7 starts. Processes related to the subsequent steps are executed by the air conditioner ECU 50.

(Pre-air conditioning judgment)
The air conditioner ECU 50 air-conditions the passenger compartment based on signals from the various sensors described above, signals from various operation members provided on the operation panel 51, signals from the portable device 52 that is remotely operable operation means, and the like. Is configured to do. When the vehicle continuously stops and no occupant is on board, the air conditioner ECU 50 monitors the pre-air-conditioning request from the portable device 52 or a pre-air-conditioning operation command set in advance.

  In step S1 of FIG. 7, when a pre-air conditioning request is received from the portable device 52, or when it is time to start pre-air conditioning based on an air-conditioning request time transmitted and input in advance, the vehicle is in a stopped state. It is determined whether or not the power supply power is larger than the required power during the pre-air conditioning operation. When it is confirmed that the vehicle is in a stopped state and the power supply power is larger than the pre-air conditioning required power, a pre-air conditioning flag is set to permit execution of the pre-air conditioning.

  Next, in step S2, each parameter etc. memorize | stored in RAM etc. in air-conditioner ECU50 of FIG. 6 is initialized (initialization). Next, in step S3, a switch signal or the like is read from the operation panel 51 or the like. Next, in step S4, signals from the various sensors are read.

(TAO calculation / target evaporator temperature calculation)
Next, in step S5, the target blowing temperature TAO of the air blown into the vehicle interior is calculated using the following formula 1 stored in the ROM.
(Formula 1) TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C
Here, Tset is the set temperature set by the temperature setting switch, Tr is the inside air temperature detected by the inside air sensor 42, Tam is the outside air temperature detected by the outside air sensor 43, and Ts is the solar radiation sensor 44. The amount of solar radiation detected. Kset, Kr, Kam, and Ks are gains, and C is a correction constant for the whole.

  And the control value of the actuator of the air mix door 22, the control value of the rotation speed of the water pump 31, etc. are calculated from the signals from the TAO and the various sensors. In step S5, the target evaporator temperature TEO is determined according to the target outlet temperature TAO using a map (FIG. 12) that defines the relationship between the target outlet temperature TAO and the target evaporator temperature TEO. For example, when the target blowing temperature TAO reaches 10 ° C., the target evaporator temperature TEO, which has been constant until then, is set to increase in proportion to the target blowing temperature TAO.

(Cycle / PTC selection)
Next, in step S6 of FIG. 7, processing of cycle and PTC heater selection is performed. FIG. 8 is a flowchart showing the cycle / PTC selection process of FIG. In FIG. 8, it is determined in step S801 whether or not pre-air conditioning is performed. In the case of pre-air conditioning, it is determined in step S802 whether or not the outside air temperature is lower than −3 ° C.

  When the outside air temperature is lower than −3 ° C., the efficiency of the heat pump is deteriorated and frost formation is likely to occur, so pre-air conditioning is performed by energizing the PTC heater in step S803. If the outside air temperature is not lower than −3 ° C., it is determined in step S804 whether or not the automatically selected air outlet mode is the face (FACE).

  If the automatically selected air outlet mode is the face, it is determined that heating by the HOT cycle is not necessary, and pre-air-conditioning is performed in the COOL cycle in step S805. If the air outlet mode is not the face, pre-air conditioning in the HOT cycle is performed in step S806.

  In step S801, it is determined whether or not pre-air conditioning, and if it is determined that it is not pre-air conditioning, it is determined in step S807 whether or not the outside air temperature is lower than −3 ° C. When the temperature is lower than −3 ° C., the efficiency of the heat pump is deteriorated and frost formation is likely to occur. In step S808, air conditioning is performed by the COOL cycle, and the engine 30 is operated (engine ON).

  As a result of determining whether or not the outside air temperature is lower than −3 ° C. in step S807, it is determined in step S809 whether or not the air outlet mode is the face. In the case of the face, it is determined that the HOT cycle is not necessary, and the COOL cycle is air-conditioned in step S810. If it is determined in step S809 whether or not the air outlet mode is the face, if it is not the face, air conditioning of the HOT cycle is performed in step S811.

  As described above, for example, when the pre-air-conditioning flag is set and the outside air temperature is lower than −3 ° C., the efficiency of heating by the heat pump is deteriorated and the outdoor heat exchanger 5 is easily frosted. In order to perform the pre-air conditioning by 24, the PTC heater 24 is energized. Further, when the outside air temperature is −3 ° C. or higher, if the air outlet mode in the automatic operation is the face mode, it is determined that heating by the heat pump is not necessary, and pre-air conditioning by the COOL cycle is performed. When the outside air temperature is −3 ° C. or higher and the mode is other than the face mode, pre-air-conditioning for heating by the HOT cycle is performed.

  If the pre-air conditioning flag is not set, the pre-air conditioning is not performed, and the outside air temperature is lower than −3 ° C., the efficiency of heating by the heat pump is deteriorated and the outdoor heat exchanger 5 is likely to be frosted. Implement air conditioning by cycle. At this time, the engine 30 is operated to increase the temperature of the hot water and the heater core 23. The selection of each cycle shown in FIGS. 1 to 4 can also be performed manually through the operation panel 51.

(Blower voltage determination)
Next, in step S7 shown in FIG. 7, the blower voltage (voltage applied to the blower motor of the indoor blower 21) corresponding to the target blowout temperature TAO is determined using the map stored in the ROM. This step S7 is specifically executed based on FIG. FIG. 9 is a flowchart showing the blower voltage determination process in step S7 of FIG. As shown in FIG. 9, it is determined in step S901 whether the blower control is automatic. In the case of auto, a temporary blower level f (TAO) serving as a base is calculated in step S902.

  Next, in step S903, the warm-up air volume f (TW) is calculated according to the water temperature of the heater core 23 and the number of operating PTC heaters 24. Further, in step S904, it is determined whether or not the air outlet is any one of a foot (FOOT), a bilevel (B / L), and a foot differential (F / D). If so, the process proceeds to step S905. If not, the process proceeds to step S906.

  In step S905, the blower level is compared with the minimum value of f (TAO) at that time and f (TW), and the larger one is determined as the blower level. Next, in step S907, the determined blower level is converted into a blower voltage. On the other hand, in step S906, the blower level is determined by f (TAO). Next, in step S908, the determined blower level is converted into a blower voltage.

  If it is determined in step S901 that the blower air volume control is not automatic, a voltage of 4 to 12 volts is applied to the blower motor according to the designated blower level by manual operation from Lo to Hi in step S909.

(Suction port mode decision)
Next, in step S8 of FIG. 7, the suction port mode corresponding to the target outlet temperature TAO is determined from the map stored in the ROM. Specifically, as is well known, the inside air circulation mode is selected when the target blowing temperature TAO is high, and the outside air introduction mode is selected when the target blowing temperature TAO is low.

(Air outlet mode decision)
Next, in step S9 of FIG. 7, the air outlet mode corresponding to the target air temperature TAO is determined from a map stored in the ROM as is well known. When the target blowing temperature TAO is high, the foot mode (FOOT) is selected, and the bi-level mode (B / L) and the face mode (FACE) are selected as the target blowing temperature TAO decreases, and this control is performed. finish.

(Determination of compressor speed, etc.)
Next, determination processing such as the electric compressor rotation speed is executed in step S10 of FIG. Step S10 is specifically determined based on FIG. In the flowchart of FIG. 10, first, a compressor rotation speed change amount for preventing frost during the cooler operation is calculated by fuzzy control disclosed in Japanese Patent Application Laid-Open No. 2000-318435. Next, the compressor rotational speed change amount for preventing an abnormal high pressure during the heat pump is calculated. This will be specifically described below with reference to FIGS.

  The map shown in FIG. 11 is a map showing the relationship between the temperature deviation En and the deviation change amount EDOT, and is stored in advance in the ROM. The compressor rotational speed change amount ΔfC in the temperature deviation En and the deviation change amount EDOT is obtained by the fuzzy control based on a predetermined membership function and rule stored in the ROM.

10 and 11, in step S1001, a compressor rotational speed change amount ΔfC for preventing frost during the COOL cycle is calculated. First, in step S1001, the air conditioner ECU 50 detects the temperature deviation between the target evaporator temperature TEO calculated using the detection signals of various sensors and the actual evaporator temperature TE (temperature detected by an evaporator temperature sensor not shown). En is calculated using Equation 2 below. In addition, the target evaporator temperature TEO is calculated | required from the target blowing temperature TAO according to the map shown in FIG. As can be seen from FIG. 12, the target evaporator temperature TEO is selected in the range of 2 ° C. to 10 ° C.
(Formula 2) En = TEO-TE
Further, the deviation change amount EDOT is calculated using the following Equation 3.
(Formula 3) EDOT = En-En-1
Here, since En is updated once per second, En-1 is a value one second before En.

  Further, the air conditioner ECU 50 uses the calculated En and EDOT and the map shown in step S1001 of FIG. 10 (a map described as an example in FIG. 11 described later) as the “COOL cycle time” of the electric motor 2a one second ago. The compressor rotational speed change amount ΔfC is calculated, and the compressor rotational speed change amount ΔfC during the COOL cycle is a value that contributes to prevention of frost of the heat exchanger during the COOL cycle.

  Next, in step S1002 of FIG. 10 and FIG. 11, similarly, a compressor rotation speed change amount ΔfH for preventing an abnormal high pressure during the HOT cycle is calculated. In step S1002, the target pressure PDO, the high pressure Pre (Pre is the high pressure measured by the refrigerant pressure sensor 40 (FIGS. 1 and 6)), the deviation Pn, and the deviation change amount PDOT are used. The compressor speed change amount ΔfH is obtained as follows.

  During the HOT cycle operation by the heat pump, in step S1002 of FIG. 10, the previously obtained target blowing temperature TAO is converted into a refrigerant target pressure PDO (hereinafter also simply referred to as PDO) flowing on the high pressure side of the refrigeration cycle. A known method may be used for this conversion, and the target blowing temperature TAO may be converted into PDO using a conversion map.

Further, a saturated refrigerant temperature Tc is obtained from the target blowing temperature TAO, the temperature efficiency φ that varies depending on the air volume V of the indoor blower 21, and the suction side air temperature of the condenser 3, and the saturated refrigerant temperature Tc and the saturated pressure Pc (condensation). The saturation pressure Pc corresponding to the saturated refrigerant temperature Tc is obtained based on the relationship with the condensing pressure of the vessel 3), and this saturation pressure Pc may be used as the target pressure PDO. Next, a pressure deviation Pn between the target pressure PDO and the high pressure Pre detected by the refrigerant pressure sensor 40 is calculated by the following formula 4.
(Formula 4) Pn = PDO-Pre
Further, the deviation change amount PDOT is calculated by the following formula 5.
(Formula 5) PDOT = Pn−Pn−1
Pn−1 is the previous value of the deviation Pn. N is a natural number.

  Step S1002 in FIG. 11 describes an example of a map showing the relationship between the pressure deviation Pn, the deviation change amount PDOT, and the compressor rotation speed change amount ΔfH. Next, using this Pn, PDOT, and the map shown in FIG. 11 stored in the ROM of the air conditioner ECU 50, the compressor rotational speed change amount ΔfH that increases or decreases with respect to the compressor rotational speed fn−1 one second ago. Ask for. The pressure deviation Pn and the compressor rotation speed change amount ΔfH in the deviation change amount PDOT are obtained by fuzzy control based on a predetermined membership function and a predetermined rule stored in the ROM.

  Furthermore, in step S1003 which constitutes the vehicle speed determination means of FIG. 10, it is determined whether or not the vehicle speed exceeds 30 (km / h). When the vehicle speed is a low speed of 30 (km / h) or less, the maximum rotational speed IVOmax (rpm) corresponding to the blower voltage is calculated in step S1004 which is the first maximum rotational speed determination means. When the vehicle speed is 30 (km / h) or higher and noise and vibration are not an issue, the compressor maximum rotation speed IVOmax = 7000 (rpm) is set in step S1005, which is the second maximum rotation speed determination means. .

  Next, in step S1006, it is determined whether or not it is a cooler (that is, a COOL cycle). In the case of a cooler, frost can be prevented by selecting ΔfC as Δf in step S1007. In the case of a heat pump cycle (that is, a HOT cycle), abnormal high pressure can be prevented by selecting ΔfH as Δf in step S1008.

  Furthermore, in step S1009, the temporary compressor rotation speed IVOd is selected by selecting the smaller one of the value obtained by adding Δf to the previous compressor rotation speed or the IVOmax set in S1004. The compressor speed is limited by IVOmax set in S1004.

  In step S1010, it is determined whether the battery is being cooled. Whether the battery is being cooled or not is determined based on whether the battery solenoid valve 104 in FIG. 1 is opened and the refrigerant flows into the battery heat exchanger 102, and the battery cooling water pump 103 rotates to rotate the battery heat exchanger 102. It is determined that the cooling water cooled in step S is flowing into the battery 101 and that the battery is being cooled. Otherwise, it is determined that the battery is not being cooled.

  If the battery is not being cooled in step S1010, the target rotational speed of the current compressor is set to the compressor rotational speed IVOd obtained in step S1009 in step S1011 serving as a target rotational speed determination unit. When the temperature of the cooling water for battery cooling exceeds, for example, 40 ° C. and the battery is being cooled, the compressor target rotational speed f (BAT) corresponding to the battery temperature is determined in step S1012. Further, in step S1013, the compressor maximum rotational speed IVOmax corresponding to the fin temperature (evafin temperature) of the evaporator is determined.

  Finally, in step S1014, the current compressor target speed is determined as the smaller value of the compressor target speed f (BAT) in step S1012 and the compressor maximum speed IVOmax in step S1013. To do. In steps S1010 to S1013 and S1014, when the cooling of the battery 101 and the cooling of the evaporator 8 are performed simultaneously, the maximum discharge amount of the refrigerant discharged from the electric compressor 2 as the temperature of the evaporator 8 decreases. The discharge amount reducing means for reducing the discharge amount is configured.

  In the control shown in FIG. 10, battery cooling is performed to ensure traveling performance. However, when the air conditioning load is small, evaporation cooled by a refrigerant circuit parallel to the refrigerant circuit of the battery 101 (FIG. 1). There is a possibility that the temperature of the vessel 8 will be too low and frost will occur. Therefore, basically, the compressor speed is determined according to the battery temperature, but when the evaporator temperature is too low, frost is prevented by limiting the compressor speed according to the decrease in the evaporator temperature. However, the consumption current of the compressor can be reduced. As a result, the output current of the battery 101 supplied to the electric motor 2a of the electric compressor 2 is reduced, so that the temperature rise of the battery 101 is reduced.

(Each valve ON / OFF decision)
Next, in step S11 of FIG. 7, the ON or OFF operation of the three-way valve 4 and the electromagnetic valves 11 to 14 in the cycle is determined. In this control, an output signal for turning on / off the operation of each valve is determined so that the operation state of each valve corresponding to each cycle shown in FIG.

  In step S11 of FIG. 7, the control of the flowchart of FIG. 13 is executed together with the operation control of each valve corresponding to each cycle shown in FIG. In FIG. 13, in step S1301, it is determined whether or not the battery temperature exceeds 40 ° C. If the battery temperature is 40 ° C. or lower, the battery solenoid valve 104 (also referred to as a chiller solenoid valve) is closed in step S1302.

  If the battery temperature exceeds 40 ° C. in step S1301, it is determined in step S1303 whether the room temperature exceeds 30 ° C. If the room temperature is 30 ° C. or lower in step S1303, the battery solenoid valve 104 is opened in step S1304. In step S1305, the voltage applied to the battery cooling water pump 103 is controlled so that the flow rate of the battery cooling water is 10 liters / minute.

  When the room temperature exceeds 30 ° C. in step S1303, TE (also referred to as an evaporator temperature or an evaporator fin temperature) is determined from TEO (also referred to as a target evaporator temperature or a target evaporator fin temperature) in step S1306. It is also determined whether or not the temperature is higher than 5 ° C.

  As a result of the determination, if the temperature does not exceed 5 ° C., the process proceeds to the above-described step S1304. If the temperature exceeds 5 ° C., it is determined in step S1307 whether the outside air temperature that is the vehicle outside temperature exceeds 35 ° C. To do. If the outside air temperature does not exceed 35 ° C., the process proceeds to step S1304 described above. If the outside air temperature exceeds 35 ° C., whether the blower voltage exceeds 10 volts or an air volume equivalent to 10 volts in step S1308. Determine whether or not.

  If the blower voltage does not exceed 10 volts or 10 volt equivalent air volume, the process proceeds to step S1304 described above. If the blower voltage exceeds 10 volt or 10 volt equivalent air volume, the battery temperature is increased to 40 in step S1309. It is determined whether or not the time when the temperature exceeds ° C. has exceeded 10 minutes.

  If it is less than 10 minutes in step S1309, the battery solenoid valve 104 is closed in step S1302. In step S1309, if 10 minutes or more have elapsed, the battery electromagnetic valve 104 is opened in step S1310, but the battery cooling water pump 103 is set so that the flow rate of the battery cooling water is 5 liters / minute in step S1311. Control the number of revolutions.

  It is to be noted that the evaporator solenoid valve 107 and the battery solenoid valve 104 of FIG. 1 and the like are provided, and the operation of the solenoid valves 104 and 107 is combined to cool the evaporator 8 alone, the battery 101 alone, and the evaporator. Although cooling of both the battery 8 and the battery 101 can be selected, the electromagnetic valve 107 for the evaporator is kept open in normal times. When the cooling of the passenger compartment is clearly unnecessary and only the battery is desired to be cooled, the evaporator solenoid valve 107 is shut off. For example, when the cooling in winter is unnecessary, or when it is desired to extend the travel distance as much as possible with only the remaining remaining power capacity of the battery, the evaporator solenoid valve 107 is shut off. The evaporator solenoid valve 107 may be a normally closed type (normally closed). In this way, power is not consumed when the evaporator solenoid valve 107 is shut off.

(Control signal output)
Next, in step S12 of FIG. 7, the engine ECU 60, the inverter 90, the PTC heater 24, various actuators, the three-way valve 4, and the electromagnetic valve are obtained so that the control states calculated or determined in the respective steps S1 to S11 are obtained. Control signals are output to 11-14 and the like. Then, after the elapse of a predetermined time in step S13 in FIG. 7, the process returns to step S3, and each step is continuously executed.

(Operation of the first embodiment)
In the first embodiment, battery cooling is performed to ensure driving performance. However, when the air conditioning load is high, refrigerant is used for air conditioning in preference to battery cooling, thereby ensuring cool down performance and passenger comfort. Can be improved. In addition, the compressor load can be leveled by intermittently performing appropriate battery cooling even when the vehicle interior air conditioning load is high. As a result, the maximum number of rotations of the compressor can be kept low, the durability of the compressor is improved, and noise reduction is facilitated.

  Hereinafter, the operation of the first embodiment mainly related to FIG. 13 will be described in detail. A time limit unit S1309 is provided that limits the time during which the degree of battery cooling is reduced by the cooling degree reduction unit S1302 and stops the control by the cooling degree reduction unit S1302. According to this, even when the air conditioning load is very large and the air conditioning high load state cannot be resolved for a long time, it is possible to stop reducing the degree of battery cooling and to secure time for battery cooling. Based on this, it becomes possible to ensure the running performance of the vehicle.

  In addition, the time limiting unit S1309 relaxes the state in which the degree of battery cooling is reduced by the cooling degree reducing unit S1302 when the time when the temperature of the battery 101 reaches a high temperature value higher than the predetermined value has passed for a predetermined time or longer. To cool the battery. Specifically, control is transferred to step S1310 and step S1311 in order to alleviate the state in which the degree of cooling is reduced.

  According to this, when the time when the temperature of the battery 101 becomes a high temperature value higher than a predetermined value has passed for a predetermined time or longer, the state in which the degree of battery cooling by the cooling degree reducing means S1302 is reduced is interrupted, and the battery 101 is cooled by the battery. Can be cooled by water flow. And even if the air conditioning load is very large and the air conditioning high load state is not solved for a long time, the time for reducing the degree of battery cooling is limited (interrupted), so it is possible to secure time for sufficient battery cooling compared to before the limitation. Therefore, traveling performance (traveling distance) based on the battery 101 can be secured.

  Further, the air conditioner includes a compressor 2 that compresses the refrigerant, an evaporator 8 that cools the conditioned air as the refrigerant evaporates, and a blower 21 that flows the conditioned air. The battery cooling device cools the battery with the refrigerant. Battery cooling water between the battery heat exchanger 102, the battery heat exchanger 102, the battery 101, the battery solenoid valve 104 that controls the flow rate of the refrigerant flowing into the battery heat exchanger 102, and the battery heat exchanger 102. And a cooling degree reducing means S1302 closes the battery solenoid valve 104 to block the flow of the refrigerant.

  According to this, when it is determined that the air conditioning load is high, compared with the case where it is determined that the air conditioning load is low, the degree of battery cooling, which is the degree to cool the fluid using the refrigerant, is reduced, and accordingly, Priority can be given to air conditioning in the vehicle interior by the air conditioner.

  Next, the time limiting unit S1309 opens the battery solenoid valve 104 when the temperature of the battery 101 exceeds the predetermined battery temperature for a predetermined time, and the battery cooling water pump 103 causes a high air conditioning load. The battery cooling water is allowed to flow with the flow rate limited compared to the case where it is determined.

  According to this, even when the air conditioning load is high, it is possible to set the time during which the battery can be cooled by the flow of the battery cooling water, thereby causing the emergence of a situation in which the temperature of the battery 101 is excessively high and sudden cooling is required Therefore, the load on the air conditioner can be leveled. Therefore, the maximum number of revolutions of the compressor can be kept low, the durability of the equipment constituting the air conditioner is improved, and the air conditioning operation can be made quiet.

  Further, the determination means S1303 to S1308 are configured such that the temperature of the room air-conditioned by the air conditioner exceeds a predetermined room temperature, the temperature TE of the evaporator 8 is higher than the target evaporator temperature TEO, and the temperature outside the vehicle interior. The air conditioning load is determined to be high when any one of the following outside air temperature exceeds the predetermined outside air temperature and the air volume of the blower 21 exceeds the predetermined air volume is established. According to this, it is possible to clearly determine whether the air conditioning load is high or low.

(Other embodiments)
The present invention is not limited to the above-described embodiments, and can be modified or expanded as follows. In the above-described embodiment, the present invention is applied to a hybrid vehicle. However, the present invention is not limited to a hybrid vehicle, and may be an electric vehicle (EV) without an engine including an internal combustion engine. Furthermore, in the above-described embodiment, the PTC heater 24 is employed as the electric auxiliary heat source, but the present invention is not limited to this. The electric auxiliary heat source may be another device as long as it is energized to heat the surrounding air or object by generating heat from a heating element or the like, or the PTC heater 24 may be omitted.

  Moreover, although the vehicle air conditioning system of the heat pump cycle is shown in the embodiment, the present invention can also be applied to a vehicle air conditioning system using a cooler cycle (also referred to as an air conditioner cycle). The cooler cycle refers to an evaporator in the air conditioning case in a state where heating is performed using the engine cooling water temperature in the heater core, and vaporization is started by depressurizing the high-pressure liquid refrigerant with an expansion valve in the vehicle. This is a cycle in which the vaporized refrigerant is compressed by an electric compressor and sent to a condenser outside the air conditioning case.

  Next, in the above-described embodiment, not only the battery solenoid valve 104 provided in the refrigerant flow path on the battery 101 side but also the evaporator solenoid valve 107 is provided on the evaporator 8 side. May be omitted. FIG. 14 illustrates the refrigerant flow and the arrangement of the devices during the COOL cycle when the evaporator solenoid valve 107 is omitted.

DESCRIPTION OF SYMBOLS 101 Battery 100 Vehicle air conditioning system S1303, S1306, S1307, S1308 Judgment means S1302 Cooling degree reduction means S1309 Time limit means 8 Evaporator 102 Battery heat exchanger 104 Battery solenoid valve 103 Battery cooling water pump

Claims (6)

An air conditioner for a vehicle having an air conditioner (2, 8, 21) in which the conditioned air blown into the passenger compartment is cooled by the refrigerant, and a battery cooling device (102, 103, 104) that cools the battery (101) by the refrigerant. In the system (100),
Determining means (S1303, S1306, S1307, S1308) for determining whether the air conditioning load when the air conditioning air is cooled using the refrigerant is high or low;
When the determination means (S1303 to S1308) determines that the air conditioning load is high, it is a degree of cooling the battery (101) using the refrigerant as compared with a case where the air conditioning load is determined to be low. A vehicle air conditioning system comprising: a cooling degree reducing means (S1302) for reducing the battery cooling degree.   Further, the present invention further comprises time limiting means (S1309) for limiting the time for reducing the battery cooling degree by the cooling degree reducing means (S1302) and stopping the control by the cooling degree reducing means (S1302). The vehicle air conditioning system according to claim 1.   The time limiting means (S1309) reduces the degree of cooling of the battery by the cooling degree reduction means (S1302) when the time when the temperature of the battery (101) reaches a high temperature value higher than a predetermined value has exceeded a predetermined time. 3. The vehicle air conditioning system according to claim 2, wherein the battery (101) is cooled by the refrigerant by relaxing the state to be performed. The air conditioner includes a compressor (2) that compresses a refrigerant, an evaporator (8) that cools the conditioned air as the refrigerant evaporates, and a blower (21) that flows the conditioned air,
The battery cooling device includes a battery heat exchanger (102) in which battery cooling water is cooled by the refrigerant, and a battery solenoid valve (104) that controls a flow rate of the refrigerant flowing into the battery heat exchanger (102). And a battery cooling water pump (103) for flowing the battery cooling water between the battery heat exchanger (102) and the battery (101),
The vehicle air conditioning system according to claim 2 or 3, wherein the cooling degree reducing means (S1302) closes the battery electromagnetic valve (104) to cut off the flow of the refrigerant.   The time limiting means (S1309) opens the battery solenoid valve (104) when the temperature of the battery (101) exceeds a predetermined battery temperature for a predetermined time, and the battery cooling water pump 5. The vehicle air conditioning system according to claim 4, wherein the battery cooling water is allowed to flow with a flow rate limited as compared with a case where it is determined by (103) that the air conditioning load is high.   In the determination means (S1303 to S1308), the temperature of the room air-conditioned by the air conditioner exceeds a predetermined room temperature, and the temperature (TE) of the evaporator (8) is higher than the target evaporator temperature (TEO) by a predetermined temperature. The air conditioning load is high when any one of the outside air temperature that is the temperature outside the vehicle interior exceeds the predetermined outside air temperature and the air volume of the blower (21) exceeds the predetermined air volume is established. The vehicle air conditioning system according to claim 4, wherein the vehicle air conditioning system is determined.

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