JP2018184109A - Air conditioner for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an air conditioner for a vehicle which can expand an executable range of a dehumidification/cooling operation by preventing or suppressing the occurrence of the temperature unevenness of a heat absorber at the dehumidification/cooling operation.SOLUTION: The heat of a refrigerant discharged from a compressor 2 is radiated by a heater 4 and an outdoor heat exchanger 7, and after the heat-radiated refrigerant is decompressed, a dehumidification/cooling operation for absorbing heat by a heat absorber 9 is performed. In the dehumidification/cooling operation, the compressor is controlled on the basis of a temperature of the heat absorber, and a valve opening of an outdoor expansion valve 6 is controlled on the basis of the pressure of the heat radiator. When a heat radiation capacity of the heat radiator is insufficient at the dehumidification/cooling operation, a shutter 23 is closed.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a heat pump type air conditioner that air-conditions a vehicle interior of a vehicle, and more particularly to a vehicle air conditioner suitable for a hybrid vehicle or an electric vehicle having a shutter capable of preventing the flow of traveling wind into an outdoor heat exchanger. Is.

  With the recent emergence of environmental problems, hybrid vehicles and electric vehicles that drive a traction motor with electric power supplied from a battery have become widespread. As an air conditioner that can be applied to such a vehicle, a compressor that compresses and discharges the refrigerant, a radiator that is provided on the vehicle interior side and dissipates the refrigerant, and is provided on the vehicle interior side. A heat absorber that absorbs the refrigerant, an outdoor heat exchanger that is provided outside the passenger compartment and vents the outside air, absorbs or dissipates the refrigerant, and decompresses the refrigerant flowing out of the radiator and flowing into the outdoor heat exchanger. It has a refrigerant circuit connected to an outdoor expansion valve, dissipates the refrigerant discharged from the compressor in the radiator and heats the refrigerant in the outdoor heat exchanger and heats the refrigerant discharged from the compressor. Dehumidifying and heating mode (dehumidifying and heating operation) in which heat is radiated in the radiator and absorbed in the heat absorber and the outdoor heat exchanger, and the refrigerant discharged from the compressor is radiated in the radiator and the outdoor heat exchanger, and is absorbed in the heat absorber. It has been developed to switch between a dehumidifying and cooling mode (dehumidifying and cooling operation) to be performed and a cooling mode (cooling operation) in which the refrigerant discharged from the compressor dissipates heat in the outdoor heat exchanger and absorbs heat in the heat absorber (see FIG. For example, see Patent Document 1). In the above-mentioned patent document, a grill shutter is provided so that the inflow of traveling wind to the outdoor heat exchanger can be prevented.

Japanese Patent Laying-Open No. 2015-205564

  Here, in the dehumidifying and cooling mode (dehumidifying and cooling operation), the compressor is controlled based on the temperature of the heat absorber to obtain a necessary heat absorption capability (dehumidification / cooling capability) in the heat absorber and based on the pressure of the radiator. By controlling the valve opening degree of the outdoor expansion valve, it is configured to obtain the necessary heat dissipation capability (heating capability, reheat amount) in the radiator. That is, when the heat dissipating capacity of the radiator is insufficient, the valve opening degree of the outdoor expansion valve is reduced.

  However, as the valve opening degree of the outdoor expansion valve decreases, the amount of circulating refrigerant in the heat absorber decreases, so that temperature spots are generated in the heat absorber. And when the temperature of the heat sink is satisfactory and the valve opening of the outdoor expansion valve is reduced to the minimum control opening, the temperature spot of the heat absorber becomes extremely large, and the air blown out by the air outlet A phenomenon occurs in which the temperature differs.

  In particular, in the dehumidifying and cooling mode (dehumidifying and cooling operation), the heat radiation capacity of the radiator is reduced by the amount of heat exchanged between the refrigerant and the outside air by the outdoor heat exchanger. It becomes easy to occur, and it will transfer to dehumidification heating mode (dehumidification heating operation) at an early stage. In order to prevent this, it is necessary to provide a special electric heater or the like to heat the air blown into the vehicle interior. In this case, however, there is a disadvantage that the power consumption increases.

  The present invention has been made to solve the conventional technical problems, and expands the executable range of the dehumidifying and cooling operation by preventing or suppressing the occurrence of temperature spots of the heat absorber in the dehumidifying and cooling operation. An object of the present invention is to provide a vehicle air conditioner that can be used.

  The vehicle air conditioner of the present invention heats the compressor that compresses the refrigerant, the air flow passage through which the air supplied to the vehicle interior flows, and the air that dissipates the refrigerant and is supplied from the air flow passage to the vehicle interior. A heat sink for absorbing heat from the air flow passage to cool the air supplied to the passenger compartment, an outdoor heat exchanger for dissipating the refrigerant provided outside the passenger compartment, and a radiator An outdoor expansion valve for depressurizing refrigerant flowing out of the outdoor heat exchanger, a shutter for preventing the flow of traveling wind into the outdoor heat exchanger, and a control device, and at least by this control device, The refrigerant discharged from the compressor is radiated by a radiator and an outdoor heat exchanger, and after depressurizing the radiated refrigerant, the dehumidifying and cooling operation is performed in which heat is absorbed by the heat absorber. In dehumidifying and cooling operation, If the thermal capacity is insufficient, characterized by closing the shutter.

  According to a second aspect of the present invention, in the vehicle air conditioner of the present invention, the control device controls the operation of the compressor based on the temperature of the heat absorber in the dehumidifying and cooling operation, and the outdoor expansion valve based on the pressure of the radiator. When the temperature of the heat sink is satisfactory and the heat release capacity of the radiator is insufficient even when the valve opening of the outdoor expansion valve is reduced, the shutter is closed.

  According to a third aspect of the present invention, in the above-described invention, the control device controls the valve opening degree of the outdoor expansion valve so that the pressure of the radiator becomes a target value in the dehumidifying and cooling operation. If the pressure of the radiator cannot be set to the target value even if the valve opening degree of the outdoor expansion valve is set to the minimum control opening degree, it is determined that the heat radiating capacity of the radiator is insufficient and the shutter is closed. It is characterized by.

  According to a fourth aspect of the present invention, there is provided an air conditioner for a vehicle including an outdoor fan for ventilating outdoor air to the outdoor heat exchanger in each of the above inventions, and the controller stops the outdoor fan when the shutter is closed. Features.

  According to a fifth aspect of the present invention, there is provided an air conditioning apparatus for a vehicle according to each of the above-mentioned inventions, in which the control device removes the refrigerant discharged from the compressor when the heat dissipation capability of the radiator is insufficient even when the shutter is closed in the dehumidifying and cooling operation. After the heat is dissipated, the refrigerant that has been dissipated is depressurized, and then the operation shifts to an internal cycle operation in which heat is absorbed by a heat absorber.

  According to a sixth aspect of the present invention, in the vehicle air conditioner according to the sixth aspect, the control device fully closes the outdoor expansion valve during internal cycle operation, and the refrigerant outlet of the outdoor heat exchanger communicates with the refrigerant suction side of the compressor. It is characterized by making it.

  According to the present invention, a compressor for compressing a refrigerant, an air flow passage through which air to be supplied to the vehicle interior flows, and a radiator for heating the air to be radiated from the refrigerant and supplied to the vehicle interior from the air flow passage. A heat absorber for absorbing heat from the refrigerant and cooling the air supplied to the vehicle interior from the air flow passage, an outdoor heat exchanger for dissipating the refrigerant provided outside the vehicle compartment, and the outdoor from the radiator An outdoor expansion valve for reducing the pressure of the refrigerant flowing into the heat exchanger, a shutter for preventing the running air from flowing into the outdoor heat exchanger, and a control device are provided, and at least discharged from the compressor by the control device. In a vehicle air conditioner that performs a dehumidifying and cooling operation in which heat is released from a radiator and an outdoor heat exchanger, and the radiated refrigerant is decompressed and then absorbed by a heat absorber. In operation When the heat capacity is insufficient, the shutter is closed, so that the flow of running air to the outdoor heat exchanger is prevented and heat is not exchanged between the refrigerant and the outside air in the outdoor heat exchanger, or both It becomes possible to increase the heat dissipation amount of the refrigerant in the radiator by reducing the heat exchange amount extremely.

  Thus, for example, in the dehumidifying and cooling operation, the operation of the compressor is controlled based on the temperature of the heat absorber in the dehumidifying and cooling operation, and the valve opening degree of the outdoor expansion valve is determined based on the pressure of the radiator. In the case where the temperature of the heat sink is satisfactory, the shutter is closed if the heat dissipating capacity of the heat sink is insufficient even if the valve opening degree of the outdoor expansion valve is reduced, or the invention of the invention of claim 3 As described above, in the dehumidifying and cooling operation, when the valve opening degree of the outdoor expansion valve is controlled so that the pressure of the radiator becomes the target value, the valve opening degree of the outdoor expansion valve is controlled to the minimum opening degree. Even if the temperature of the radiator cannot be set to the target value, it is judged that the heat dissipation capability of the radiator is insufficient and the shutter is closed, while eliminating or suppressing temperature spots generated in the heat absorber, Obtaining the required heat dissipation capability of the radiator It becomes possible.

  Therefore, according to the present invention, it is possible to extend the dehumidifying and cooling operation without using a special heater or the like, and it is possible to extend the feasible range and realize a comfortable vehicle interior air conditioning. .

  Further, when the outdoor heat exchanger is provided with an outdoor blower for ventilating the outside air, the control device as in the fourth aspect of the invention causes the trouble by stopping the outdoor blower when the shutter is closed. It is possible to increase the heat dissipation capability of the radiator.

  On the other hand, if the heat dissipating capability of the radiator is insufficient even when the shutter is closed in the dehumidifying and cooling operation as described above, the control device as in the invention of claim 5 allows the refrigerant discharged from the compressor to be dissipated by the radiator. Dissipate heat, depressurize the radiated refrigerant, and then shift to internal cycle operation in which heat is absorbed by the heat sink, thereby increasing the amount of refrigerant circulating in the heat sink than the dehumidifying and cooling operation to increase the heat radiation capacity in the heat sink, Comfortable cabin air conditioning can be maintained.

  Here, when the outdoor expansion valve is fully closed in the internal cycle operation, the refrigerant outlet of the outdoor heat exchanger is communicated with the refrigerant suction side of the compressor by the control device as in the sixth aspect of the invention. Thus, it is possible to increase the refrigerant circulation amount and improve the heating capacity in the radiator and the dehumidifying capacity in the heat absorber.

It is a block diagram of the air conditioning apparatus for vehicles of one Embodiment to which this invention is applied. It is a block diagram of the electric circuit of the controller of the vehicle air conditioner of FIG. It is a figure explaining the heating operation by the controller of FIG. It is a ph diagram of the heating operation of FIG. It is a figure explaining the dehumidification heating operation by the controller of FIG. It is a ph diagram of the dehumidification heating operation of FIG. It is a figure explaining the internal cycle driving | operation by the controller of FIG. It is a ph diagram of the internal cycle operation of FIG. It is a figure explaining the dehumidification cooling operation by the controller of FIG. FIG. 10 is a ph diagram of the dehumidifying and cooling operation of FIG. 9. It is a figure explaining the cooling operation by the controller of FIG. FIG. 12 is a ph diagram of the cooling operation of FIG. 11. It is a figure explaining the dehumidification cooling operation (shutter close) by the controller of FIG. FIG. 14 is a ph diagram of the dehumidifying and cooling operation in FIG. 13. It is a figure explaining the 1st heating / battery cooling mode by the controller of FIG. FIG. 16 is a ph diagram of the first heating / battery cooling mode in FIG. 15. It is a figure explaining the 3rd heating / battery cooling mode by the controller of FIG. FIG. 18 is a ph diagram of the third heating / battery cooling mode in FIG. 17. It is a figure explaining the 2nd heating / battery cooling mode by the controller of FIG. FIG. 20 is a ph diagram of the second heating / battery cooling mode in FIG. 19. It is another figure explaining the 2nd heating / battery cooling mode by the controller of FIG. FIG. 22 is a ph diagram of the second heating / battery cooling mode in FIG. 21. It is another figure explaining the defrost / heating / battery cooling mode by the controller of FIG. It is a ph diagram of the defrost / heating / battery cooling mode of FIG. It is a figure explaining the air_conditioning | cooling / battery cooling mode by the controller of FIG. FIG. 26 is a ph diagram of the cooling / battery cooling mode of FIG. 25. It is a figure explaining the dehumidification cooling / battery cooling mode by the controller of FIG. It is a ph diagram in the dehumidifying cooling / battery cooling mode of FIG. It is a figure explaining the dehumidification cooling / battery cooling mode (shutter close) by the controller of FIG. FIG. 30 is a ph diagram of the dehumidifying and cooling / battery cooling mode of FIG. 29. It is a figure explaining the internal cycle / battery cooling mode by the controller of FIG. FIG. 32 is a ph diagram of the internal cycle / battery cooling mode of FIG. 31. It is a figure explaining the dehumidification heating / battery cooling mode by the controller of FIG. FIG. 34 is a ph diagram of the dehumidifying heating / battery cooling mode of FIG. 33. It is a figure explaining the battery cooling single mode by the controller of FIG. FIG. 36 is a ph diagram of the battery cooling single mode in FIG. 35.

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

  FIG. 1 shows a configuration diagram of a vehicle air conditioner 1 according to an embodiment of the present invention. A vehicle according to an embodiment to which the present invention is applied is an electric vehicle (EV) in which an engine (internal combustion engine) is not mounted. The battery 55 is mounted on the vehicle, and electric power charged in the battery 55 is used for traveling. The vehicle air conditioner 1 according to the present invention is driven by the electric power of the battery 55. The vehicle air conditioner 1 of the present invention is also driven by being supplied to an electric motor (not shown).

  That is, the vehicle air conditioner 1 of the embodiment performs heating operation by heat pump operation using the refrigerant circuit R in an electric vehicle that cannot be heated by engine waste heat, and further performs dehumidification heating operation, internal cycle operation, and dehumidification cooling. Air conditioning of the passenger compartment is performed by selectively executing each air conditioning operation of the operation and the cooling operation.

  Note that the present invention is not limited to an electric vehicle as a vehicle, but is also applicable to a so-called hybrid vehicle that uses an engine and an electric motor for traveling, and is also applicable to a normal vehicle that travels with an engine. Needless to say.

  The vehicle air conditioner 1 according to the embodiment performs air conditioning (heating, cooling, dehumidification, and ventilation) in a vehicle interior of an electric vehicle, and includes an electric compressor 2 that compresses refrigerant and vehicle interior air. Is provided in the air flow passage 3 of the HVAC unit 10 through which air is circulated, and the high-temperature and high-pressure refrigerant discharged from the compressor 2 flows in through the refrigerant pipe 13G, and dissipates the refrigerant into the vehicle compartment. And an outdoor expansion valve 6 comprising an electric valve that decompresses and expands the refrigerant during heating, and functions as a radiator that radiates the refrigerant during cooling and functions as an evaporator that absorbs the refrigerant during heating. An outdoor heat exchanger 7 that performs heat exchange, an indoor expansion valve 8 that includes an electric valve (or a mechanical expansion valve) that decompresses and expands the refrigerant, and a vehicle that is provided in the air flow passage 3 during cooling and dehumidification Absorbs heat from inside and outside into refrigerant A heat absorber 9 to the accumulator 12 and the like are sequentially connected by a refrigerant pipe 13, the refrigerant circuit R is formed. The outdoor expansion valve 6 expands the refrigerant flowing out of the radiator 4 and flowing into the outdoor heat exchanger 7 under reduced pressure, and can be fully closed.

  The outdoor heat exchanger 7 is provided with an outdoor blower 15. The outdoor blower 15 exchanges heat between the outside air and the refrigerant by forcibly passing outside air through the outdoor heat exchanger 7, so that the outdoor air blower 15 can also be used outdoors even when the vehicle is stopped (that is, the vehicle speed is 0 km / h). It is comprised so that external air may be ventilated by the heat exchanger 7. FIG. In the figure, reference numeral 23 denotes a shutter called a grill shutter. When the shutter 23 is closed, the traveling wind is prevented from flowing into the outdoor heat exchanger 7.

  The refrigerant pipe 13 </ b> A connected to the refrigerant outlet side of the outdoor heat exchanger 7 is connected to the refrigerant pipe 13 </ b> B via the check valve 18. The check valve 18 has a forward direction on the refrigerant pipe 13B side. The refrigerant pipe 13B is connected to the indoor expansion valve 8 via an electromagnetic valve 17 serving as an on-off valve that is opened during cooling. In the embodiment, the electromagnetic valve 17 and the indoor expansion valve 8 constitute a valve device for controlling the inflow of the refrigerant to the heat absorber 9.

  Further, the refrigerant pipe 13A exiting from the outdoor heat exchanger 7 is branched, and the branched refrigerant pipe 13D as the first bypass circuit has an electromagnetic valve 21 as a first on-off valve opened during heating. Through the refrigerant pipe 13 </ b> C located on the outlet side of the heat absorber 9. The refrigerant pipe 13 </ b> C is connected to the accumulator 12, and the accumulator 12 is connected to the refrigerant suction side of the compressor 2.

  Furthermore, the refrigerant pipe 13E on the outlet side of the radiator 4 is branched into a refrigerant pipe 13J and a refrigerant pipe 13F before the outdoor expansion valve 6 (the refrigerant upstream side), and one of the branched refrigerant pipes 13J is the outdoor expansion valve 6. Is connected to the refrigerant inlet side of the outdoor heat exchanger 7. The other branched refrigerant pipe 13F is located downstream of the check valve 18 and upstream of the refrigerant of the solenoid valve 17 via an electromagnetic valve 22 as a second on-off valve that is opened during dehumidification. The refrigerant pipe 13A and the refrigerant pipe 13B are connected in communication with each other.

  Thus, the refrigerant pipe 13F is connected in parallel to the series circuit of the outdoor expansion valve 6, the outdoor heat exchanger 7 and the check valve 18, and the outdoor expansion valve 6, the outdoor heat exchanger 7 and the check valve are connected. This is a second bypass circuit that bypasses 18. The outdoor expansion valve 6 is connected in parallel with a solenoid valve 20 as an on-off valve for bypass.

  The air flow passage 3 on the air upstream side of the heat absorber 9 is formed with each of an outside air inlet and an inside air inlet (represented by the inlet 25 in FIG. 1). 25 is provided with a suction switching damper 26 for switching the air introduced into the air flow passage 3 between the inside air (inside air circulation) which is air inside the vehicle compartment and the outside air (outside air introduction) which is outside the vehicle compartment. Furthermore, an indoor blower (blower fan) 27 for supplying the introduced inside air or outside air to the air flow passage 3 is provided on the air downstream side of the suction switching damper 26.

  Further, the air (inside air and outside air) in the air flow passage 3 after flowing into the air flow passage 3 and passing through the heat absorber 9 is radiated into the air flow passage 3 on the air upstream side of the radiator 4. An air mix damper 28 that adjusts the rate of ventilation through the vessel 4 is provided. Further, FOOT (foot), VENT (vent), and DEF (def) outlets (represented by the outlet 29 as a representative in FIG. 1) are formed in the air flow passage 3 on the air downstream side of the radiator 4. The air outlet 29 is provided with an air outlet switching damper 31 that performs switching control of air blowing from the air outlets.

  Furthermore, the vehicle air conditioner 1 of the present invention includes a battery temperature adjusting device 61 for adjusting the temperature of the battery 55 by circulating a heat medium through the battery 55. The battery temperature adjustment device 61 of the embodiment includes a circulation pump 62 as a circulation device for circulating a heat medium through the battery 55, a heat medium heater 66 as a heating device, and a refrigerant-heat medium heat exchanger 64. These and the battery 55 are annularly connected by a heat medium pipe 68.

  In this embodiment, the heat medium heater 66 is connected to the discharge side of the circulation pump 62, the inlet of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 is connected to the outlet of the heat medium heater 66, The inlet of the battery 55 is connected to the outlet of the heat medium flow path 64 </ b> A, 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 battery temperature adjusting device 61, for example, water, a refrigerant such as HFO-1234f, a liquid such as a coolant, or a gas such as air can be employed. In the embodiment, water is used as the heat medium. The heat medium heater 66 is composed of an electric heater such as a PTC heater. Furthermore, it is assumed that a jacket structure is provided around the battery 55 so that the heat medium can circulate with the battery 55 in a heat exchange relationship.

  When the circulation pump 62 is operated, the heat medium discharged from the circulation pump 62 reaches the heat medium heater 66. If the heat medium heater 66 generates heat, it is heated there, and then It flows into the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64. The heat medium exiting the heat medium flow path 64 </ b> A of the refrigerant-heat medium heat exchanger 64 reaches the battery 55. The heat medium exchanges heat therewith with the battery 55 and is then circulated through the heat medium pipe 68 by being sucked into the circulation pump 62.

  On the other hand, the outlet of the refrigerant pipe 13F of the refrigerant circuit R, that is, the connecting portion between the refrigerant pipe 13F, the refrigerant pipe 13A, and the refrigerant pipe 13B is on the refrigerant downstream side (forward direction side) of the check valve 18 and is electromagnetically One end of a branch pipe 72 serving as a branch circuit is connected to the upstream side of the refrigerant of the valve 17. The branch pipe 72 is provided with an auxiliary expansion valve 73 composed of an electric valve. The auxiliary expansion valve 73 decompresses and expands the refrigerant flowing into a refrigerant flow path 64B (described later) of the refrigerant-heat medium heat exchanger 64 and can be fully closed. The other end of the branch pipe 72 is connected to the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, and one end of the refrigerant pipe 74 is connected to the outlet of the refrigerant flow path 64B. The other end is connected to the refrigerant pipe 13C in front of the accumulator 12 (the refrigerant upstream side). The auxiliary expansion valve 73 and the like also constitute part of the refrigerant circuit R and at the same time constitute part of the battery temperature adjusting device 61.

  When the auxiliary expansion valve 73 is open, the refrigerant (a part or all of the refrigerant) discharged from the refrigerant pipe 13F and the outdoor heat exchanger 7 is decompressed by the auxiliary expansion valve 73, and then the refrigerant-heat medium heat exchanger. 64 flows into the refrigerant flow path 64B and evaporates there. The refrigerant absorbs heat from the heat medium flowing through the heat medium flow path 64A in the process of flowing through the refrigerant flow path 64B, and then is sucked into the compressor 2 through the accumulator 12.

Next, in FIG. 2, 32 is a controller (ECU) as a control device. The controller 32 includes a microcomputer as an example of a computer having a processor, and inputs include an outside air temperature sensor 33 that detects the outside air temperature (Tam) of the vehicle and an outside air humidity sensor that detects the outside air humidity. 34, an HVAC suction temperature sensor 36 for detecting the temperature of the air sucked into the air flow passage 3 from the suction port 25, an inside air temperature sensor 37 for detecting the temperature of the air (inside air) in the passenger compartment, and the air in the passenger compartment An inside air humidity sensor 38 that detects humidity, an indoor CO ₂ concentration sensor 39 that detects carbon dioxide concentration in the vehicle interior, a blowout temperature sensor 41 that detects the temperature of air blown from the blowout port 29 into the vehicle interior, and a compression A discharge pressure sensor 42 for detecting the discharge refrigerant pressure (discharge pressure Pd) of the compressor 2 and a discharge temperature sensor for detecting the discharge refrigerant temperature of the compressor 2 3, a suction temperature sensor 44 for detecting the suction refrigerant temperature of the compressor 2, and the temperature of the radiator 4 (the temperature of the air passing through the radiator 4 or the temperature of the radiator 4 itself: the radiator temperature TCI) A radiator temperature sensor 46, a refrigerant pressure sensor 47 for detecting a refrigerant pressure of the radiator 4 (a pressure of the refrigerant in the radiator 4 or immediately after leaving the radiator 4: a radiator pressure PCI), an endothermic A heat absorber temperature sensor 48 for detecting the temperature of the heat sink 9 (the temperature of the air passing through the heat sink 9 or the temperature of the heat sink 9 itself: the heat sink temperature Te), and the refrigerant pressure of the heat sink 9 (in the heat sink 9, Alternatively, a heat absorber pressure sensor 49 for detecting the refrigerant pressure immediately after exiting the heat absorber 9, a photosensor type solar radiation sensor 51 for detecting the amount of solar radiation into the vehicle interior, and a vehicle moving speed ( Vehicle speed sensor 52 for detecting vehicle speed), set temperature and air conditioning Air conditioning (air conditioner) operation unit 53 for setting the operation switching and the temperature of the outdoor heat exchanger 7 (the temperature of the refrigerant immediately after coming out of the outdoor heat exchanger 7 or the temperature of the outdoor heat exchanger 7 itself: Outdoor heat exchanger temperature TXO. When the outdoor heat exchanger 7 functions as an evaporator, the outdoor heat exchanger temperature TXO detects the refrigerant evaporation temperature in the outdoor heat exchanger 7). And each output of the outdoor heat exchanger pressure sensor 56 for detecting the refrigerant pressure of the outdoor heat exchanger 7 (the pressure of the refrigerant in the outdoor heat exchanger 7 or just after the refrigerant is discharged from the outdoor heat exchanger 7). ing.

  Further, the input of the controller 32 further includes a battery temperature sensor that detects the temperature of the battery 55 (the temperature of the battery 55 itself, the temperature of the heat medium that has exited the battery 55, or the temperature of the heat medium that enters the battery 55). 76, a heat medium heater temperature sensor 77 that detects the temperature of the heat medium heater 66 (the temperature of the heat medium heater 66 itself, the temperature of the heat medium that has exited the heat medium heater 66), and the refrigerant-heat medium heat Each output of the 1st exit temperature sensor 78 which detects the temperature of the heat carrier which came out of heat carrier channel 64A of exchanger 64, and the 2nd outlet temperature sensor 79 which detects the temperature of the refrigerant which went out of refrigerant channel 64B. Is also connected.

  On the other hand, the output of the controller 32 includes the compressor 2, the outdoor blower 15, the indoor blower (blower fan) 27, the suction switching damper 26, the air mix damper 28, the outlet switching damper 31, and the outdoor expansion. Valve 6, indoor expansion valve 8, solenoid valve 22 (dehumidification), solenoid valve 17 (cooling), solenoid valve 21 (heating), solenoid valve 20 (bypass) solenoid valve, shutter 23, circulation pump 62, heat A medium heater 66 and an auxiliary expansion valve 73 are connected. And the controller 32 controls these based on the output of each sensor and the setting input in the air-conditioning operation part 53. FIG.

  Next, the operation of the vehicle air conditioner 1 having the above-described configuration will be described. In the embodiment, the controller 32 switches between the air-conditioning operation of the heating operation, the dehumidifying heating operation, the internal cycle operation, the dehumidifying and cooling operation, and the cooling operation, and adjusts the temperature of the battery 55 within a predetermined appropriate temperature range. To do. First, each air conditioning operation of the refrigerant circuit R will be described.

(1) Heating operation First, a heating operation will be described with reference to FIGS. 3 and 4. FIG. 3 shows a refrigerant flow (solid arrow) in the refrigerant circuit R in the heating operation, and FIG. 4 shows a ph diagram of the refrigerant circuit R in the heating operation. In addition, in FIG. 4, each component apparatus of the refrigerant circuit R is shown on the ph diagram. When the heating operation is selected by the controller 32 (auto mode) or by the manual operation (manual mode) to the air conditioning operation unit 53, the controller 32 opens the electromagnetic valve 21 (for heating) and the electromagnetic valve 17 (cooling). Close). Further, the solenoid valve 22 (for dehumidification) and the solenoid valve 20 (for bypass) are closed. The shutter 23 is opened.

  And the compressor 2 and each air blower 15 and 27 are drive | operated, and the air mix damper 28 sets it as the state which adjusts the ratio by which the air blown out from the indoor air blower 27 is ventilated by the heat radiator 4. FIG. 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 passage 3 is passed through the radiator 4, the air in the air flow passage 3 is heated by the high-temperature refrigerant in the radiator 4, while the refrigerant in the radiator 4 heats the air. Deprived, cooled, and condensed into liquid.

  The refrigerant liquefied in the radiator 4 exits the radiator 4 and then reaches the outdoor expansion valve 6 through the refrigerant pipes 13E and 13J. The refrigerant flowing into the outdoor expansion valve 6 is decompressed there and then flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 evaporates, and pumps up heat from the outside air that is ventilated by traveling or by the outdoor blower 15 (heat absorption). That is, the refrigerant circuit R becomes a heat pump. Then, the low-temperature refrigerant exiting the outdoor heat exchanger 7 enters the accumulator 12 through the refrigerant pipe 13C through the refrigerant pipe 13A, the refrigerant pipe 13D, and the electromagnetic valve 21, and is separated into gas and liquid there. Repeated circulation inhaled. Since the air heated by the radiator 4 is blown out from the air outlet 29, the vehicle interior is thereby heated.

  The controller 32 calculates a target radiator pressure PCO (target value of the pressure PCI of the radiator 4) from a target radiator temperature TCO (target value of the temperature TCI of the radiator 4) calculated from a target outlet temperature TAO described later. The number of revolutions of the compressor 2 is controlled based on the target radiator pressure PCO and the refrigerant pressure of the radiator 4 (radiator pressure PCI. High pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47, Based on the temperature of the radiator 4 (the radiator temperature TCI) detected by the radiator temperature sensor 46 and the radiator pressure PCI detected by the radiator pressure sensor 47, the valve opening degree of the outdoor expansion valve 6 is controlled. The degree of supercooling of the refrigerant at the outlet of the refrigerant is controlled. The target radiator temperature TCO is basically set to TCO = TAO, but a predetermined restriction on control is provided.

(2) Dehumidifying and heating operation Next, the dehumidifying and heating operation will be described with reference to FIGS. 5 and 6. FIG. 5 shows a refrigerant flow (solid arrow) in the refrigerant circuit R in the dehumidifying heating operation, and FIG. 6 shows a ph diagram of the refrigerant circuit R in the dehumidifying heating operation. In addition, in FIG. 6, each component apparatus of the refrigerant circuit R is shown on the ph diagram. In the dehumidifying heating operation, the controller 32 opens the electromagnetic valve 22 and the electromagnetic valve 17 in the heating operation state. Further, the shutter 23 is opened. Thereby, a part of the condensed refrigerant flowing through the refrigerant pipe 13E through the radiator 4 is divided, and the divided refrigerant flows into the refrigerant pipe 13F through the electromagnetic valve 22, and flows from the refrigerant pipe 13B to the indoor expansion valve 8. The remaining refrigerant flows into the outdoor expansion valve 6. That is, a part of the divided refrigerant is decompressed by the indoor expansion valve 8 and then flows into the heat absorber 9 to evaporate.

  The controller 32 controls the opening degree of the indoor expansion valve 8 so that the degree of superheat (SH) of the refrigerant at the outlet of the heat absorber 9 is maintained at a predetermined value. Since moisture in the air blown out from the indoor blower 27 condenses and adheres to the heat absorber 9, the air is cooled and dehumidified. The remaining refrigerant that is divided and flows into the refrigerant pipe 13J is depressurized by the outdoor expansion valve 6 and then evaporated by the outdoor heat exchanger 7.

  The refrigerant evaporated in the heat absorber 9 flows out into the refrigerant pipe 13C and joins with the refrigerant from the refrigerant pipe 13D (the refrigerant from the outdoor heat exchanger 7), and then repeats circulation that is sucked into the compressor 2 through the accumulator 12. Since the air dehumidified by the heat absorber 9 is reheated in the process of passing through the radiator 4, dehumidifying heating in the passenger compartment is thereby performed.

  The controller 32 controls the rotational speed of the compressor 2 based on the target radiator pressure PCO calculated from the target radiator temperature TCO and the radiator pressure PCI (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47. At the same time, the valve opening degree of the outdoor expansion valve 6 is controlled based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48.

(3) Internal cycle operation Next, an internal cycle operation is demonstrated, referring FIG.7 and FIG.8. FIG. 7 shows a refrigerant flow (solid arrow) in the refrigerant circuit R in the internal cycle operation, and FIG. 8 shows a ph diagram of the refrigerant circuit R in the internal cycle operation. In addition, in FIG. 8, each component apparatus of the refrigerant circuit R is shown on the ph diagram. In the internal cycle operation, the controller 32 fully closes the outdoor expansion valve 6 in the dehumidifying and heating operation state (fully closed position). However, the solenoid valve 21 is kept open, and the refrigerant outlet of the outdoor heat exchanger 7 is communicated with the refrigerant suction side of the compressor 2. That is, since this internal cycle operation is a state in which the outdoor expansion valve 6 is fully closed by the control of the outdoor expansion valve 6 in the dehumidifying and heating operation, this internal cycle operation can also be regarded as a part of the dehumidifying and heating operation ( The shutter 23 is open).

  However, since the inflow of the refrigerant to the outdoor heat exchanger 7 is blocked by closing the outdoor expansion valve 6, the condensed refrigerant flowing through the refrigerant pipe 13 </ b> E via the radiator 4 passes through the electromagnetic valve 22 and becomes refrigerant. All flows into the pipe 13F. And the refrigerant | coolant which flows through the refrigerant | coolant piping 13F reaches the indoor expansion valve 8 through the electromagnetic valve 17 from the refrigerant | coolant piping 13B. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. Since the moisture in the air blown out from the indoor blower 27 by the heat absorption action at this time condenses and adheres to the heat absorber 9, the air is cooled and dehumidified.

  The refrigerant evaporated in the heat absorber 9 flows through the refrigerant pipe 13 </ b> C and repeats circulation that is sucked into the compressor 2 through the accumulator 12. Since the air dehumidified by the heat absorber 9 is reheated in the process of passing through the radiator 4, dehumidifying heating in the passenger compartment is thereby performed. Since the refrigerant is circulated between the radiator 4 (radiation) and the heat absorber 9 (heat absorption) in the passage 3, heat from the outside air is not pumped up, and heating for the consumed power of the compressor 2 is performed. Ability is demonstrated. Since the entire amount of the refrigerant flows through the heat absorber 9 that exhibits the dehumidifying action, the dehumidifying capacity is higher than the dehumidifying and heating operation, but the heating capacity is lowered.

  Although the outdoor expansion valve 6 is closed, the electromagnetic valve 21 is open, and the refrigerant outlet of the outdoor heat exchanger 7 communicates with the refrigerant suction side of the compressor 2, so that the liquid in the outdoor heat exchanger 7 is The refrigerant flows out through the refrigerant pipe 13D and the electromagnetic valve 21 to the refrigerant pipe 13C, is collected by the accumulator 12, and the outdoor heat exchanger 7 is in a gas refrigerant state. Thereby, compared with when the solenoid valve 21 is closed, the amount of refrigerant circulating in the refrigerant circuit R increases, and the heating capacity in the radiator 4 and the dehumidifying capacity in the heat absorber 9 can be improved.

  The controller 32 controls the rotation speed of the compressor 2 based on the temperature of the heat absorber 9 or the above-described radiator pressure PCI (high pressure of the refrigerant circuit R). At this time, the controller 32 controls the compressor 2 by selecting the lower one of the compressor target rotational speeds obtained from either calculation, depending on the temperature of the heat absorber 9 or the radiator pressure PCI.

(4) Dehumidifying and Cooling Operation Next, the dehumidifying and cooling operation will be described with reference to FIGS. 9 and 10. FIG. 9 shows a refrigerant flow (solid arrow) in the refrigerant circuit R in the dehumidifying and cooling operation, and FIG. 10 shows a ph diagram of the refrigerant circuit R in the dehumidifying and cooling operation. In addition, in FIG. 10, each component apparatus of the refrigerant circuit R is shown on the ph diagram. In the dehumidifying and cooling operation, the controller 32 opens the electromagnetic valve 17 and closes the electromagnetic valve 21. Further, the electromagnetic valve 22 and the electromagnetic valve 20 are closed. And the compressor 2 and each air blower 15 and 27 are drive | operated, and the air mix damper 28 sets it as the state which adjusts the ratio by which the air blown out from the indoor air blower 27 is ventilated by the heat radiator 4. FIG. Further, the shutter 23 is opened. 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 passage 3 is passed through the radiator 4, the air in the air flow passage 3 is heated by the high-temperature refrigerant in the radiator 4, while the refrigerant in the radiator 4 heats the air. It is deprived and cooled, and condensates.

  The refrigerant that has exited the radiator 4 reaches the outdoor expansion valve 6 through the refrigerant pipe 13E, and flows into the outdoor heat exchanger 7 through the outdoor expansion valve 6 that is controlled to open. The refrigerant flowing into the outdoor heat exchanger 7 is cooled and condensed by running there or by the outside air ventilated by the outdoor blower 15. The refrigerant exiting the outdoor heat exchanger 7 enters the refrigerant pipe 13B through the refrigerant pipe 13A and the check valve 18, and further reaches the indoor expansion valve 8 through the electromagnetic valve 17. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. Since the moisture in the air blown out from the indoor blower 27 by the heat absorption action at this time condenses and adheres to the heat absorber 9, the air is cooled and dehumidified.

  The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 through the refrigerant pipe 13C, and repeats circulation that is sucked into the compressor 2 through the refrigerant pipe 13C. Air that has been cooled and dehumidified by the heat absorber 9 is reheated in the process of passing through the radiator 4 (reheating: lower heat dissipation capacity than during heating), so that dehumidification and cooling of the passenger compartment is performed. become.

  The controller 32 sets the heat absorber temperature Te to the target heat absorber temperature TEO based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO that is the target value. While controlling the rotation speed of the compressor 2, the target radiator pressure PCO (radiator pressure) calculated from the radiator pressure PCI (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47 and the target radiator temperature TCO. The necessary reheat amount by the radiator 4 is obtained by controlling the valve opening degree of the outdoor expansion valve 6 so that the radiator pressure PCI becomes the target radiator pressure PCO based on the PCI target value).

(5) Cooling Operation Next, the cooling operation will be described with reference to FIGS. 11 and 12. FIG. 11 shows a refrigerant flow (solid arrow) in the refrigerant circuit R in the cooling operation, and FIG. 12 shows a ph diagram of the refrigerant circuit R in the cooling operation. In addition, in FIG. 12, each component apparatus of the refrigerant circuit R is shown on the ph diagram. In the cooling operation, the controller 32 opens the electromagnetic valve 20 in the dehumidifying and cooling operation state (the valve opening degree of the outdoor expansion valve 6 is free). Note that the air mix damper 28 is in a state of adjusting the ratio of air passing through the radiator 4. Further, the shutter 23 is opened.

  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 passage 3 is ventilated to the radiator 4, the ratio is small (because of only reheating during cooling), so this almost passes through, and the refrigerant exiting the radiator 4 is The refrigerant reaches the outdoor expansion valve 6 through the refrigerant pipe 13E. At this time, since the solenoid valve 20 is opened, the refrigerant passes through the refrigerant pipe 13J through the solenoid valve 20 and flows into the outdoor heat exchanger 7 as it is, and is then circulated by the outdoor air blower 15 by running or by the outdoor blower 15. It is cooled by air and condensed into liquid. The refrigerant exiting the outdoor heat exchanger 7 enters the refrigerant pipe 13B through the refrigerant pipe 13A and the check valve 18, and further reaches the indoor expansion valve 8 through the electromagnetic valve 17. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. Moisture in the air blown out from the indoor blower 27 by the heat absorption action at this time condenses and adheres to the heat absorber 9, and the air is cooled.

  The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 through the refrigerant pipe 13C, and repeats circulation that is sucked into the compressor 2 through the refrigerant pipe 13C. The air cooled and dehumidified by the heat absorber 9 is blown out from the outlet 29 into the vehicle interior, thereby cooling the vehicle interior. In this cooling operation, the controller 32 controls the rotational 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.

(6) Switching of air conditioning operation The controller 32 calculates the target blowing temperature TAO described above from the following formula (I). This target blowing 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 passenger compartment set by the air conditioning operation unit 53, Tin is the temperature of the passenger compartment air detected by the inside air temperature sensor 37, K is a coefficient, Tbal is the set temperature Tset, and the solar radiation sensor 51 detects This is a balance value calculated from the amount of solar radiation SUN to be performed and the outside air temperature Tam detected by the outside air temperature sensor 33. And generally this target blowing temperature TAO is so high that the outside temperature Tam is low, and it falls as the outside temperature Tam rises.

  The controller 32 selects one of the above air conditioning operations based on the outside air temperature Tam detected by the outside air temperature sensor 33 and the target outlet temperature TAO at the time of activation. In addition, after the activation, the air conditioning operations are selected and switched in accordance with changes in the environment and setting conditions such as the outside air temperature Tam and the target blowing temperature TAO.

(7) Control of shutter 23 during dehumidifying and cooling operation and switching to internal cycle operation Here, in the dehumidifying and cooling operation described above, the controller 32 detects the temperature of the heat absorber 9 detected by the heat absorber temperature sensor 48 (the heat absorber temperature Te). ) And the target heat absorber temperature TEO that is the target value thereof, the rotational speed of the compressor 2 is controlled so that the heat absorber temperature Te becomes the target heat absorber temperature TEO. Therefore, when the heat absorber temperature Te is satisfactory (the target heat absorber temperature TEO is at or close to the target heat absorber temperature TEO), the rotational speed of the compressor 2 is also low.

  Further, the controller 32 uses the radiator pressure PCI detected by the radiator pressure sensor 47 (the high pressure of the refrigerant circuit R) and the target radiator pressure PCO (the target value of the radiator pressure PCI) as the target heat dissipation. The valve opening degree of the outdoor expansion valve 6 is controlled so as to obtain the vessel pressure PCO. Therefore, since the rotational speed of the compressor 2 cannot be increased when the heat absorber temperature Te is satisfactory, the controller 32 increases the valve opening degree of the outdoor expansion valve 6 as the radiator pressure PCI becomes lower than the target radiator pressure PCO. In order to increase the heat dissipating capability of the heat dissipator 4 by keeping the refrigerant in the heat dissipator 4 as much as possible.

  However, as the valve opening degree of the outdoor expansion valve 6 becomes smaller, the amount of circulating refrigerant in the heat absorber 9 decreases, so that temperature spots are generated in the heat absorber 9. And if the valve opening degree of the outdoor expansion valve 6 is reduced to the minimum control opening degree, the temperature spots of the heat absorber 9 become extremely large, and the air conditioning performance in the passenger compartment deteriorates (the air blown out by the air outlet). The air temperature will be different). In particular, in the dehumidifying and cooling operation, as described above, the heat exchange capacity of the radiator 4 is reduced by the amount of heat exchanged between the refrigerant and the outside air by the outdoor heat exchanger 7, and thus this problem occurs when the outside air temperature becomes low. It becomes easy to occur and will shift to internal cycle operation or dehumidification heating operation at an early stage. In order to prevent this, it is necessary to provide a special electric heater or the like to heat the air blown into the passenger compartment, but the power consumption increases accordingly.

  Therefore, in the dehumidifying and cooling operation of FIG. 9 and FIG. 10 described above, the controller 32 cannot reduce the radiator pressure PCI to the target radiator pressure PCO even if the valve opening degree of the outdoor expansion valve 6 is reduced (that is, In the case where the target radiator pressure PCO cannot be achieved by the control of the outdoor expansion valve 6), in this embodiment, even if the valve opening degree of the outdoor expansion valve 6 is set to the minimum control opening degree while the heat absorber temperature Te is satisfied, the radiator If the pressure PCI cannot be set to the target radiator pressure PCO, it is determined that the radiator 4 has insufficient heat dissipation capability, and the shutter 23 is closed and the outdoor fan 15 is stopped as shown in FIG.

  As a result, the traveling wind does not flow into the outdoor heat exchanger 7 and there is no ventilation of the outside air. Therefore, as shown in the ph diagram of FIG. 14, the heat of the refrigerant and the outside air in the outdoor heat exchanger 7 There is no exchange, or the heat exchange amount between the refrigerant and the outside air in the outdoor heat exchanger 7 becomes extremely small. Accordingly, the amount of heat dissipated by the refrigerant in the radiator 4 increases, so that the opening degree of the outdoor expansion valve 6 is remarkably reduced or the radiator pressure PCI is set to the target radiator pressure PCO without setting the minimum opening degree. As a result, temperature spots generated in the heat absorber 9 can be eliminated or suppressed.

  Further, by closing the shutter 23 in this way, the dehumidifying and cooling operation can be extended and the feasible range can be expanded without using a special electric heater or the like. However, if the radiator pressure PCI cannot be set to the target radiator pressure PCO even when the shutter 23 is closed as described above, the controller 32 switches the air conditioning operation to the internal cycle operation of FIGS. 7 and 8. Thereby, the refrigerant | coolant circulation amount of the radiator 4 (high-pressure side of the refrigerant circuit R) is increased rather than dehumidification cooling operation, the heat dissipation capability by the radiator 4 is increased, and comfortable vehicle interior air conditioning is maintained.

  In this embodiment, it is possible to set the radiator pressure PCI to the target radiator pressure PCO even if the valve opening degree of the outdoor expansion valve 6 is reduced to the minimum control opening degree when the heat absorber temperature Te is satisfactory. If it is not possible, it is determined that the heat dissipating capacity of the radiator 4 is insufficient. However, regardless of the heat absorber temperature Te, the valve opening of the outdoor expansion valve 6 is simply reduced to a predetermined small value in the dehumidifying and cooling operation. When the radiator pressure PCI cannot be made the target radiator pressure PCO even if it is reduced, or when the radiator pressure PCI cannot be made close to the target radiator pressure PCO, the heat dissipation capability of the radiator 4 May be determined to be insufficient.

(8) Temperature Adjustment of Battery 55 Next, temperature adjustment control of the battery 55 by the controller 32 will be described with reference to FIGS. As described above, when the battery 55 is charged and discharged in a state where the temperature is increased due to self-heating or the like, the deterioration proceeds. Therefore, the controller 32 of the vehicle air conditioner 1 of the present invention cools the temperature of the battery 55 within the appropriate temperature range by the battery temperature adjusting device 61 while performing the air conditioning operation as described above. Since the appropriate temperature range of the battery 55 is generally set to + 25 ° C. or higher and + 45 ° C. or lower, in the embodiment, the target battery temperature TBO (the target value of the temperature of the battery 55 (battery temperature Tb) is within the appropriate temperature range. For example, + 35 ° C.) is set.

(8-1) First Heating / Battery Cooling Mode In the heating operation (FIGS. 3 and 4), the controller 32 is a vehicle required for the radiator 4 using, for example, the following formulas (II) and (III). The required heating capacity Qtgt, which is the indoor heating capacity, and the heating capacity Qhp that can be generated by the radiator 4 are calculated.
Qtgt = (TCO−Te) × Cpa × ρ × Qair (II)
Qhp = f (Tam, NC, BLV, VSP, FANVout, Te) (III)
Here, Te is the temperature of the heat absorber 9 detected by the heat absorber temperature sensor 48, Cpa is the specific heat [kj / kg · K] of the air flowing into the radiator 4, and ρ is the density of the air flowing into the radiator 4 ( Specific volume) [kg / m ³ ], Qair is the air flow [m ³ / h] passing through the radiator 4 (estimated from the blower voltage BLV of the indoor fan 27), VSP is the vehicle speed obtained from the vehicle speed sensor 52, and FANVout is This is the voltage of the outdoor blower 15.

Moreover, the controller 32 is requested | required of the battery temperature adjustment apparatus 61, for example using following formula (IV) based on the temperature (battery temperature Tb) of the battery 55 which the battery temperature sensor 76 detects, and the target battery temperature TBO mentioned above. The required battery cooling capacity Qbat, which is the cooling capacity of the battery 55, is calculated.
Qbat = (Tb−TBO) × k1 × k2 (IV)
Here, k1 is the specific heat [kj / kg · K] of the heat medium circulating in the battery temperature adjusting device 61, and k2 is the flow rate [m ³ / h] of the heat medium. The formula for calculating the required battery cooling capacity Qbat is not limited to the above, and may be calculated in consideration of other factors related to battery cooling other than the above.

  When the battery temperature Tb is lower than the target battery temperature TBO (Tb <TBO), the required battery cooling capacity Qbat calculated by the above formula (IV) is negative. Therefore, in the embodiment, the controller 32 sets all the auxiliary expansion valves 73 in the embodiment. The battery temperature adjusting device 61 is also stopped. On the other hand, when the battery temperature Tb rises due to charging / discharging or the like during the heating operation described above and becomes higher than the target battery temperature TBO (TBO <Tb), the required battery cooling capacity Qbat calculated by the formula (IV) is positive. Therefore, in the embodiment, the controller 32 opens the auxiliary expansion valve 73, operates the battery temperature adjusting device 61, and starts cooling the battery 55.

  In that case, the controller 32 compares both of the required heating capacity Qtgt and the required battery cooling capacity Qbat, and compares the first and second heating / battery cooling modes described later with a second heating / battery cooling mode described later. The third heating / battery cooling mode is switched and executed.

  First, when the heating load in the passenger compartment is large (for example, the temperature of the inside air is low) and the heat generation amount of the battery 55 is small (the cooling load is small), the required heating capacity Qtgt is larger than the required battery cooling capacity Qbat. (Qtgt> Qbat), the controller 32 executes the first heating / battery cooling mode. FIG. 15 shows a refrigerant flow (solid arrow) in the refrigerant circuit R and a heat medium flow (broken arrow) in the battery temperature adjusting device 61 in the first heating / battery cooling mode, and FIG. 16 shows the first heating / battery cooling mode. The ph diagram of the refrigerant circuit R in battery cooling mode is shown. In addition, in FIG. 16, each component apparatus of the refrigerant circuit R is shown on the ph diagram.

  In the first heating / battery cooling mode, the controller 32 further opens the electromagnetic valve 22 and opens the auxiliary expansion valve 73 in the heating operation state of the refrigerant circuit R shown in FIGS. Is the state to control. Then, the circulation pump 62 of the battery temperature adjusting device 61 is operated. Thereby, a part of the refrigerant discharged from the radiator 4 is diverted on the refrigerant upstream side of the outdoor expansion valve 6 and reaches the refrigerant upstream side of the electromagnetic valve 17 through the refrigerant pipe 13F. The refrigerant then enters the branch pipe 72 and is depressurized by the auxiliary expansion valve 73, and then flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 via the branch pipe 72 and evaporates. At this time, an endothermic effect is exhibited. The refrigerant evaporated in the refrigerant flow path 64B is repeatedly circulated through the refrigerant pipe 74, the refrigerant pipe 13C, and the accumulator 12 and then sucked into the compressor 2 (indicated by solid arrows in FIG. 15).

  On the other hand, the heat medium discharged from the circulation pump 62 passes through the heat medium heater 66 to reach the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 through the heat medium pipe 68, where it evaporates in the refrigerant flow path 64B. The refrigerant absorbs heat and the heat medium is cooled. The heat medium cooled by the endothermic action of the refrigerant exits the refrigerant-heat medium heat exchanger 64 and reaches the battery 55. After cooling the battery 55, the heat medium is repeatedly sucked into the circulation pump 62 (the broken line in FIG. 15). Indicated by an arrow).

  In this way, in the first heating / battery cooling mode, the refrigerant in the refrigerant circuit R evaporates in the outdoor heat exchanger 7 and the refrigerant-heat medium heat exchanger 64 and absorbs heat from the outside air, and the battery temperature adjusting device 61 It also absorbs heat from the heat medium (battery 55). Thus, heat is pumped from the battery 55 via the heat medium, and the pumped heat is conveyed to the radiator 4 while being cooled, and can be used for heating the passenger compartment.

  In the first heating / battery cooling mode, when the required heating capacity Qtgt cannot be achieved by the above-described heating capacity Qhp of the radiator 4 by heat absorption from the outside air and heat absorption from the battery 55 as described above (Qtgt> Qhp), The controller 32 causes the heat medium heater 66 to generate heat (energization).

  When the heat medium heater 66 generates heat, the heat medium discharged from the circulation pump 62 of the battery temperature adjusting device 61 is heated by the heat medium heater 66 and then the heat medium flow path of the refrigerant-heat medium heat exchanger 64. 64A, the heat of the heat medium heater 66 is also pumped up by the refrigerant evaporating in the refrigerant flow path 64B, and the heating capability Qhp by the radiator 4 is increased to achieve the required heating capability Qtgt. Will be able to. The controller 32 stops the heat generation of the heat medium heater 66 (non-energization) when the heating capacity Qhp can achieve the required heating capacity Qtgt.

(8-2) Third Heating / Battery Cooling Mode Next, when the heating load in the passenger compartment and the cooling load of the battery 55 are substantially the same, that is, the required heating capacity Qtgt and the required battery cooling capacity Qbat are equal or approximate. In the case (Qtgt≈Qbat), the controller 32 executes the third heating / battery cooling mode. FIG. 17 shows the refrigerant flow (solid arrow) in the refrigerant circuit R and the heat medium flow (broken arrow) in the battery temperature adjusting device 61 in the third heating / battery cooling mode, and FIG. 18 shows the third heating / battery cooling mode. The ph diagram of the refrigerant circuit R in battery cooling mode is shown. In addition, in FIG. 18, each component apparatus of the refrigerant circuit R is shown on the ph diagram.

  In this third heating / battery cooling mode, the controller 32 closes the electromagnetic valves 17, 20, 21 and fully closes the outdoor expansion valve 6, opens the electromagnetic valve 22, and opens the auxiliary expansion valve 73 to open the valve opening. Is the state to control. Then, the compressor 2 and the indoor fan 27 are operated, and the circulation pump 62 of the battery temperature adjusting device 61 is also operated (the heat medium heater 66 is not energized). Thereby, all the refrigerant | coolants which came out from the heat radiator 4 flow into the solenoid valve 22, and come to the refrigerant | coolant upstream side of the solenoid valve 17 through the refrigerant | coolant piping 13F. The refrigerant then enters the branch pipe 72 and is depressurized by the auxiliary expansion valve 73, and then flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 via the branch pipe 72 and evaporates. At this time, an endothermic effect is exhibited. The refrigerant evaporated in the refrigerant flow path 64B is repeatedly circulated through the refrigerant pipe 74, the refrigerant pipe 13C, and the accumulator 12 (indicated by solid arrows in FIG. 17).

  On the other hand, the heat medium discharged from the circulation pump 62 passes through the heat medium heater 66 to reach the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 through the heat medium pipe 68, where it evaporates in the refrigerant flow path 64B. The refrigerant absorbs heat and the heat medium is cooled. The heat medium cooled by the endothermic action of the refrigerant leaves the refrigerant-heat medium heat exchanger 64 and reaches the battery 55. After cooling the battery 55, the heat medium is repeatedly sucked into the circulation pump 62 (broken line in FIG. 18). Indicated by an arrow).

  Thus, in the third heating / battery cooling mode, the refrigerant in the refrigerant circuit R evaporates in the refrigerant-heat medium heat exchanger 64 and absorbs heat only from the heat medium (battery 55) of the battery temperature adjusting device 61. As a result, the refrigerant does not flow into the outdoor heat exchanger 7, and the refrigerant pumps up heat only from the battery 55 via the heat medium, so that while solving the problem of frost formation on the outdoor heat exchanger 7, The battery 55 can be cooled and the heat pumped up from the battery 55 can be transferred to the radiator 4 to heat the passenger compartment.

(8-3) Second Heating / Battery Cooling Mode Next, when the heating load in the passenger compartment is small (for example, the temperature of the inside air is relatively high) and the heat generation amount of the battery 55 is large (the cooling load is large), When the required battery cooling capacity Qbat is larger than the required heating capacity Qtgt (Qtgt <Qbat), the controller 32 executes the second heating / battery cooling mode. FIG. 19 shows a refrigerant flow (solid arrow) in the refrigerant circuit R and a heat medium flow (broken arrow) in the battery temperature adjusting device 61 in the second heating / battery cooling mode, and FIG. 20 shows the second heating / battery cooling mode. The ph diagram of the refrigerant circuit R in battery cooling mode is shown. In addition, in FIG. 20, each component apparatus of the refrigerant circuit R is shown on the ph diagram.

  In the second heating / battery cooling mode, the controller 32 closes the electromagnetic valves 17, 20, 21, and 22, opens the outdoor expansion valve 6, and opens the auxiliary expansion valve 73 to control the valve opening. . Then, the compressor 2, the outdoor fan 15, and the indoor fan 27 are operated, the shutter 23 is opened, and the circulation pump 62 of the battery temperature adjusting device 61 is also operated (the heat medium heater 66 is not energized). As a result, the refrigerant discharged from the radiator 4 flows into the outdoor heat exchanger 7 through the outdoor expansion valve 6, and reaches the refrigerant upstream side of the electromagnetic valve 17 through the refrigerant pipe 13A. The refrigerant then enters the branch pipe 72 and is depressurized by the auxiliary expansion valve 73, and then flows into the refrigerant flow path 64 </ b> B of the refrigerant-heat medium heat exchanger 64 through the branch pipe 72 and evaporates. At this time, an endothermic effect is exhibited. The refrigerant evaporated in the refrigerant flow path 64B is repeatedly circulated through the refrigerant pipe 74, the refrigerant pipe 13C, and the accumulator 12 and then sucked into the compressor 2 (indicated by solid arrows in FIG. 19).

  On the other hand, the heat medium discharged from the circulation pump 62 passes through the heat medium heater 66 to reach the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 through the heat medium pipe 68, where it evaporates in the refrigerant flow path 64B. The refrigerant absorbs heat and the heat medium is cooled. The heat medium cooled by the endothermic action of the refrigerant leaves the refrigerant-heat medium heat exchanger 64 and reaches the battery 55. After the battery 55 is cooled, the heat pump repeats the circulation sucked into the circulation pump 62 (the broken line in FIG. 20). Indicated by an arrow).

  In this way, in the second heating / battery cooling mode, the refrigerant in the refrigerant circuit R dissipates heat in the radiator 4 and the outdoor heat exchanger 7, evaporates in the refrigerant-heat medium heat exchanger 64, and the battery temperature adjusting device. Heat is absorbed from the heat medium 61 (battery 55). The controller 32 adjusts the cooling capacity of the battery 55 by the battery temperature adjusting device 61 by controlling the operation (rotation speed NC) of the compressor 2 based on the battery temperature Tb detected by the battery temperature sensor 76 and the target battery temperature TBO. To do.

  In addition, the flow rate of the refrigerant in the radiator 4 is controlled by controlling the valve opening degree of the outdoor expansion valve 6, the heat release amount of the refrigerant in the radiator 4 is adjusted, and the valve opening degree of the auxiliary expansion valve 73 is controlled. The circulation of the refrigerant in the outdoor heat exchanger 7 is controlled, and the heat release amount of the refrigerant in the outdoor heat exchanger 7 is adjusted. As a result, the battery 55 is cooled and the heat is discarded into the outside air so that the vehicle interior can be heated.

  Here, when the battery 55 is rapidly charged or the like, the heat generation amount of the battery 55 becomes extremely large, and the required battery cooling capacity Qbat becomes very large compared to the required heating capacity Qtgt (Qtgt << Qbat). 32 further opens the electromagnetic valve 20 in the state of the second heating / battery cooling mode of FIGS. FIG. 21 shows the refrigerant flow (solid arrow) in the refrigerant circuit R and the heat medium flow (broken arrow) in the battery temperature adjusting device 61 in the second heating / battery cooling mode in this case, and FIG. The ph diagram of the refrigerant circuit R in the second heating / battery cooling mode is shown (in FIG. 22, each component device of the refrigerant circuit R is shown on the ph diagram).

  As described above, in addition to the states of FIG. 19 and FIG. 20, the electromagnetic valve 20 of the refrigerant circuit R is opened, so that the refrigerant radiated by the radiator 4 comes out of the radiator 4 and remains as it is in the outdoor heat exchanger 7. And flows into the outside air (indicated by solid arrows in FIG. 21). Thus, a large amount of excess heat can be released into the outside air while heating the vehicle interior using a large amount of heat generated by the battery 55. Again, the controller 32 controls the operation (rotation speed NC) of the compressor 2 based on the battery temperature Tb detected by the battery temperature sensor 76 and the target battery temperature TBO, thereby cooling the battery 55 by the battery temperature adjusting device 61. Adjust ability.

  Moreover, the controller 32 controls the ventilation to the outdoor heat exchanger 7 by opening and closing the rotation speed of the outdoor blower 15 and the shutter 23, and adjusts the heating capacity in the vehicle interior. However, if the heating capacity of the radiator 4 is excessive even when the number of rotations of the outdoor blower 15 is maximized (a situation where the heat generation amount of the battery 55 is extremely large), the controller 32 controls the air mix damper 28 to the radiator 4. For example, the air flow rate of the vehicle is controlled to decrease, and the heating capacity in the passenger compartment is adjusted.

  As described above, the controller 32 radiates the refrigerant discharged from the compressor 2 with the radiator 4, depressurizes the radiated refrigerant, and then absorbs heat with the outdoor heat exchanger 7 and the refrigerant-heat medium heat exchanger 64. The first heating / battery cooling mode, the refrigerant discharged from the compressor 2 is radiated by the radiator 4 and the outdoor heat exchanger 7, and the radiated refrigerant is decompressed, and then the refrigerant-heat medium heat exchanger Since the second heating / battery cooling mode for absorbing heat at 64 is executed, the first heating / battery cooling mode is executed when the amount of heat generated by the battery 55 is small, and the outdoor heat exchanger 7 In addition, the vehicle interior can be heated while pumping up the heat of the battery 55 to cool the battery 55 and when the amount of heat generated by the battery 55 is large during rapid charging or the like, the second heating / Ba Run the luster cooling mode, emits thermal battery 55 to the outside air in the outdoor heat exchanger 7, while cooling the battery 55, it is possible to heat the passenger compartment.

  In this way, when the vehicle interior is heated, the heat absorption and heat dissipation of the refrigerant in the outdoor heat exchanger 7 can be switched, so the heat of the battery 55 can be effectively used to efficiently heat the vehicle interior. The battery 55 can be appropriately cooled while suppressing frost formation on the outdoor heat exchanger 7.

  Further, the controller 32 prevents the refrigerant from flowing into the outdoor heat exchanger 7, radiates the refrigerant discharged from the compressor 2 with the radiator 4, depressurizes the radiated refrigerant, and then forms a refrigerant-heat medium. Since the third heating / battery cooling mode in which heat is absorbed only by the heat exchanger 64 is executed, when the amount of heat necessary for heating the vehicle interior (heating load) and the amount of heat generated by the battery (battery cooling load) become substantially equal, No. 3 heating / battery cooling mode is executed, and the vehicle interior can be heated only with the heat pumped up from the battery 55. Thereby, the vehicle interior can be efficiently heated and the battery 55 can be appropriately cooled while solving the problem of frost formation on the outdoor heat exchanger 7.

  In this case, the controller 32 switches and executes each heating / battery cooling mode described above based on the required heating capacity Qtgt required for the radiator 4 and the required battery cooling capacity Qbat required for the battery temperature adjusting device 61. Thus, it is possible to appropriately balance heating of the passenger compartment and cooling of the battery 55.

  Specifically, in the embodiment, when the required heating capacity Qtgt is greater than the required battery cooling capacity Qbat, the controller 32 executes the first heating / battery cooling mode, and the required heating capacity Qtgt and the required battery cooling capacity Qbat are If the values are equal or approximate, the third heating / battery cooling mode is executed, and if the required battery cooling capacity Qbat is larger than the required heating capacity Qtgt, the second heating / battery cooling mode is executed. By appropriately switching the heating / battery cooling mode, efficient heating of the passenger compartment and effective cooling of the battery 55 can be performed smoothly.

  Further, in the first heating / battery cooling mode, the controller 32 heats the heat medium by the heat medium heater 66 when the required heating capacity Qtgt cannot be achieved by the heating capacity Qhp that can be generated by the radiator 4. When the heat generation amount of 55 is small and the heating capacity of the vehicle interior by the radiator 4 is insufficient in the first heating / battery cooling mode, the heat medium is heated by the heat medium heater 66 of the battery temperature adjusting device 61, The heat can be pumped up by the refrigerant to make up for the shortage.

  In the embodiment, the controller 32 adjusts the cooling capacity of the battery 55 by the battery temperature adjusting device 61 by controlling the operation of the compressor 2 (rotation speed NC) in the second heating / battery cooling mode, Since the refrigerant flow in the radiator 4 and the outdoor heat exchanger 7 or the ventilation to the radiator 4 and the outdoor heat exchanger 7 is controlled, the heating capacity of the vehicle interior by the radiator 4 is adjusted. When the heat generation amount of the battery 55 is large, the battery 55 is effectively cooled by adjusting the cooling capacity of the battery 55 by controlling the compressor 2 in the second heating / battery cooling mode. It becomes possible to adjust appropriately by controlling the circulation and ventilation of the refrigerant in the radiator 4 and the outdoor heat exchanger 7.

  In this embodiment, the controller 32 for controlling the flow of the refrigerant in the radiator 4 in this case is the outdoor expansion valve 6 for decompressing the refrigerant flowing into the outdoor heat exchanger 7, and the controller 32 is the outdoor heat exchanger. The means for controlling the circulation of the refrigerant 7 is an auxiliary expansion valve 73 for reducing the pressure of the refrigerant flowing into the refrigerant-heat medium heat exchanger 64. The controller 32 controls the ventilation to the radiator 4 in the embodiment by the air mix damper 28 for adjusting the ratio of the air in the air flow passage 3 to the radiator 4. In the embodiment, the means for controlling the ventilation to the outdoor heat exchanger 7 is an outdoor blower 15 for ventilating the outside air to the outdoor heat exchanger 7 and a shutter for preventing the running wind from flowing into the outdoor heat exchanger 7. 23.

  In the embodiment, the refrigerant circuit R absorbs heat from the outdoor expansion valve 6 for decompressing the refrigerant flowing out of the radiator 4 and flowing into the outdoor heat exchanger 7, and the refrigerant discharged from the outdoor heat exchanger 7. A heat absorber 9 for cooling the air supplied from the flow passage 3 into the vehicle interior, an electromagnetic valve 17 and an indoor expansion valve 8 (valve device) for controlling the inflow of refrigerant to the heat absorber 9, and outdoor heat A refrigerant pipe 13D (first bypass circuit) for sucking the refrigerant discharged from the exchanger 7 into the compressor 2 without flowing into the electromagnetic valve 17, and an electromagnetic valve 21 (first valve) provided in the refrigerant pipe 13D. Open / close valve), a refrigerant pipe 13F (second bypass circuit) for diverting the refrigerant from the radiator 4 from the refrigerant upstream side of the outdoor expansion valve 6 and flowing it to the refrigerant upstream side of the electromagnetic valve 17, An electromagnetic valve 22 (second on-off valve) provided in the refrigerant pipe 13F; The branch pipe 72 (branch circuit) for flowing the refrigerant from the medium pipe 13F to the refrigerant-heat medium heat exchanger 64 and the refrigerant that is provided in the branch pipe 72 and flows into the refrigerant-heat medium heat exchanger 64 An auxiliary expansion valve 73 for reducing the pressure and a check valve 18 for preventing the refrigerant from the refrigerant pipe 13F from flowing into the outdoor heat exchanger 7 are provided. The controller 32 controls the outdoor expansion valve 6 and the electromagnetic valve 17. The solenoid valve 21, the solenoid valve 22, the auxiliary expansion valve 73, and the circulation pump 62 of the battery temperature adjusting device 61 are controlled, and the first heating / battery cooling mode, the second heating / battery cooling mode, and the third heating / Since the battery cooling mode is switched and executed, the electromagnetic valve 21 and the electromagnetic valve 22 are opened, the electromagnetic valve 17 is closed, and the outdoor expansion valve 6 and the auxiliary expansion valve 73 are used for the outdoor heat exchanger 7 and the refrigerant-heat. The first heating / battery cooling mode is executed by depressurizing the refrigerant flowing into the body heat exchanger 64, the solenoid valve 22 is opened, the outdoor expansion valve 6 is fully closed, and the solenoid valve 21 and the solenoid valve 17 are closed. The auxiliary expansion valve 73 decompresses the refrigerant flowing into the refrigerant-heat medium heat exchanger 64 to execute the third heating / battery cooling mode, opens the outdoor expansion valve 6, opens the electromagnetic valve 21, the electromagnetic valve 22, and The second heating / battery cooling mode can be executed by closing the electromagnetic valve 17 and reducing the pressure of the refrigerant flowing into the refrigerant-heat medium heat exchanger 64 by the auxiliary expansion valve 73.

  In the embodiment, the flow of the refrigerant into the heat absorber 9 is controlled by the electromagnetic valve 17 and the indoor expansion valve 8. However, if the indoor expansion valve 8 is constituted by an electric valve that can be fully closed, the electromagnetic valve 17 is deleted. It is also possible to achieve the role with only the indoor expansion valve 8. That is, in that case, in the embodiment of the present application, the operation of closing the electromagnetic valve 17 is an operation of fully closing the valve opening of the indoor expansion valve 8.

(8-4) Defrost / Heating / Battery Cooling Mode Next, the defrost / heating / battery cooling mode by the controller 32 will be described. Since the outdoor heat exchanger 7 functions as an evaporator during the heating operation as described above, moisture in the outdoor air grows as frost in the outdoor heat exchanger 7 and the heat exchange efficiency decreases. The controller 32 calculates, for example, the outdoor heat exchanger temperature TXObase at the time of non-frosting calculated from the outside air temperature Tam, the rotational speed NC of the compressor 2, and the outdoor heat exchanger temperature TXObase at the time of non-frosting and the outdoor The outdoor heat exchanger temperature TXO detected by the heat exchanger temperature sensor 54 is constantly compared. When the outdoor heat exchanger temperature TXO is lower than the outdoor heat exchanger temperature TXObase at the time of non-frosting and the difference becomes a predetermined value or more, the required battery cooling capacity Qbat calculated by the above-described formula (IV). Is positive, the defrosting / heating / battery cooling mode is performed in which heating of the vehicle interior and cooling of the battery 55 are performed while the outdoor heat exchanger 7 is defrosted (FIGS. 23 and 24).

  In the defrosting / heating / battery cooling mode, the shutter 23 is closed in the state of the refrigerant circuit R in the second heating / battery cooling mode of FIG. 21 described above, and the inflow of traveling wind to the outdoor heat exchanger 7 is prevented. . Further, the outdoor blower 15 is stopped, and the compressor 2 and the indoor blower 27 are operated. Then, the circulation pump 62 of the battery temperature adjusting device 61 is also operated, and the refrigerant and the heat medium are heat-exchanged in the refrigerant-heat medium heat exchanger 64. When the shutter 23 is provided as in the embodiment, it is closed. When the shutter 23 is not provided, the outdoor blower 15 is stopped and the forced ventilation of the outside air is only stopped. FIG. 23 shows the refrigerant flow (solid arrow) in the refrigerant circuit R and the heat medium flow (broken arrow) in the battery temperature adjusting device 61 in this defrost / heating / battery cooling mode, and FIG. The ph diagram of the refrigerant circuit R in the battery cooling mode is shown (in FIG. 24, each component device of the refrigerant circuit R is shown on the ph diagram).

  Thus, the high-temperature refrigerant discharged from the compressor 2 flows into the radiator 4 to dissipate heat, heats the air flowing through the air flow passage 3, and then passes through the electromagnetic valve 20 to the outdoor heat exchanger 7. Inflow. Since no outdoor air or traveling air is passed through the outdoor heat exchanger 7, the frost that has grown on the outdoor heat exchanger 7 is heated and melted by the high-temperature refrigerant that has flowed. On the other hand, the refrigerant condenses in the outdoor heat exchanger 7, exits from the outdoor heat exchanger 7, enters the branch pipe 72 as described above, and is decompressed by the auxiliary expansion valve 73, and then the refrigerant of the refrigerant-heat medium heat exchanger 64. It evaporates in the channel 64B.

  Here, the refrigerant absorbs heat from the heat medium circulating in the battery temperature adjusting device 61. As a result, the battery 55 is cooled and the vehicle interior is heated while the outdoor heat exchanger 7 is defrosted by the heat pumped up from the heat medium. It will be. In addition, when it is desired to rapidly defrost the outdoor heat exchanger 7, the heat medium heater 66 may be caused to generate heat by the controller 32. In that case, the heat of the heat medium heater 66 is also pumped up by the refrigerant and conveyed to the outdoor heat exchanger 7 to contribute to defrosting.

  As described above, the controller 32 allows the refrigerant discharged from the compressor 2 to flow into the radiator 4 and the outdoor heat exchanger 7 in a state in which the outside air is not passed through the outdoor heat exchanger 7 or in a state where the inflow of running air is blocked. Since the defrosting / heating / battery cooling mode in which the refrigerant-heat medium heat exchanger 64 absorbs heat is executed after the radiated refrigerant is decompressed by the auxiliary expansion valve 73, the refrigerant is discharged from the compressor 2. While defrosting the outdoor heat exchanger 7 with the high-temperature refrigerant, the heat of the battery 55 can be pumped up to heat the vehicle interior.

(8-5) Cooling / Battery Cooling Mode Next, when the battery temperature Tb rises due to charge / discharge or the like during the cooling operation described above and becomes higher than the target battery temperature TBO (TBO <Tb), in the embodiment, the controller 32 opens the auxiliary expansion valve 73 and operates the battery temperature adjusting device 61 to start the cooling of the battery 55, thereby executing the cooling / battery cooling mode (FIGS. 25 and 26).

  In this cooling / battery cooling mode, the controller 32 opens the auxiliary expansion valve 73 to control the valve opening degree in the state of the refrigerant circuit R in the cooling operation of FIG. And the refrigerant-heat medium heat exchanger 64 is brought into a state where heat exchange is performed between the refrigerant and the heat medium. The heat medium heater 66 is not energized. FIG. 25 shows the refrigerant flow (solid arrow) in the refrigerant circuit R in this cooling / battery cooling mode and the heat medium flow (broken arrow) in the battery temperature adjusting device 61, and FIG. 26 shows the refrigerant circuit in the cooling / battery cooling mode. A ph diagram of R is shown (in FIG. 26, each component device of the refrigerant circuit R is shown on the ph diagram).

  As a result, the high-temperature refrigerant discharged from the compressor 2 sequentially flows into the outdoor heat exchanger 7 through the radiator 4 and the electromagnetic valve 20, and exchanges heat with the outside air and traveling air that are ventilated by the outdoor blower 15. To dissipate heat and condense. A part of the refrigerant condensed in the outdoor heat exchanger 7 reaches the indoor expansion valve 8 and is decompressed there, and then flows into the heat absorber 9 and evaporates. Since the air in the air flow passage 3 is cooled by the heat absorption action at this time, the passenger compartment is cooled.

  The remainder of the refrigerant condensed in the outdoor heat exchanger 7 is diverted to the branch pipe 72, decompressed by the auxiliary expansion valve 73, and then evaporated in the refrigerant flow path 64 </ b> B of the refrigerant-heat medium heat exchanger 64. Since the refrigerant absorbs heat from the heat medium circulating in the battery temperature adjusting device 61, the battery 55 is cooled in the same manner as described above. The refrigerant from the heat absorber 9 is sucked into the compressor 2 through the refrigerant pipe 13C and the accumulator 12, and the refrigerant from the refrigerant-heat medium heat exchanger 64 is also passed from the refrigerant pipe 74 through the accumulator 12 to the compressor 2. Will be inhaled.

(8-6) Dehumidifying Cooling / Battery Cooling Mode Next, when the battery temperature Tb rises due to charge / discharge during the above-described dehumidifying cooling operation and becomes higher than the target battery temperature TBO (TBO <Tb), the embodiment Then, the controller 32 opens the auxiliary expansion valve 73, operates the battery temperature adjusting device 61, and starts cooling of the battery 55, and performs dehumidification cooling / battery cooling mode (FIG. 27, FIG. 28).

  In the dehumidifying cooling / battery cooling mode, the controller 32 opens the auxiliary expansion valve 73 to control the valve opening degree in the state of the refrigerant circuit R in the dehumidifying cooling operation shown in FIG. The pump 62 is also operated to bring the refrigerant and the heat medium into heat exchange in the refrigerant-heat medium heat exchanger 64. The heat medium heater 66 is not energized. FIG. 27 shows the refrigerant flow (solid arrow) in the refrigerant circuit R and the heat medium flow (broken arrow) in the battery temperature adjustment device 61 in this dehumidifying cooling / battery cooling mode, and FIG. 28 shows the dehumidifying cooling / battery cooling mode in FIG. The ph diagram of the refrigerant circuit R is shown (in FIG. 28, each component device of the refrigerant circuit R is shown on the ph diagram).

  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 passage 3 is passed through the radiator 4, the air in the air flow passage 3 is heated by the high-temperature refrigerant in the radiator 4, while the refrigerant in the radiator 4 heats the air. It is deprived and cooled, and condensates. The refrigerant that has exited the radiator 4 reaches the outdoor expansion valve 6 and flows into the outdoor heat exchanger 7 through the outdoor expansion valve 6 that is controlled to open. The refrigerant flowing into the outdoor heat exchanger 7 is cooled and condensed by running there or by the outside air ventilated by the outdoor blower 15. A part of the refrigerant exiting the outdoor heat exchanger 7 reaches the indoor expansion valve 8 where the pressure is reduced and then flows into the heat absorber 9 and evaporates. At this time, the air supplied from the air flow passage 3 to the vehicle interior is cooled and dehumidified by the heat absorption action at this time, so that the vehicle interior is dehumidified and cooled.

  The remainder of the refrigerant condensed in the outdoor heat exchanger 7 is diverted to the branch pipe 72, decompressed by the auxiliary expansion valve 73, and then evaporated in the refrigerant flow path 64 </ b> B of the refrigerant-heat medium heat exchanger 64. Since the refrigerant absorbs heat from the heat medium circulating in the battery temperature adjusting device 61, the battery 55 is cooled in the same manner as described above. The refrigerant from the heat absorber 9 is sucked into the compressor 2 through the refrigerant pipe 13C and the accumulator 12, and the refrigerant from the refrigerant-heat medium heat exchanger 64 is also passed from the refrigerant pipe 74 through the accumulator 12 to the compressor 2. Will be inhaled.

  Note that as shown in FIG. 13 described above, the battery 55 can be cooled even when the shutter 23 is closed and the outdoor fan 15 is stopped in this dehumidifying and cooling operation. FIG. 29 shows the flow of refrigerant and the state of the shutter 23 in this dehumidifying cooling / battery cooling mode (shutter closed), and FIG. 30 shows a ph diagram of the refrigerant circuit R (in FIG. 30, each configuration of the refrigerant circuit R). The instrument is shown on the ph diagram).

  That is, also in this case, since the running wind does not flow into the outdoor heat exchanger 7 and there is no ventilation of the outside air, as shown in the ph diagram of FIG. 30, the refrigerant and the outside air in the outdoor heat exchanger 7 The amount of heat exchange is extremely small. Accordingly, the amount of heat dissipated by the refrigerant in the radiator 4 increases, so that the opening degree of the outdoor expansion valve 6 is remarkably reduced or the radiator pressure PCI is set to the target radiator pressure PCO without setting the minimum opening degree. As a result, temperature spots generated in the heat absorber 9 can be prevented.

  As in the case of FIG. 27, the refrigerant that has exited the outdoor heat exchanger 7 is divided into one that is directed from the indoor expansion valve 8 to the heat absorber 9 and one that is directed to the branch pipe 72, and the refrigerant that has flowed into the branch pipe 72 is auxiliary expanded. After the pressure is reduced by the valve 73, the refrigerant evaporates in the refrigerant flow path 64 </ b> B of the refrigerant-heat medium heat exchanger 64. Since the refrigerant absorbs heat from the heat medium circulating in the battery temperature adjusting device 61, the battery 55 is cooled in the same manner as described above. The refrigerant from the heat absorber 9 is sucked into the compressor 2 through the refrigerant pipe 13C and the accumulator 12, and the refrigerant from the refrigerant-heat medium heat exchanger 64 is also passed from the refrigerant pipe 74 through the accumulator 12 to the compressor 2. Will be inhaled.

(8-7) Internal cycle / battery cooling mode Next, when the battery temperature Tb rises due to charge / discharge or the like during the internal cycle operation described above and becomes higher than the target battery temperature TBO (TBO <Tb), the embodiment Then, the controller 32 opens the auxiliary expansion valve 73, operates the battery temperature adjusting device 61, and starts cooling the battery 55, thereby executing the internal cycle / battery cooling mode (FIGS. 31 and 32).

  In this internal cycle / battery cooling mode, the controller 32 opens the auxiliary expansion valve 73 to control the valve opening degree in the state of the refrigerant circuit R in the internal cycle operation of FIG. The pump 62 is also operated to bring the refrigerant and the heat medium into heat exchange in the refrigerant-heat medium heat exchanger 64. The heat medium heater 66 is not energized. FIG. 31 shows the refrigerant flow (solid arrow) in the refrigerant circuit R in this internal cycle / battery cooling mode and the heat medium flow (broken arrow) in the battery temperature regulator 61, and FIG. 32 shows the internal cycle / battery cooling mode. The ph diagram of the refrigerant circuit R is shown (in FIG. 32, each component device of the refrigerant circuit R is shown on the ph diagram).

  Thereby, after the high-temperature refrigerant | coolant discharged from the compressor 2 is thermally radiated with the heat radiator 4, it will flow to the refrigerant | coolant piping 13F through the electromagnetic valve 22 altogether. Then, a part of the refrigerant exiting the refrigerant pipe 13F reaches the indoor expansion valve 8 via the electromagnetic valve 17 from the refrigerant pipe 13B, and is decompressed there, and then flows into the heat absorber 9 and evaporates. Since the moisture in the air blown out from the indoor blower 27 by the heat absorption action at this time condenses and adheres to the heat absorber 9, the air is cooled and dehumidified.

  The remaining refrigerant exiting the refrigerant pipe 13F is diverted to the branch pipe 72, decompressed by the auxiliary expansion valve 73, and then evaporated in the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64. Since the refrigerant absorbs heat from the heat medium circulating in the battery temperature adjusting device 61, the battery 55 is cooled in the same manner as described above. The refrigerant from the heat absorber 9 is sucked into the compressor 2 through the refrigerant pipe 13C and the accumulator 12, and the refrigerant from the refrigerant-heat medium heat exchanger 64 is also passed from the refrigerant pipe 74 through the accumulator 12 to the compressor 2. Will be inhaled.

(8-8) Dehumidifying Heating / Battery Cooling Mode Next, when the battery temperature Tb rises due to charging / discharging or the like during the above-described dehumidifying heating operation and becomes higher than the target battery temperature TBO (TBO <Tb), Example Then, the controller 32 opens the auxiliary expansion valve 73, operates the battery temperature adjusting device 61, and starts cooling of the battery 55, and performs dehumidification heating / battery cooling mode (FIG. 33, FIG. 34).

  In the dehumidifying heating / battery cooling mode, the controller 32 opens the auxiliary expansion valve 73 and controls the valve opening degree in the state of the refrigerant circuit R in the dehumidifying heating operation of FIG. The pump 62 is also operated to bring the refrigerant and the heat medium into heat exchange in the refrigerant-heat medium heat exchanger 64. FIG. 33 shows the refrigerant flow (solid arrow) in the refrigerant circuit R and the heat medium flow (broken arrow) in the dehumidifying heating / battery cooling mode, and FIG. 34 shows the dehumidifying heating / battery cooling mode. The ph diagram of the refrigerant circuit R is shown (in FIG. 34, each component device of the refrigerant circuit R is shown on the ph diagram).

  As a result, a part of the condensed refrigerant exiting the radiator 4 is diverted, and the diverted refrigerant flows into the refrigerant pipe 13F through the electromagnetic valve 22, and comes out of the refrigerant pipe 13F, and a part of the refrigerant pipe is refrigerant pipe. The refrigerant flows from 13B to the indoor expansion valve 8, and the remaining refrigerant flows to the outdoor expansion valve 6. That is, after a part of the divided refrigerant is decompressed by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. At this time, moisture in the air blown out from the indoor blower 27 is condensed and attached to the heat absorber 9 by the heat absorption action of the refrigerant generated in the heat absorber 9, so that the air is cooled and dehumidified. Since the air dehumidified by the heat absorber 9 is reheated in the process of passing through the radiator 4, dehumidifying heating in the passenger compartment is thereby performed. In addition, the remaining condensed refrigerant from the radiator 4 is depressurized by the outdoor expansion valve 6 and then evaporated by the outdoor heat exchanger 7 to absorb heat from the outside air.

  On the other hand, the remainder of the refrigerant exiting the refrigerant pipe 13F flows into the branch pipe 72, is decompressed by the auxiliary expansion valve 73, and evaporates in the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64. Since the refrigerant absorbs heat from the heat medium circulating in the battery temperature adjusting device 61, the battery 55 is cooled in the same manner as described above. Note that the refrigerant discharged from the heat absorber 9 is sucked into the compressor 2 through the refrigerant pipe 13C and the accumulator 12, and the refrigerant discharged from the outdoor heat exchanger 7 passes through the refrigerant pipe 13D, the electromagnetic valve 21, the refrigerant pipe 13C, and the accumulator 12. Then, the refrigerant that is sucked into the compressor 2 and exits the refrigerant-heat medium heat exchanger 64 is also sucked into the compressor 2 from the refrigerant pipe 74 through the accumulator 12.

(8-9) Battery Cooling Single Mode Next, for example, when the vehicle is stopped and the battery 55 is being charged, the battery temperature Tb rises due to self-heating and becomes higher than the target battery temperature TBO ( TBO <Tb), in the embodiment, the controller 32 executes the battery cooling single mode (FIGS. 35 and 36). In this battery cooling single mode, since there is no passenger in the vehicle interior, there is no need to air-condition the vehicle interior, but the controller 32 operates the compressor 2 and also operates the outdoor blower 15. Further, the electromagnetic valve 20 is opened, and the auxiliary expansion valve 73 is also opened to decompress the refrigerant.

  Furthermore, the controller 32 closes the solenoid valve 17, the solenoid valve 21, and the solenoid valve 22, and also stops the indoor blower 26. Then, the controller 32 operates the circulation pump 62 so that the refrigerant and the heat medium are exchanged in the refrigerant-heat medium heat exchanger 64. FIG. 35 shows the refrigerant flow (solid arrow) in the refrigerant circuit R in the battery cooling single mode and the heat medium flow (broken arrow) in the battery temperature adjusting device 61, and FIG. 36 shows the refrigerant circuit R in the battery cooling single mode. The ph diagram is shown (in FIG. 36, each component device of the refrigerant circuit R is shown on the ph diagram).

  Thus, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 passes through the radiator 4 and reaches the outdoor expansion valve 6 from the refrigerant pipe 13E. At this time, since the solenoid valve 20 is opened, the refrigerant passes through the refrigerant pipe 13J through the solenoid valve 20, flows into the outdoor heat exchanger 7 as it is, is cooled by the outside air ventilated by the outdoor blower 15, and is condensed and liquefied. To do. In the case where frost has grown on the outdoor heat exchanger 7, the outdoor heat exchanger 7 is defrosted by the heat dissipation action at this time.

  The refrigerant that has exited the outdoor heat exchanger 7 enters the refrigerant pipe 13A. At this time, the electromagnetic valve 17 is closed, so that all of the refrigerant that has exited the outdoor heat exchanger 7 passes through the branch pipe 72 to the auxiliary expansion valve 73. It reaches. The refrigerant is decompressed by the auxiliary expansion valve 73 and then flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 to evaporate. At this time, an endothermic effect is exhibited. The refrigerant evaporated in the refrigerant flow path 64B is repeatedly circulated through the refrigerant pipe 74, the refrigerant pipe 13C, and the accumulator 12 and then sucked into the compressor 2 (indicated by solid arrows in FIG. 35).

  On the other hand, the heat medium discharged from the circulation pump 62 passes through the heat medium heater 66 to reach the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 through the heat medium pipe 68, where it evaporates in the refrigerant flow path 64B. The refrigerant absorbs heat and the heat medium is cooled. The heat medium cooled by the endothermic action of the refrigerant leaves the refrigerant-heat medium heat exchanger 64 and reaches the battery 55, and after cooling the battery 55, the circulation sucked into the circulation pump 62 is repeated. The controller 32 controls the operation of the compressor 2 and the circulation pump 62 based on, for example, the battery temperature Tb detected by the battery temperature sensor 76 and the target battery temperature TBO.

  The battery 55 has a charge / discharge performance that decreases when the battery temperature Tb becomes lower than the above-described appropriate temperature range in a low temperature environment. However, in the embodiment, the battery temperature adjusting device 61 is provided with the heat medium heater 66. When the temperature Tb falls below the appropriate temperature range, the controller 32 causes the heat medium heater 66 to generate heat and heats the heat medium circulated to the battery 55. Thereby, the battery temperature Tb is raised and maintained in an appropriate temperature range. However, in that case, the controller 32 is configured to prevent the refrigerant from circulating through the refrigerant-heat medium heat exchanger 64 by fully closing the auxiliary expansion valve 73.

  The configurations of the refrigerant circuit R and the battery temperature adjusting device 61 described in the above embodiments are not limited thereto, and it goes without saying that they can be changed without departing from the spirit of the present invention.

DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 2 Compressor 3 Air flow path 4 Radiator 6 Outdoor expansion valve 7 Outdoor heat exchanger 8 Indoor expansion valve (valve device)
9 Heat absorber 13D Refrigerant piping (first bypass circuit)
13F Refrigerant piping (second bypass circuit)
15 Outdoor blower 17 Solenoid valve (open / close valve, valve device)
18 Check valve 20 Solenoid valve (open / close valve)
21 Solenoid valve (first on-off valve 22 Solenoid valve (second on-off valve)
23 Shutter 27 Indoor Blower 28 Air Mix Damper 32 Controller (Control Device)
55 Battery 61 Battery temperature adjusting device 62 Circulation pump 64 Refrigerant-heat medium heat exchanger 66 Heat medium heater (heating device)
72 Branch piping (branch circuit)
73 Auxiliary expansion valve R Refrigerant circuit

Claims (6)

A compressor for compressing the refrigerant;
An air flow passage through which air to be supplied into the passenger compartment flows;
A radiator for dissipating the refrigerant and heating the air supplied from the air flow passage to the vehicle interior;
A heat absorber for absorbing the refrigerant to cool the air supplied from the air flow passage to the vehicle interior;
An outdoor heat exchanger provided outside the passenger compartment to dissipate the refrigerant,
An outdoor expansion valve for decompressing the refrigerant flowing out of the radiator and flowing into the outdoor heat exchanger;
A shutter for preventing running air from flowing into the outdoor heat exchanger;
Equipped with a control device,
A dehumidifying and cooling operation in which at least the refrigerant discharged from the compressor is radiated by the radiator and the outdoor heat exchanger, and the radiated refrigerant is depressurized and then absorbed by the heat absorber. In the vehicle air conditioner to be executed,
The control device closes the shutter when the heat dissipating capability of the radiator is insufficient in the dehumidifying and cooling operation. In the dehumidifying and cooling operation, the control device controls the operation of the compressor based on the temperature of the heat absorber, and controls the valve opening degree of the outdoor expansion valve based on the pressure of the radiator.
2. The shutter according to claim 1, wherein the shutter is closed when the heat dissipation capability of the radiator is insufficient even when the valve opening degree of the outdoor expansion valve is reduced while the temperature of the heat absorber is satisfactory. Air conditioner for vehicles. The control device, in the dehumidifying and cooling operation, controls the valve opening of the outdoor expansion valve so that the pressure of the radiator becomes the target value,
If the pressure of the radiator cannot be set to the target value even when the valve opening of the outdoor expansion valve is set to the minimum control opening, it is determined that the heat dissipation capability of the radiator is insufficient. The vehicle air conditioner according to claim 1 or 2, wherein the air conditioner is closed. An outdoor fan for ventilating the outdoor air to the outdoor heat exchanger,
4. The vehicle air conditioner according to claim 1, wherein when the shutter is closed, the outdoor blower is also stopped. 5.   In the dehumidifying and cooling operation, when the heat dissipation capability of the radiator is insufficient even when the shutter is closed, the control device causes the refrigerant discharged from the compressor to radiate heat by the radiator, and the radiated refrigerant is removed. The vehicle air conditioner according to any one of claims 1 to 4, wherein after the pressure is reduced, the vehicle moves to an internal cycle operation in which heat is absorbed by the heat absorber.   The said control apparatus makes the said refrigerant | coolant exit of the said outdoor heat exchanger communicate with the refrigerant | coolant suction side of the said compressor while fully closing the said outdoor expansion valve in the said internal cycle driving | operation. Air conditioner for vehicles.

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