JP2021037859A - Vehicular air conditioner - Google Patents

Abstract

To provide a vehicular air conditioner suppressing the degradation of comfort due to changes of a cycle structure, concerning the vehicular air conditioner capable of simultaneously executing the air-conditioning of a vehicle cabin and the cooling of a cooling object.SOLUTION: A vehicular air conditioner 1 has a refrigeration cycle device 10, an air-conditioning solenoid valve 14a and a battery solenoid valve 14b, a switch control portion 50a, a refrigerant discharging performance control portion 50b, and an upper limit value deciding portion 50c. The refrigerant cycle device 10 has a compressor 11, an air-conditioning evaporator 16, a right side battery evaporator 19a and a left side battery evaporator 19b, and a right side battery expansion valve 18a and a left side battery expansion valve 18b as cooling flow rate adjusting portions. The upper limit value deciding portion 50c decides an upper limit value of refrigerant discharging performance of the compressor 11. The upper limit value deciding portion 50c decides an upper limit value in an air-conditioning cooling cycle to be larger than an upper limit value in an air-conditioning single cycle.SELECTED DRAWING: Figure 10

Description

The present invention relates to an air conditioner for a vehicle that air-conditions the interior of a vehicle and cools an object to be cooled mounted on the vehicle.

Conventionally, as a technique related to a vehicle air conditioner, for example, the technique described in Patent Document 1 is known. The vehicle air conditioner of Patent Document 1 includes a radiator, a heat absorber, an outdoor heat exchanger, and the like, and has a plurality of operation modes of a heating mode, a dehumidifying heating mode, an internal cycle mode, a dehumidifying cooling mode, and a cooling mode. Can be switched to.

The vehicle air conditioner of Patent Document 1 is configured to adjust the amount of refrigerant in the cycle by increasing or decreasing the amount of refrigerant inside the outdoor heat exchanger by opening and closing the expansion valve when switching the operation mode. ..

Japanese Unexamined Patent Publication No. 2014-946774

Here, if the technology of Patent Document 1 is applied to a vehicle air conditioner capable of simultaneously cooling the air conditioning in the vehicle interior and the cooling object mounted on the vehicle, cooling of the cooling object starts depending on the air conditioning environment. Sometimes a large amount of refrigerant is taken on the cooling side of the object to be cooled, and the air conditioning side tends to be short of refrigerant. For this reason, it is conceivable that the fluctuation of the blowout temperature on the air-conditioning side becomes large and the comfort in the vehicle interior is lowered.

Further, the refrigerant contains refrigerating machine oil, and when the flow rate of the refrigerant decreases, the refrigerating machine oil may stay. Insufficient circulation of refrigerating machine oil is expected to affect the operation of the compressor.

The present disclosure has been made in view of these points, and relates to a vehicle air conditioner capable of simultaneously air-conditioning the interior of a vehicle and cooling an object to be cooled, and a vehicle that suppresses a decrease in comfort due to a change in cycle configuration. It is an object of the present invention to provide an air conditioner for a vehicle.

In order to achieve the above object, the vehicle air conditioner according to claim 1 includes a refrigeration cycle device (10), switching units (14a, 14b), a switching control unit (50a), and a refrigerant discharge capacity control unit (10a). It has a 50b) and an upper limit value determining unit (50c).

The refrigeration cycle apparatus includes a compressor (11), an air-conditioning evaporation unit (16), a cooling evaporation unit (19a, 19b), and a cooling flow rate adjusting unit (18a, 18b). The compressor compresses and discharges the refrigerant containing refrigerating machine oil. The air-conditioning evaporation unit evaporates the refrigerant in order to cool the air-conditioning air blown into the vehicle interior. The cooling evaporation unit is connected in parallel to the air conditioning evaporation unit with respect to the flow of the refrigerant, and evaporates the refrigerant to cool the object to be cooled. The cooling flow rate adjusting unit adjusts the flow rate of the refrigerant flowing into the cooling evaporation unit.

The switching unit includes an air-conditioning cooling cycle in which the refrigerant flows into the air-conditioning evaporative unit and the cooling evaporative unit, and an air-conditioning independent cycle in which the refrigerant is prohibited from flowing into the cooling evaporative unit and the refrigerant flows into the air-conditioning evaporative unit. To switch.

The switching control unit controls the switching unit. The refrigerant discharge capacity control unit controls the refrigerant discharge capacity of the compressor. The upper limit value determining unit determines the upper limit value of the refrigerant discharge capacity of the compressor. Then, the upper limit value determining unit determines the upper limit value in the air conditioning cooling cycle to be larger than the upper limit value in the air conditioning single cycle.

According to this, since the refrigerant discharge capacity of the compressor is controlled by the upper limit value determined by the upper limit value determining unit, it is possible to realize air conditioning in the vehicle interior with low power and low noise in the case of a single air conditioning cycle. Here, in the case of the air-conditioning cooling cycle, it is necessary to circulate the refrigerant through the cooling evaporation unit in addition to the circulation of the refrigerant through the air-conditioning evaporation unit. Therefore, by determining the upper limit value of the refrigerant discharge capacity of the compressor to be larger than that in the case of the air conditioning single cycle in the upper limit value determination unit, it is appropriate for both the air conditioning evaporative unit and the cooling evaporative unit. It is possible to secure a sufficient flow rate of the refrigerant and circulate it.

As a result, the vehicle air conditioner can suppress the decrease in comfort such as the increase in the blowing temperature and the decrease in the dehumidifying performance due to the change in the cycle configuration such as the air conditioning single cycle and the air conditioning refrigeration cycle, and further, the refrigerating machine oil is insufficient. It is possible to prevent the occurrence of problems caused by the above.

The reference numerals in parentheses of each means described in this column and in the claims indicate the correspondence with the specific means described in the embodiments described later.

It is an overall block diagram of the vehicle air conditioner of one Embodiment. It is a block diagram which shows the electric control part of the air conditioner for a vehicle of one Embodiment. It is a flowchart which shows the control process of the automatic air-conditioning control of the vehicle air-conditioning apparatus of one Embodiment. It is a control characteristic diagram which determines the air volume of the air conditioner blower in the control process of the vehicle air conditioner of one Embodiment. It is a flowchart which shows a part of the control process of the air conditioner for a vehicle of one Embodiment. It is a control characteristic diagram which determines the operating state of the water heater in the control process of the vehicle air conditioner of one Embodiment. It is a control characteristic diagram which determines the target heat medium temperature in the control process of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another part of the control process of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another part of the control process of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another part of the control process of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another part of the control process of the vehicle air conditioner of one Embodiment. It is a figure which shows the air-conditioning battery requirement in the control process of the air-conditioning apparatus for a vehicle of one Embodiment. It is a flowchart which shows another part of the control process of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another part of the control process of the vehicle air conditioner of one Embodiment. It is a figure which shows the possibility of the battery cooling operation in the control process of the vehicle air conditioner of one Embodiment. It is a control characteristic diagram which determines the evaporator temperature determination value f2 in the control process of the vehicle air conditioner of one Embodiment. It is a figure which shows the correction value β1 in the control process of the vehicle air conditioner of one Embodiment. It is a figure which shows the hysteresis β2 in the control process of the vehicle air conditioner of one Embodiment. FIG. 5 is a control characteristic diagram for determining an internal air temperature determination value f1 in the control process of the vehicle air conditioner of one embodiment. It is a figure which shows the correction value α1 in the control process of the vehicle air conditioner of one Embodiment. It is a control characteristic diagram which determines the elapsed time determination value f3 in the control process of the vehicle air conditioner of one Embodiment. It is a chart which shows the reference elapsed time Timer in the control process of the vehicle air conditioner of one Embodiment. It is a control characteristic diagram for determining the time limit LTop in the control process of the vehicle air conditioner of one embodiment. It is a control characteristic diagram for determining the limit opening degree LDop in the control process of the vehicle air conditioner of one Embodiment. It is a control characteristic diagram which determines the operating rate of the outside air fan in the control process of the vehicle air conditioner of one Embodiment. It is a flowchart which shows the control process for oil recovery control of the air conditioner for a vehicle of one Embodiment. It is a time chart which shows an example of the case where the oil recovery control of the vehicle air conditioner of one embodiment is executed. It is a figure which shows the switching of the refrigerant circuit in the refrigerating cycle apparatus of the air conditioner for a vehicle of one Embodiment.

Hereinafter, an embodiment of the vehicle air conditioner 1 according to the present invention will be described with reference to the drawings. The vehicle air conditioner 1 of the present embodiment is mounted on an electric vehicle that obtains a driving force for traveling the vehicle from an electric motor. The vehicle air conditioner 1 of the present embodiment is a vehicle air conditioner having a cooling function for cooling the battery 70, which is the object to be cooled, while air-conditioning the interior of the vehicle, which is the space to be air-conditioned in the electric vehicle.

The battery 70 is a secondary battery that stores electric power supplied to an in-vehicle device such as an electric motor. The battery 70 is an assembled battery formed by electrically connecting a plurality of battery cells in series or in parallel.

The battery cell is a rechargeable secondary battery. In this embodiment, a lithium ion battery is used as the battery cell. Each battery cell is formed in a flat rectangular parallelepiped shape. Each battery cell is laminated and integrated so that the flat surfaces face each other. Therefore, the battery 70 as a whole is formed in a substantially rectangular parallelepiped shape.

The output of this type of battery 70 tends to decrease at low temperatures, and deterioration tends to progress at high temperatures. Therefore, the temperature of the battery 70 needs to be maintained within an appropriate temperature range (in this embodiment, 15 ° C. or higher and 55 ° C. or lower) in which the battery 70 can exhibit sufficient charge / discharge performance. There is.

Further, in the battery 70 formed by electrically connecting a plurality of battery cells, if the performance of any of the battery cells deteriorates, the performance of the assembled battery as a whole deteriorates. Therefore, when cooling the battery 70, it is desirable to cool all the battery cells evenly.

The vehicle air conditioner 1 of the present embodiment includes a refrigeration cycle device 10 shown in FIG. 1, a heat medium circuit 20, an indoor air conditioner unit 30, a battery pack 40, an air conditioner control device 50 shown in FIG. 2, and the like.

First, the refrigeration cycle apparatus 10 will be described. The refrigeration cycle device 10 cools the air-conditioning air blown into the vehicle interior and the cooling air blown air blown to the battery 70 in the vehicle air-conditioning device 1. The refrigeration cycle device 10 can switch between a battery independent cycle, an air conditioning independent cycle, and an air conditioning battery cycle as a refrigerant circuit.

The air-conditioning independent cycle is a refrigerant circuit that is switched when the air-conditioning air is cooled without cooling the cooling air. More specifically, the air-conditioning independent cycle is a refrigerant circuit that allows the refrigerant to flow into the air-conditioning evaporator 16 described later without flowing the refrigerant into the right-side battery evaporator 19a and the left-side battery evaporator 19b described later.

The battery independent cycle is a refrigerant circuit that can be switched when cooling the cooling air without cooling the air conditioning air. More specifically, the battery independent cycle is a refrigerant circuit that allows the refrigerant to flow into the right-side battery evaporator 19a and the left-side battery evaporator 19b without flowing the refrigerant into the air-conditioning evaporator 16.

The air-conditioning battery cycle is a refrigerant circuit that can be switched when cooling both the air-conditioning air and the cooling air. More specifically, the air-conditioning battery cycle is a refrigerant circuit in which the refrigerant flows into the air-conditioning evaporator 16 and the refrigerant flows into the right-side battery evaporator 19a and the left-side battery evaporator 19b.

In the refrigeration cycle apparatus 10, an HFO-based refrigerant (specifically, R1234yf) is used as the refrigerant. The refrigeration cycle apparatus 10 constitutes a vapor compression type subcritical refrigeration cycle in which the refrigerant pressure on the high pressure side does not exceed the critical pressure of the refrigerant. Refrigerant oil for lubricating the compressor 11 is mixed in the refrigerant. In the present embodiment, PAG oil (polyalkylene glycol oil) having compatibility with the liquid phase refrigerant is used as the refrigerating machine oil. Some of the refrigerating machine oil circulates in the cycle together with the refrigerant.

The compressor 11 sucks in the refrigerant, compresses it, and discharges it in the refrigeration cycle device 10. The compressor 11 is arranged in the drive unit room on the front side of the vehicle. The drive unit room forms a space in which at least a part of equipment (for example, an electric motor) used for generating or adjusting a driving force for traveling a vehicle is arranged.

The compressor 11 is an electric compressor that rotationally drives a fixed-capacity compression mechanism having a fixed discharge capacity by an electric motor. The rotation speed (that is, the refrigerant discharge capacity) of the compressor 11 is controlled by the control signal output from the air conditioning control device 50.

The refrigerant inlet side of the condenser 12 is connected to the discharge port of the compressor 11. The condenser 12 exchanges heat between the high-pressure refrigerant discharged from the compressor 11 and the outside air blown from the outside air fan 12a. The condenser 12 is a heat exchange unit for condensation that dissipates the heat of the refrigerant to the outside air to condense the refrigerant. Therefore, the condenser 12 corresponds to a heat radiating portion. The condenser 12 is arranged on the front side of the drive unit chamber.

The outside air fan 12a is an electric blower that blows outside air toward the condenser 12. The rotation speed (that is, the blowing capacity) of the outside air fan 12a is controlled by the control voltage output from the air conditioning control device 50. As the outside air fan 12a, a suction type fan may be adopted or a blowout type fan may be adopted as long as the outside air can be sent to the condenser 12.

A receiver 12b is connected to the refrigerant outlet side of the condenser 12. The receiver 12b separates the gas-liquid of the refrigerant flowing out from the condenser 12, causes a part of the separated liquid-phase refrigerant to flow out to the downstream side, and stores the remaining liquid-phase refrigerant as the surplus refrigerant of the cycle. It is a department. The condenser 12 and the receiver 12b of the present embodiment are integrally formed.

The outlet side of the receiver 12b is connected to the inlet side of the branch portion 13a that branches the flow of the refrigerant flowing out from the receiver 12b. The branch portion 13a is a three-way joint having three inflow ports communicating with each other. In the branch portion 13a, one of the three inflow ports is used as an inflow port, and the remaining two are used as an outflow port.

The inlet side of the air conditioning expansion valve 15 is connected to one of the outlets of the branch portion 13a via the air conditioning branch pipe 13e, which is a refrigerant pipe. An air-conditioning solenoid valve 14a is arranged in the air-conditioning branch pipe 13e. A battery-side branch 13c and a cooling flow rate adjusting unit are connected to the other outlet of the branch 13a via a battery branch pipe 13f, which is a refrigerant pipe. In the battery branch pipe 13f, a battery solenoid valve 14b is arranged on the upstream side of the battery side branch portion 13c.

The battery branch pipe 13f is a refrigerant pipe having the same diameter as the air conditioning branch pipe 13e. Therefore, the cross-sectional area of the flow path in the battery branch pipe 13f is equal to the cross-sectional area of the flow path in the air-conditioning branch pipe 13e. As a result, the fluctuation of the amount of the refrigerant before and after the cycle switching in the refrigeration cycle device 10 can be suppressed to a small value, and the cycle behavior can be stabilized.

For example, when switching from a battery-only cycle to an air-conditioning battery cycle, or when switching from an air-conditioning-only cycle to an air-conditioning battery cycle, it is possible to prevent the refrigerant flow rate of the cycle that was operating before the switching from being significantly reduced after the switching. The behavior can be stabilized.

The air-conditioning solenoid valve 14a is an air-conditioning opening / closing unit that opens / closes the refrigerant passage of the air-conditioning branch pipe 13e. The opening / closing operation of the air-conditioning solenoid valve 14a is controlled by the control voltage output from the air-conditioning control device 50. In the refrigeration cycle device 10, the refrigerant circuit can be switched by opening and closing the refrigerant passage by the air-conditioning solenoid valve 14a. Therefore, the air-conditioning solenoid valve 14a is a switching portion of the refrigerant circuit.

The air-conditioning expansion valve 15 is an air-conditioning pressure reducing unit that reduces the pressure of the refrigerant flowing out from one outlet of the branch portion 13a until it becomes a low-pressure refrigerant. Further, the air conditioning expansion valve 15 is an air conditioning flow rate adjusting unit that adjusts the flow rate of the refrigerant flowing into the air conditioning evaporator 16.

In this embodiment, as the air conditioning expansion valve 15, a temperature type expansion valve configured by a mechanical mechanism is adopted. More specifically, the air-conditioning expansion valve 15 has a temperature-sensitive portion having a deformable member (specifically, a diaphragm) that deforms according to the temperature and pressure of the outlet-side refrigerant of the air-conditioning evaporator 16, and the deformable member. It has a valve body portion that is displaced according to the deformation of the throttle to change the throttle opening.

As a result, in the air-conditioning expansion valve 15, the throttle opening degree is changed so that the superheat degree of the refrigerant on the outlet side of the air-conditioning evaporator 16 approaches a predetermined standard superheat degree (5 ° C. in this embodiment). .. Here, the mechanical mechanism means a mechanism that operates by a load due to fluid pressure, a load due to an elastic member, or the like without requiring the supply of electric power.

The refrigerant inlet side of the air conditioner evaporator 16 is connected to the outlet of the air conditioner expansion valve 15. The air-conditioning evaporator 16 exchanges heat between the low-pressure refrigerant decompressed by the air-conditioning expansion valve 15 and the air-conditioning blower air. The air-conditioning evaporator 16 is an air-conditioning evaporator that evaporates a low-pressure refrigerant to cool the air-conditioning blown air and exerts a heat absorbing action. The air-conditioning evaporator 16 is arranged in the air-conditioning casing 31 of the indoor air-conditioning unit 30.

One inflow port side of the merging portion 13b is connected to the outlet of the air conditioning evaporator 16 via a check valve 17. The check valve 17 allows the refrigerant to flow from the outlet side of the air conditioning evaporator 16 to one inflow port side of the merging portion 13b, and allows the refrigerant to flow from one inflow port side of the merging portion 13b to the outlet of the air conditioning evaporator 16. Prohibit the flow of refrigerant to the side.

The merging portion 13b is a three-way joint similar to the branch portion 13a. In the merging portion 13b, two of the three inflow ports are used as inflow ports, and the remaining one is used as the outflow port. The suction port side of the compressor 11 is connected to the outlet of the merging portion 13b.

Further, the battery solenoid valve 14b is a cooling opening / closing portion that opens / closes the refrigerant passage of the battery branch pipe 13f. The basic configuration of the battery solenoid valve 14b is the same as that of the air conditioning solenoid valve 14a. In the refrigeration cycle device 10, the solenoid valve 14b for the battery opens and closes the refrigerant passage, so that the refrigerant reaches the inlet of the cooling flow rate adjusting unit from the other outlet of the branch portion 13a via the branch portion 13c on the battery side. The flow can be controlled to switch the refrigerant circuit. Therefore, the solenoid valve 14b for batteries is a switching unit of the refrigerant circuit together with the solenoid valve 14a for air conditioning.

The battery-side branch portion 13c is a three-way joint having the same configuration as the branch portion 13a. The inlet side of the expansion valve 18a for the right battery is connected to one outlet of the battery side branch portion 13c. The inlet side of the left side battery expansion valve 18b is connected to the other outlet of the battery side branch portion 13c.

The expansion valve 18a for the right-side battery is a cooling decompression unit that reduces the pressure of the refrigerant flowing out from one outlet of the battery-side branch portion 13c until it becomes a low-pressure refrigerant. Further, the expansion valve 18a for the right side battery is a cooling flow rate adjusting unit that adjusts the flow rate of the refrigerant flowing into the evaporator 19a for the right side battery.

In the present embodiment, an electric expansion valve composed of an electric mechanism is adopted as the expansion valve 18a for the right battery. More specifically, the expansion valve 18a for a right-hand battery has a valve body portion that changes the throttle opening degree and an electric actuator (specifically, a stepping motor) that displaces the valve body portion.

The operation of the expansion valve 18a for the right battery is controlled by the control pulse output from the air conditioning control device 50. Further, the expansion valve 18a for the right battery has a fully closed function of closing the refrigerant passage by fully closing the throttle opening. Here, the electrical mechanism means a mechanism that operates by being supplied with electric power.

The refrigerant inlet side of the right battery evaporator 19a is connected to the outlet of the right battery expansion valve 18a. The right-side battery evaporator 19a exchanges heat between the low-pressure refrigerant decompressed by the right-side battery expansion valve 18a and the cooling air blown to the battery 70. The right-side battery evaporator 19a is a cooling evaporation unit that cools the cooling blown air by evaporating a low-pressure refrigerant to exert a heat absorbing action in order to cool the battery 70.

The expansion valve 18b for the left-side battery is a cooling decompression unit that reduces the pressure of the refrigerant flowing out from the other outlet of the battery-side branch portion 13c until it becomes a low-pressure refrigerant. Further, the expansion valve 18b for the left side battery is a cooling flow rate adjusting unit for adjusting the flow rate of the refrigerant flowing into the evaporator 19b for the left side battery. The basic configuration of the expansion valve 18b for the left battery is the same as that of the expansion valve 18a for the right battery.

The refrigerant inlet side of the left battery evaporator 19b is connected to the outlet of the left battery expansion valve 18b. The left-side battery evaporator 19b exchanges heat between the low-pressure refrigerant decompressed by the left-side battery expansion valve 18b and the cooling air blown to the battery 70. The left-side battery evaporator 19b is a cooling evaporation unit that cools the cooling blown air by evaporating a low-pressure refrigerant to exert a heat absorbing action in order to cool the battery 70.

Therefore, a plurality of cooling evaporation units of the present embodiment are provided. The plurality of cooling evaporators are connected to each other in parallel with respect to the refrigerant flow. Further, the same number of cooling flow rate adjusting units as a plurality of cooling evaporation units are provided. Each cooling flow rate adjusting unit is arranged on the upstream side of the refrigerant flow of each cooling evaporation unit so that the flow rate of the refrigerant flowing into each cooling evaporation unit can be individually adjusted.

One inflow port side of the battery side confluence 13d is connected to the outlet of the right side battery evaporator 19a. The other inlet side of the battery side confluence 13d is connected to the outlet of the left battery evaporator 19b. The battery-side merging portion 13d is a three-way joint having the same configuration as the merging portion 13b. The other inlet side of the junction 13b is connected to the outlet of the battery-side junction 13d.

The expansion valve 18a for the right side battery, the expansion valve 18b for the left side battery, the evaporator 19a for the right side battery, the evaporator 19b for the left side battery, and the battery side merging portion 13d all described above are all inside the battery casing 41 of the battery pack 40. Have been placed.

Here, the detailed configurations of the air-conditioning evaporator 16, the right-side battery evaporator 19a, and the left-side battery evaporator 19b will be described. In the refrigeration cycle apparatus 10, the air-conditioning evaporator (that is, the air-conditioning evaporator 16) and the cooling evaporator (that is, the right-side battery evaporator 19a and the left-side battery evaporator 19b) are parallel to the flow of the refrigerant. Is connected. Further, a so-called tank-and-tube type heat exchanger is adopted as the air-conditioning evaporator 16, the right-side battery evaporator 19a, and the left-side battery evaporator 19b.

The tank-and-tube heat exchanger has a plurality of refrigerant tubes and a pair of tanks. The refrigerant tube is a metal tube that allows the refrigerant to flow inside. The plurality of refrigerant tubes are laminated and arranged in a predetermined direction at intervals. An air passage for passing air that exchanges heat with the refrigerant is formed between adjacent refrigerant tubes.

The tank is a metal bottomed tubular member extending in the stacking direction of a plurality of refrigerant tubes. Each pair of tanks is connected to both ends of a plurality of refrigerant tubes. Inside the tank, a distribution space for distributing the refrigerant to a plurality of refrigerant tubes and a collecting space for collecting the refrigerant flowing out from the plurality of refrigerant tubes are formed.

As a result, a heat exchange core portion is formed that exchanges heat between the refrigerant flowing through each refrigerant tube and the air flowing through the air passage. Heat exchange fins that promote heat exchange between the refrigerant and air are arranged in the air passage. Therefore, the heat exchange area between the refrigerant and air in the tank and tube type heat exchanger is the front area (in other words, the projected area) of the heat exchange core portion and the surface area of the heat exchange fins when viewed from the air flow direction. It can be defined by the total value of.

In the present embodiment, the air-conditioning evaporator 16 has a heat exchange area larger than the total value of the heat exchange area of the right-side battery evaporator 19a and the heat exchange area of the left-side battery evaporator 19b. doing. Further, as the right side battery evaporator 19a and the left side battery evaporator 19b, those having the same heat exchange area are adopted.

The total required cooling capacity (in other words, required heat exchange capacity) of the right-side battery evaporator 19a and the left-side battery evaporator 19b for cooling the battery 70 is the necessary for cooling the air in the air-conditioning evaporator 16. It is smaller than the cooling capacity.

Next, the heat medium circuit 20 will be described. The heat medium circuit 20 is a circuit that circulates a heat medium that exchanges heat with air for air conditioning. In the heat medium circuit 20, an ethylene glycol aqueous solution is used as the heat medium. The heat medium circuit 20 includes a water pump 21, a water heater 22, a heater core 23, and a reserve tank 24.

The water pump 21 pumps the heat medium toward the water heater 22. The water pump 21 is an electric impeller pump that rotationally drives an impeller (that is, an impeller) with an electric motor. The water pump 21 is arranged in the drive unit room. The rotation speed (pumping capacity) of the water pump 21 is controlled by the control voltage output from the air conditioning control device 50.

The water heating heater 22 is a heat medium heating unit that heats the heat medium pumped from the water pump 21. The water heater 22 is a PTC heater having a PTC element (that is, a positive characteristic thermistor). The amount of heat generated by the water heater 22 is controlled by the control voltage output from the air conditioning control device 50.

The heat medium inlet side of the heater core 23 is connected to the downstream side of the water heater 22. The heater core 23 exchanges heat between the heat medium heated by the water heater 22 and the air-conditioned air. The heater core 23 is a heating heat exchange unit that heats the air-conditioning air blower by radiating the heat of the heat medium to the air-conditioning air blower. The heater core 23 is arranged in the air conditioning casing 31 of the indoor air conditioning unit 30.

The inlet side of the reserve tank 24 is connected to the heat medium outlet of the heater core 23. The reserve tank 24 is a storage unit for storing the heat medium that is surplus in the heat medium circuit 20. In the heat medium circuit 20, by arranging the reserve tank 24, a decrease in the amount of liquid in the heat medium circulating in the heat medium circuit 20 is suppressed. The reserve tank 24 has a supply port for replenishing the heat medium when the amount of the heat medium in the heat medium circuit 20 is insufficient.

Next, the indoor air conditioning unit 30 will be described. The indoor air-conditioning unit 30 is a unit for blowing out air-conditioning blown air adjusted to an appropriate temperature for air-conditioning in the vehicle interior to an appropriate location in the vehicle interior. The indoor air conditioning unit 30 is arranged inside the instrument panel (instrument panel) at the frontmost part of the vehicle interior.

The indoor air-conditioning unit 30 accommodates an air-conditioning blower 32, an air-conditioning evaporator 16, a heater core 23, and the like in an air-conditioning casing 31 that forms an air passage for air-conditioning blower air. The air-conditioning casing 31 is made of a resin (for example, polypropylene) that has a certain degree of elasticity and is also excellent in strength. Inside the air-conditioning casing 31, an air passage through which air-conditioning blown air flows is formed.

An inside / outside air switching device 33 is arranged on the most upstream side of the blast air flow of the air conditioning casing 31. The inside / outside air switching device 33 adjusts the introduction ratio of the inside air (that is, the vehicle interior air) and the outside air (that is, the vehicle interior outside air) introduced into the air conditioning casing 31. The inside / outside air switching device 33 is an inside / outside air switching unit that adjusts the outside air ratio, which is the ratio of the outside air in the air conditioning blown air flowing into the air conditioning evaporator 16 arranged in the air conditioning casing 31.

More specifically, the inside / outside air switching device 33 is formed with an inside air introduction port 33a for introducing the inside air into the air conditioning casing 31 and an outside air introduction port 33b for introducing the outside air. Inside the inside / outside air switching device 33, an inside / outside air switching door 33c that continuously adjusts the opening areas of the inside air introduction port 33a and the outside air introduction port 33b is arranged.

Therefore, in the inside / outside air switching device 33, the air volume ratio (that is, the outside air ratio) between the air volume of the inside air introduced into the air conditioning casing 31 and the air volume of the outside air is adjusted by displacing the inside / outside air switching door 33c. The inside / outside air switching door 33c is driven by an electric actuator 33e for the inside / outside air switching device. The operation of the electric actuator 33e for the inside / outside air switching device is controlled by the control signal output from the air conditioning control device 50.

An air conditioner blower 32 is arranged on the downstream side of the blower air flow of the inside / outside air switching device 33. The air conditioner blower 32 blows the air sucked through the inside / outside air switching device 33 toward the vehicle interior. The air conditioner blower 32 is an electric blower that drives a centrifugal multi-blade fan with an electric motor. The rotation speed (that is, the blowing capacity) of the air conditioning blower 32 is controlled by the control voltage output from the air conditioning control device 50.

On the downstream side of the air-conditioning blower 32, the air-conditioning evaporator 16 and the heater core 23 are arranged in this order with respect to the air-conditioning air flow. That is, the air-conditioning evaporator 16 is arranged on the upstream side of the blown air flow with respect to the heater core 23.

A cold air bypass passage 35 is provided in the air conditioning casing 31 to allow the air conditioning blown air after passing through the air conditioning evaporator 16 to bypass the heater core 23. The air mix door 34 is arranged on the downstream side of the blast air flow of the air conditioning evaporator 16 in the air conditioning casing 31 and on the upstream side of the blast air flow of the heater core 23.

The air mix door 34 is an air volume ratio adjusting unit that adjusts the air volume ratio between the air volume passing through the heater core 23 side and the air volume passing through the cold air bypass passage 35 in the air conditioning blown air after passing through the air conditioning evaporator 16. .. The air mix door 34 is driven by an electric actuator 34 a for the air mix door. The operation of the electric actuator 34a for the air mix door is controlled by a control signal output from the air conditioning control device 50.

A mixing space 36 is formed on the downstream side of the blown air flow of the heater core 23 and the cold air bypass passage 35 in the air conditioning casing 31. The mixing space 36 is a space for mixing the air-conditioned air blown heated by the heater core 23 and the unheated air-conditioned air blown air passing through the cold air bypass passage 35.

An opening hole for blowing out the air-conditioned air blown air mixed in the mixing space 36 and adjusting the temperature into the vehicle interior is arranged in the downstream portion of the air-conditioned air flow of the air-conditioning casing 31.

As the opening holes, a face opening hole 37a, a foot opening hole 37b, and a defroster opening hole 37c are provided. The face opening hole 37a is an opening hole for blowing air-conditioning air toward the upper body side of the occupant. The foot opening hole 37b is an opening hole for blowing air-conditioning air toward the foot side of the occupant. The defroster opening hole 37c is an opening hole for blowing air conditioning air toward the inner surface side of the front window glass.

The face opening hole 37a, the foot opening hole 37b, and the defroster opening hole 37c are provided in the vehicle interior through ducts forming air passages, respectively, and the face outlet, the foot outlet, and the defroster outlet (all shown in the figure). Is connected to.

Therefore, the temperature of the conditioned air mixed in the mixing space 36 is adjusted by adjusting the air volume ratio between the air volume passing through the heater core 23 and the air volume passing through the cold air bypass passage 35 by the air mix door 34. Then, the temperature of the conditioned air blown from each outlet into the vehicle interior (that is, the conditioned air) is adjusted.

Further, a face door 38a, a foot door 38b, and a defroster door 38c are arranged on the upstream side of the blast air flow of the face opening hole 37a, the foot opening hole 37b, and the defroster opening hole 37c. The face door 38a adjusts the opening area of the face opening hole 37a. The foot door 38b adjusts the opening area of the foot opening hole 37b. The defroster door 38c adjusts the opening area of the froster opening hole.

The face door 38a, the foot door 38b, and the defroster door 38c form an outlet mode switching portion for switching the outlet mode. The face door 38a, the foot door 38b, and the defroster door 38c are rotationally operated by the electric actuator 38d for the outlet mode door via a link mechanism or the like. The operation of the electric actuator 38d for the air outlet mode door is controlled by a control signal output from the air conditioning control device 50.

Specific examples of the outlet mode that can be switched by the outlet mode switching unit include a face mode, a bi-level mode, and a foot mode.

The face mode is an outlet mode in which the face outlet is fully opened and air is blown from the face outlet toward the upper body of the passengers in the passenger compartment. The bi-level mode is an outlet mode in which both the face outlet and the foot outlet are opened to blow air toward the upper body and feet of the passengers in the passenger compartment. The foot mode is an outlet mode in which the foot outlet is fully opened and the defroster outlet is opened by a small opening, and air is mainly blown out from the foot outlet.

Further, the occupant can manually operate the air outlet mode changeover switch provided on the operation panel 60 to switch to the defroster mode. The defroster mode is an outlet mode in which the defroster outlet is fully opened and air is blown from the defroster outlet to the inner surface of the front window glass.

Next, the battery pack 40 will be described. The battery pack 40 is a package that houses the battery 70 in a coolable manner.

The battery pack 40 is arranged under the floor of the vehicle interior. The battery pack 40 contains a cooling blower 42, a right-side battery evaporator 19a, a left-side battery evaporator 19b, and the like in a battery casing 41 that forms an air passage for cooling air. The battery casing 41 is a metal sealed case that has been subjected to electrical insulation treatment and heat insulation treatment.

A cooling space 43, a right air passage 44a, a left air passage 44b, and a battery space 45 are formed in the battery casing 41. The battery space 45 is a space for accommodating the battery 70. The cooling space 43 is a space in which the cooling blower 42, the right-side battery evaporator 19a, the left-side battery evaporator 19b, and the like are housed.

The battery space 45 and the cooling space 43 communicate with each other. The cooling blower 42 is an electric blower that blows the cooling blown air sucked from the battery space 45 toward both the right side battery evaporator 19a and the left side battery evaporator 19b. The basic configuration of the cooling blower 42 is the same as that of the air conditioning blower 32. In the present embodiment, as the cooling blower 42, one having a maximum blowing capacity smaller than the maximum blowing capacity of the air conditioner blower 32 is adopted.

The right air passage 44a is an air passage through which the cooling blown air that has passed through the right battery evaporator 19a flows. The right air passage 44a guides the cooling air that has passed through the right battery evaporator 19a to the right side of the battery 70 when viewed from the stacking direction of the batteries 70. In other words, the right air passage 44a guides the cooling blown air to one end surface side of the plurality of battery cells.

The left air passage 44b is an air passage through which the cooling blown air that has passed through the left battery evaporator 19b flows. The left air passage 44b guides the cooling air that has passed through the left battery evaporator 19b to the left side of the battery 70 when viewed from the stacking direction of the batteries 70. In other words, the left air passage 44b guides the cooling air to the other end face side of the plurality of battery cells.

Further, the vehicle air conditioner 1 of the present embodiment includes a steering heater 91, a seat blower 92, a seat heater 93, and a knee radiant heater 94. The steering heater 91, the seat blower 92, the seat heater 93, and the knee radiant heater 94 are heating auxiliary devices that improve the feeling of heating of the occupants when heating the interior of the vehicle. The operation of the heating auxiliary device is controlled by a control signal output from the air conditioning control device 50.

More specifically, the steering heater 91 is a steering heating unit that heats the steering with an electric heater. The seat blower 92 is a seat blower that blows air from the inside of the seat toward the occupant. The seat heater 93 is a seat heating unit that heats the surface of the seat on which the occupant sits with an electric heater. The knee radiant heater 94 is a knee heating unit that irradiates the heat source light toward the occupant's knee.

Next, the electric control unit of the present embodiment will be described with reference to FIG. The air conditioning control device 50 includes a well-known microcomputer including a CPU, ROM, RAM, and the like, and peripheral circuits thereof. The air conditioning control device 50 performs various calculations and processes based on the control program stored in the ROM, and controls the operation of various controlled devices connected to the output side.

Various sensor groups are connected to the input side of the air conditioning control device 50. The various sensor groups include an inside air sensor 51, an outside air sensor 52, a solar radiation sensor 53, a high-pressure refrigerant pressure sensor 54, an air conditioner evaporator temperature sensor 55, a right-side cooling evaporator temperature sensor 56a, and a left-side cooling evaporator temperature sensor 56b. include. Further, various sensor groups include a cooling evaporator pressure sensor 57, a water temperature sensor 58, a battery temperature sensor 59, a humidity sensor 59a, and the like.

The inside air sensor 51 is an inside air temperature detecting unit that detects the inside air temperature Tr, which is the vehicle interior temperature. The outside air sensor 52 is an outside air temperature detecting unit that detects the outside air temperature Tam. The solar radiation sensor 53 is a solar radiation amount detection unit that detects the solar radiation amount Ts in the vehicle interior.

The high-pressure refrigerant pressure sensor 54 is a high-pressure refrigerant pressure detecting unit that detects the refrigerant pressure Ph on the high-pressure side. The high-pressure refrigerant pressure sensor 54 of the present embodiment detects the pressure of the refrigerant flowing out from the receiver 12b.

The air-conditioning evaporator temperature sensor 55 is an air-conditioning evaporator temperature detection unit that detects the air-conditioning evaporator temperature TE, which is the temperature of the air-conditioning evaporator 16. The air-conditioning evaporator temperature sensor 55 of the present embodiment detects the heat exchange fin temperature of the air-conditioning evaporator 16. Therefore, the air-conditioning evaporator temperature TE becomes a value equivalent to the temperature of the air-conditioning blown air blown out from the air-conditioning evaporator 16.

The right-side cooling evaporator temperature sensor 56a is a cooling evaporation unit temperature detection unit that detects the right-side cooling evaporator temperature TEBR, which is the temperature of the refrigerant flowing out from the right-side battery evaporator 19a. The right-side cooling evaporator temperature sensor 56a of the present embodiment detects the temperature of the refrigerant pipe from the outlet of the right-side battery evaporator 19a to the battery-side confluence portion 13d.

The left-side cooling evaporator temperature sensor 56b is a cooling evaporation unit temperature detection unit that detects the left-side cooling evaporator temperature TEBL, which is the temperature of the refrigerant flowing out from the left-side battery evaporator 19b. The left-side cooling evaporator temperature sensor 56b of the present embodiment detects the temperature of the refrigerant pipe from the outlet of the left-side battery evaporator 19b to the battery-side confluence 13d.

The cooling evaporator pressure sensor 57 is a cooling evaporator pressure detection unit that detects the cooling evaporator pressure PEB, which is the pressure of the refrigerant flowing out from the right-side battery evaporator 19a and the left-side battery evaporator 19b. The water temperature sensor 58 is a heat medium temperature detection unit that detects the heat medium temperature TW on the outlet side of the water heater 22.

The battery temperature sensor 59 is a battery temperature detection unit that detects the battery temperature TB (that is, the temperature of the battery 70). The battery temperature sensor 59 of the present embodiment has a plurality of temperature sensors and detects the temperature of a plurality of locations of the battery 70. Therefore, the air conditioning control device 50 can also detect the temperature difference of each part of the battery 70. Further, as the battery temperature TB, the average value of the detected values of a plurality of temperature sensors is adopted.

The humidity sensor 59a is a humidity detection unit that detects the humidity RHW near the window, which is the relative humidity near the front window glass in the vehicle interior.

Further, an operation panel 60 arranged near the instrument panel in the front part of the vehicle interior is connected to the input side of the air conditioning control device 50. Operation signals of various switches provided on the operation panel 60 are input to the air conditioning control device 50.

Specific examples of the operation switch provided on the operation panel 60 include an air conditioner switch 60a, an auto switch 60b, a suction port mode changeover switch 60c, and an outlet mode changeover switch 60d. Further, the operation switch includes an air volume setting switch 60e, an economy switch 60f, a temperature setting switch 60g, and the like.

The air conditioner switch 60a is an air conditioner cooling request unit that requires the air conditioner evaporator 16 to cool the air conditioner blown air by the operation of an occupant. The auto switch 60b is an automatic control setting unit that sets or cancels the automatic air conditioning control of the vehicle air conditioner 1 by the operation of an occupant.

The suction port mode changeover switch 60c is a suction port mode setting unit that switches the suction port mode by the operation of the occupant. The air outlet mode changeover switch 60d is an air outlet mode setting unit that switches the air outlet mode by the operation of an occupant.

The air volume setting switch 60e is an air volume setting unit for manually setting the air volume of the air conditioner blower 32. The temperature setting switch 60g is a target temperature setting unit that sets the vehicle interior target temperature Tset by the operation of the occupant. The economy switch 60f is a power saving requesting unit that requires power saving of the refrigeration cycle device 10 by the operation of an occupant.

Further, the air conditioning control device 50 is electrically connected to another vehicle control device 80. The other vehicle control device 80 includes a driving force control device that controls the operation of an electric motor that outputs a driving force for traveling the vehicle.

The air conditioning controller 50 and the vehicle controller 80 are communicatively connected to each other. Therefore, based on the detection signal or operation signal input to one control device, the other control device can control the operation of various devices connected to the output side. For example, the vehicle control device 80 can change the output of the electric motor for traveling the vehicle by using the battery temperature TB input to the air conditioning control device 50.

The air conditioning control device 50 is integrally configured with control means for controlling various controlled devices connected to the output side of the air conditioning control device 50. In the air conditioning control device 50, the configuration (hardware and software) that controls the operation of each controlled device constitutes a control unit that controls the operation of each controlled device.

For example, among the air conditioning control devices 50, the switching control unit 50a has a configuration that controls the operation of the air conditioning solenoid valve 14a and the battery solenoid valve 14b, which are switching units. Further, among the air conditioning control devices 50, the configuration for controlling the refrigerant discharge capacity of the compressor 11 is the refrigerant discharge capacity control unit 50b.

In the air conditioning control device 50, the upper limit value determining unit 50c is configured to determine the upper limit value of the refrigerant discharge capacity of the compressor 11. Further, among the air conditioning control devices 50, the configuration that controls the operation of the electric actuator 33e for the inside / outside air switching device 33, which is the inside / outside air adjusting unit, is the inside / outside air control unit 50d.

Further, among the air conditioning control devices 50, the cooling flow rate control unit 50e has a configuration that controls the operation of the expansion valve 18a for the right side battery and the expansion valve 18b for the left side battery. Further, among the air conditioning control devices 50, the configuration for controlling the operation of the outside air fan 12a, which is a blower fan, is the fan control unit 50f.

Next, the operation of the vehicle air conditioner 1 of the present embodiment in the above configuration will be described with reference to FIGS. 3 to 27. FIG. 3 is a flowchart showing a control process as a main routine of the vehicle air conditioner 1 of the present embodiment. This control process starts when the auto switch 60b is turned on (ON) while the vehicle system is activated. Each control step described in the flowchart of each figure is various function realization units included in the air conditioning control device 50.

First, in step S1 of FIG. 3, the flags configured by the storage circuit of the air conditioning control device 50, the initialization of the timer, etc., and the initialization of the initial alignment of the electric actuator (specifically, the stepping motor) described above are performed. Will be done. In the initialization of step S1, among the flags and calculated values, the values stored at the time of the previous stop of the vehicle air conditioner or the end of the vehicle system may be read out.

For example, in this embodiment, the value of the trip counter Tct is read out. The trip counter Tct is a memory that stores how many times the vehicle has been traveled in the past when the period from the start to the stop of the vehicle system is defined as one travel.

In addition, the initial value of whether or not the battery cooling operation is possible is set. The initial value of whether or not the battery cooling operation is possible may be either "battery cooling operation permission" or "battery cooling operation prohibition".

Next, in step S2, the operation signal or the like of the operation panel 60 is read and the process proceeds to step S3. In the following step S3, the signal of the vehicle environment state used for the air conditioning control, that is, the detection signal of the sensor group described above is read. Further, in step S3, the detection signal of the sensor group connected to the input side of the vehicle control device 80 and the control signal output from the vehicle control device 80 are read from the vehicle control device 80.

Next, in step S4, the target blowing temperature TAO as the target temperature of the blowing air blown into the vehicle interior is calculated using the following mathematical formula F1.
TAO = Kset x Tset-Kr x Tr-Kam x Tam-Ks x Ts + C ... (F1)
Tset is a vehicle interior target temperature set by the temperature setting switch 60g. Tr is the inside air temperature detected by the inside air sensor 51. Tam is the outside air temperature detected by the outside air sensor 52. Ts is the amount of solar radiation detected by the solar radiation sensor 53. Further, Kset, Kr, Kam, and Ks are control gains, and C is a constant for correction.

Next, in step S5, the open / closed state of the air-conditioning solenoid valve 14a is determined. In step S5, when the air-conditioning evaporator 16 is required to cool the air-conditioning blown air based on the operation signal of the air-conditioning switch 60a read in step S2, the air-conditioning solenoid valve 14a is used. open.

Next, in step S6, the amount of air-conditioned air blown by the air-conditioning blower 32 and the amount of cooling air blown by the cooling blower 42 are determined.

The amount of air blown by the air conditioner blower 32 is determined based on the target blowing temperature TAO. Specifically, as shown in the control characteristic diagram of FIG. 4, the air-conditioning blower applied to the air-conditioning blower 32 in the extremely low temperature region (maximum cooling region) and the extremely high temperature region (maximum heating region) of the target blowout temperature TAO. The voltage is set to the maximum value (MAX), and the air volume of the air conditioner blower 32 is set to the maximum air volume.

When the target blow-out temperature TAO rises from the extremely low temperature region to the intermediate temperature range, the air-conditioning blower voltage is lowered according to the rise in the target blow-out temperature TAO, and the amount of air blown by the air-conditioning blower 32 is reduced. When the target blowing temperature TAO decreases from the extremely high temperature region to the intermediate temperature region, the air-conditioning blower voltage is decreased in accordance with the decrease in the target blowing temperature TAO, and the amount of air blown by the air-conditioning blower 32 is reduced.

When the target blowing temperature TAO falls within a predetermined intermediate temperature range, the air conditioner blower voltage is set to the minimum value (min), and the air volume of the air conditioner blower 32 is set to the minimum air volume.

Regarding the amount of air blown by the cooling blower 42, the amount of air blown by the cooling blower 42 is set as a predetermined reference voltage with the cooling blower voltage applied to the cooling blower 42 regardless of the target blowing temperature TAO or the battery temperature TB. Is the standard air volume. The reference air volume of the cooling blower 42 is set to be equal to or lower than the minimum air volume of the air conditioning blower 32.

Therefore, the amount of air blown by the cooling blower 42 is equal to or less than the amount of air blown by the air conditioning blower 32. In other words, the air volume of the cooling blown air that exchanges heat with the low-pressure refrigerant in the cooling evaporator (in this embodiment, the total air volume that heat exchanges between the right-side battery evaporator 19a and the left-side battery evaporator 19b) is determined. The air volume of the air-conditioning blown air that exchanges heat with the low-pressure refrigerant at the air-conditioning evaporation unit is less than or equal to that of the air-conditioning air.

Next, in step S7, the suction port mode is determined. The details of step S7 will be described with reference to FIG.

First, in step S71, it is determined whether or not the battery temperature TB is higher than the predetermined reference allowable temperature KTBmax (49 ° C. in the present embodiment). If it is determined in step S71 that the battery temperature TB is higher than the reference allowable temperature KTBmax, the process proceeds to step S72. If it is determined in step S71 that the battery temperature TB is not higher than the reference allowable temperature KTBmax, the process proceeds to step S76.

Here, the reference allowable temperature KTBmax is set to a temperature at which the battery 70 needs to be cooled in order to suppress deterioration of the battery 70 when the battery temperature TB is higher than the reference allowable temperature KTBmax. There is.

In step S72, it is determined whether or not the outside air temperature Tam is equal to or lower than the predetermined reference anti-fog temperature KTamd (15 ° C. in this embodiment). If it is determined in step S72 that the outside air temperature Tam is lower than the reference anti-fog temperature KTamd, the process proceeds to step S73. If it is determined in step S72 that the outside air temperature Tam is not equal to or lower than the reference anti-fog temperature K Tamd, the process proceeds to step S76.

Here, the reference anti-fog temperature KTamd is set to a temperature at which window fogging is likely to occur on the front window glass when the outside air temperature Tam is equal to or less than the standard anti-fog temperature KTamd (15 ° C. in this embodiment). ing.

In step S73, it is determined whether or not the air-conditioning evaporator temperature TE is higher than the target air-conditioning evaporator temperature TEO determined in step S11 described later. If it is determined in step S73 that the air-conditioning evaporator temperature TE is higher than the target air-conditioning evaporator temperature TEO, the process proceeds to step S74. If it is determined in step S73 that the air-conditioning evaporator temperature TE is not higher than the target air-conditioning evaporator temperature TEO, the process proceeds to step S76.

Here, when the air-conditioning evaporator temperature TE is higher than the target air-conditioning evaporator temperature TEO, the air-conditioning blower air is not sufficiently cooled by the air-conditioning evaporator 16 and the air-conditioning blower air is blown. Air dehumidification tends to be insufficient.

In step S74, it is determined whether or not the battery cooling operation determined in step S14, which will be described later, is permitted. If it is determined in step S74 that the battery cooling operation is permitted, the process proceeds to step S75. If it is determined in step S74 that the battery cooling operation is not permitted, the process proceeds to step S76.

Therefore, when proceeding to step S75, it is necessary to cool the battery 70, and the front window glass is liable to become cloudy, and the battery cooling operation is performed even though the dehumidification of the air-conditioning blower air is insufficient. Is determined to be permitted.

Therefore, in step S75, the control signal output to the electric actuator 33e for the inside / outside air switching device is determined so that the outside air ratio becomes 100%, and the process proceeds to step S8. By setting the outside air ratio to 100%, it is possible to ventilate the interior of the vehicle and suppress fogging of the windows on the inner surface of the window glass.

In step S76, it is determined whether or not the outside air temperature Tam is higher than the predetermined reference high temperature side outside air temperature KTam (35 ° C. in this embodiment). If it is determined in step S76 that the outside air temperature Tam is higher than the reference high temperature side outside air temperature KTamh, the process proceeds to step S79. If it is determined in step S76 that the outside air temperature Tam is not higher than the reference high temperature side outside air temperature KTamh, the process proceeds to step S77.

In step S77, it is determined whether or not the refrigerant circuit has been switched to the air conditioning battery cycle. If it is determined in step S77 that the refrigerant circuit has been switched to the air conditioning battery cycle, the process proceeds to step S79. If it is determined in step S77 that the refrigerant circuit has not been switched to the air conditioning battery cycle, the process proceeds to step S78.

In step S78, as shown in the control characteristic diagram described in step S78 of FIG. 5, the control signal output to the electric actuator 33e for the inside / outside air switching device is determined, and the process proceeds to step S8. In step S78, a control signal output to the electric actuator 33e for the inside / outside air switching device is determined so as to increase the outside air rate as the target blowing temperature TAO rises.

In step S79, the control signal output to the electric actuator 33e for the inside / outside air switching device is determined so that the outside air ratio becomes 0%, and the process proceeds to step S8. According to this, the inside air having a relatively low temperature can be introduced into the air-conditioning evaporator 16 to alleviate the temperature rise of the air-conditioning blown air blown out from the air-conditioning evaporator 16.

Next, in step S8, the outlet mode is determined. The outlet mode is determined based on the target outlet temperature TAO. Specifically, as the target blowout temperature TAO rises from the low temperature range to the high temperature range, the face mode, the bi-level mode, and the foot mode are switched in this order. Therefore, it is easy to select the face mode mainly in the summer, the bi-level mode mainly in the spring and autumn, and the foot mode mainly in the winter.

Further, when the occupant manually operates the air outlet mode changeover switch 60d to change the air outlet mode, the operation of the occupant is prioritized over the air outlet mode determined in step S8.

Next, in step S9, the energized state of the water heater 22 is determined. The details of step S9 will be described with reference to FIGS. 6 and 7.

In step S9, as shown in the control characteristic diagram of FIG. 6, the operation of the water heater 22 is controlled based on the temperature difference ΔTW (ΔTW = TWO-TW) obtained by subtracting the heat medium temperature TW from the target heat medium temperature TWO. To do. Specifically, when the temperature difference ΔTW is in the process of increasing, when the temperature difference ΔTW becomes the reference upper limit temperature difference KΔTW1 (3 ° C. in this embodiment) or more, the water heater 22 is energized from non-energized. It is decided to switch to (ON in FIG. 6).

When the temperature difference ΔTW is in the process of decreasing, when the temperature difference ΔTW becomes the reference lower limit temperature difference KΔTW2 (0 ° C. in this embodiment) or more, the water heater 22 is energized to de-energized (in FIG. 6). , OFF). The difference between the reference upper limit temperature difference KΔTW1 and the reference lower limit temperature difference KΔTW2 is the hysteresis width for preventing control hunting.

Further, the target heat medium temperature TWO is determined with reference to a control map stored in advance in the air conditioning control device 50. In the present embodiment, as shown in the control characteristic diagram of FIG. 7, it is determined that the target heat medium temperature TWO is increased as the target outlet temperature TAO increases.

Next, in step S10, the operating state of the water pump 21 is determined. The details of step S10 will be described with reference to FIG.

First, in step S101, it is determined whether or not the heat medium temperature TW is higher than the air conditioning evaporator temperature TE. If it is determined in step S101 that the heat medium temperature TW is higher than the air conditioning evaporator temperature TE, the process proceeds to step S102. If it is determined in step S101 that the heat medium temperature TW is not higher than the air conditioning evaporator temperature TE, the process proceeds to step S104.

In step S102, it is determined whether or not the air conditioner blower 32 is operating. If it is determined in step S102 that the air conditioner blower 32 is operating, the process proceeds to step S103. If it is determined in step S102 that the air conditioner blower 32 is not operating, the process proceeds to step S104.

In step S103, it is determined to operate the water pump 21, and the process proceeds to step S11. In step S104, it is decided to stop the water pump 21, and the process proceeds to step S11.

Next, in step S11, the target opening degree SW of the air mix door 34 is calculated using the following mathematical formula F2.
SW = (TAO-TE) / (TW-TE) x 100 (%) ... (F2)
The air-conditioning evaporator temperature TE is the air-conditioning evaporator temperature detected by the air-conditioning evaporator temperature sensor 55. The heat medium temperature TW is the heat medium temperature detected by the water temperature sensor 58.

In the formula F2, when SW = 0%, the air mix door 34 is displaced to the maximum cooling position. That is, the air mix door 34 is displaced to a position where the cold air bypass passage 35 is fully opened and the air passage on the heater core 23 side is fully closed.

Further, in the formula F2, when SW = 100%, the air mix door 34 is displaced to the maximum heating position. That is, the air mix door 34 is displaced to a position where the cold air bypass passage 35 is fully closed and the air passage on the heater core 23 side is fully opened.

In the present embodiment, as described in step S9, it is determined that the target heat medium temperature TWO is increased as the target outlet temperature TAO increases. Further, the target heat medium temperature TWO is determined so that the target opening degree SW becomes approximately 100% when the heat medium temperature TW rises to the target heat medium temperature TWO.

According to this, when the occupant manually operates the temperature setting switch 60g to lower the vehicle interior target temperature Tset, the temperature of the air-conditioning air blown into the vehicle interior is reduced by lowering the target opening SW. It can be reduced quickly.

Next, in step S12, the target air-conditioning evaporator temperature TEO and the target cooling evaporator temperature TEOB are determined. Details of step S12 will be described with reference to FIG.

First, in step S201, the first temporary target air-conditioning evaporator temperature f (TAO) is determined. Specifically, in step S201, as shown in the control characteristic diagram described in step S201 of FIG. 9, the first provisional target air-conditioning evaporator temperature f (TAO) is set as the target blowout temperature TAO rises. It is decided to raise it, and the process proceeds to step S202.

In step S202, the second provisional target air-conditioning evaporator temperature f (outside air temperature) is determined. Specifically, in step S202, as shown in the control characteristic diagram described in step S202 of FIG. 9, the second provisional target air-conditioning evaporator temperature f (outside air temperature) is set as the outside air temperature Tam rises. It is decided to raise it, and the process proceeds to step S203.

In step S203, the smaller value of the first temporary target air-conditioning evaporator temperature f (TAO) and the second temporary target air-conditioning evaporator temperature f (outside air temperature) is determined as the target air-conditioning evaporator temperature TEO. Then, the process proceeds to step S204.

In step S204, the target cooling evaporator temperature TEOB is determined. Specifically, in step S204, as shown in the control characteristic diagram described in step S204 of FIG. 9, it is determined that the target cooling evaporator temperature TEOB is increased as the outside air temperature Tam increases. , Step S13.

Next, in step S13, the refrigerant discharge capacity of the compressor 11 (specifically, the rotation speed of the compressor 11) is determined. The determination of the compressor rotation speed in step S13 is not performed every control cycle τ in which the main routine of FIG. 3 is repeated, but is performed every predetermined control interval (1 second in this embodiment). Details of step S13 will be described with reference to FIGS. 10 and 11.

First, in step S301, the rotation speed change amount Δf_C with respect to the rotation speed of the compressor 11 according to the refrigerant circuit is determined, and the process proceeds to step S302.

Specifically, in step S301, when the refrigerant circuit is switched to the battery independent cycle, the temperature obtained by subtracting the representative temperature of the cooling evaporator from the target cooling evaporator temperature TEOB determined in step S204. Calculate the deviation En. Further, the deviation change rate Edot (Edot = En− (En-1)) obtained by subtracting the previously calculated temperature deviation En-1 from the temperature deviation En calculated this time is calculated.

Then, using the temperature deviation En and the deviation change rate Edot, the rotation speed change with respect to the previous compressor rotation speed is performed by fuzzy inference based on the membership function and the rule for the battery independent cycle stored in advance in the air conditioning control device 50. The quantity Δf_C is calculated.

Here, in the present embodiment, as the representative temperature of the cooling evaporator, the average value of the right side cooling evaporator temperature TEBR and the left side cooling evaporator temperature TEBL, or one of them is adopted. Therefore, there is a possibility that an error may occur between the representative temperature and the actual temperature of the cooling evaporation unit. However, since the cooling evaporative unit cools the cooling blown air, even if some error occurs, it does not adversely affect the cooling of the battery and the air conditioning feeling of the occupants.

Further, when the refrigerant circuit is switched to the air conditioning independent cycle or the air conditioning battery cycle, the temperature deviation En obtained by subtracting the air conditioning evaporator temperature TE from the target air conditioning evaporator temperature TEO determined in step S203 is calculated. To do. Further, the deviation change rate Edot (Edot = En− (En-1)) obtained by subtracting the previously calculated temperature deviation En-1 from the temperature deviation En calculated this time is calculated.

Then, using the temperature deviation En and the deviation change rate Edot, the previous compressor rotation speed is performed by fuzzy inference based on the membership function and rule for the air conditioning single cycle or the air conditioning battery cycle stored in advance in the air conditioning control device 50. The amount of change in the number of rotations Δf_C with respect to is obtained.

When the refrigerant circuit is switched to the air-conditioning independent cycle or the air-conditioning battery cycle, the air-conditioning evaporator temperature TE can be fed back in order to determine the rotation speed change amount Δf_C. Since the air-conditioning evaporator temperature TE is the same value as the temperature of the air-conditioning blown air blown out from the air-conditioning evaporator 16, the air-conditioning evaporator temperature TE can be adjusted appropriately without causing overshoot or the like. it can.

In step S302, the upper limit correction amount f (battery temperature) with respect to the upper limit of the rotation speed of the compressor 11 is determined, and the process proceeds to step S303. Therefore, the air conditioning control device 50 that executes step S302 corresponds to the upper limit value determining unit 50c.

Here, when the refrigerant circuit is switched to the air conditioning independent cycle, it is not necessary to allow the refrigerant to flow into the cooling evaporator (that is, the right-side battery evaporator 19a and the left-side battery evaporator 19b). Therefore, when the refrigerant circuit is switched to the air conditioning independent cycle, the upper limit of the rotation speed of the compressor 11 is set so that the compressor 11 can exhibit the efficiency of a predetermined value or more and suppress vibration and noise. It is desirable to decide.

On the other hand, when the refrigerant circuit is switched to the air-conditioning battery cycle, not only the refrigerant must flow into the air-conditioning evaporator 16 but also the refrigerant must flow into the cooling evaporator. Therefore, when the upper limit of the number of revolutions of the compressor 11 is determined as in the air conditioning single cycle, the flow rate of the refrigerant flowing into the air conditioning evaporator 16 is reduced, and the air conditioning blown air can be cooled to a desired temperature. It may not be possible.

Therefore, when the refrigerant circuit is switched to the air-conditioning battery cycle, the rotation speed of the compressor 11 is increased so that both the air-conditioning air and the cooling air can be cooled to an appropriate temperature. It is necessary to determine the upper limit. In other words, when the refrigerant circuit is switched to the air conditioning battery cycle, it is necessary to increase the upper limit of the rotation speed of the compressor 11 as compared with the case where the refrigerant circuit is switched to the air conditioning independent cycle.

Therefore, in step S302, as shown in the control characteristic diagram described in step S302 of FIG. 10, it is determined to increase the upper limit value correction amount f (battery temperature) as the battery temperature TB rises. Further, in step S302, it is determined that the upper limit value correction amount f (battery temperature) is reduced as the vehicle speed decreases. This is because the amount of heat generated by the battery 70 decreases as the vehicle speed decreases.

Specifically, when the battery temperature TB is equal to or lower than the first reference temperature (34.5 ° C. and 35 ° C. in this embodiment), the battery cooling correction amount f (battery temperature) is determined to be 0 rpm. Then, when the battery temperature TB is equal to or higher than the first reference temperature and equal to or lower than the second reference temperature (36 ° C. in the present embodiment), the battery cooling correction amount f (battery temperature) is determined to be 1000 rpm. In the present embodiment, the first reference temperature is provided with a hysteresis width for preventing control hunting. The first reference temperature is a temperature equal to or higher than the reference battery cooling temperature KTB1 (35 ° C. in this embodiment).

A case where the vehicle speed is in a speed range of a predetermined reference vehicle speed (25 km / h in this embodiment) or less will be described. In the speed range below the reference vehicle speed, when the battery temperature TB is above the second reference temperature and below the reference allowable temperature KTBmax (49 ° C in this embodiment), the battery cooling correction amount f as the battery temperature TB rises. (Battery temperature) is increased from 1000 rpm to 2000 rpm. Further, in the speed range equal to or lower than the reference vehicle speed, when the reference allowable temperature KTBmax (49 ° C. in this embodiment) or higher, the battery cooling correction amount f (battery temperature) is determined to be 2000 rpm.

Next, a case where the vehicle speed is in a speed range higher than the reference vehicle speed will be described. When the battery temperature TB is equal to or higher than the second reference temperature and is equal to or lower than the reference allowable temperature KTBmax (49 ° C in this embodiment) in a speed range higher than the reference vehicle speed, the battery cooling correction amount is increased as the battery temperature TB rises. Increase f (battery temperature) from 1000 rpm to 3000 rpm. In the speed range higher than the reference vehicle speed, when the reference allowable temperature KTBmax (49 ° C. in this embodiment) or higher, the battery cooling correction amount f (battery temperature) is determined to be 3000 rpm.

In this way, the upper limit correction amount f (battery temperature) when the vehicle speed range is low is determined to be smaller than the upper limit correction amount f (battery temperature) when the vehicle speed range is high. Even when the running noise is small, it is possible to suppress a decrease in comfort caused by the noise of the compressor 11. That is, by changing the upper limit correction amount f (battery temperature) according to the speed range of the vehicle speed, it is possible to achieve both low noise and cooling performance of the battery 70.

Further, by increasing the upper limit correction amount f (battery temperature) as the battery temperature TB rises, the air-conditioning evaporator temperature TE can be quickly brought close to the target air-conditioning evaporator temperature TEO. Therefore, as described in step S404 described later, the battery cooling operation is likely to be permitted. As a result, the temperature rise of the battery 70 can be suppressed.

In step S303, an upper limit value of the number of revolutions of the compressor 11 based on the air conditioning battery requirement (hereinafter, referred to as an air conditioning battery requirement upper limit value) is determined according to the refrigerant circuit and the vehicle speed, and the process proceeds to step S304. Therefore, the air conditioning control device 50 that executes step S303 corresponds to the upper limit value determining unit 50c.

Specifically, in step S303, as shown in the chart of FIG. 12, the numerical value of the upper limit value of the air conditioning battery requirement is determined to be different depending on the destination of the electric vehicle. The area (A) in the chart of FIG. 12 shows the area where the summer temperature is low, and the area (B) shows the area where the summer climate is hot and humid.

The case where the destination is the area (A) will be described with respect to the chart of FIG. When the refrigerant circuit is switched to the battery independent cycle, it is determined to increase the upper limit value of the air conditioning battery requirement as the battery temperature TB rises regardless of the vehicle speed. This is because as the battery temperature TB increases, the amount of heat generated by the battery 70 increases, and the flow rate of the refrigerant required for cooling the battery 70 increases.

When the refrigerant circuit is switched to the air-conditioning independent cycle and the vehicle speed is equal to or less than the predetermined reference vehicle speed (25 km / h in this embodiment), the upper limit value of the air-conditioning battery requirement is set to the first. The reference upper limit value (3500 rpm in this embodiment) is determined. Further, when the refrigerant circuit is switched to the air conditioning independent cycle and the vehicle speed is higher than the reference vehicle speed, the air conditioning battery requirement upper limit value is set to the second reference upper limit value (5500 rpm in this embodiment). ).

Then, when the refrigerant circuit is switched to the air conditioning battery cycle, the upper limit value correction amount determined in step S302 with respect to the base is based on the upper limit value when the refrigerant circuit is switched to the air conditioning independent cycle. Add f (battery temperature). Then, the value obtained by adding the upper limit value correction amount f (battery temperature) to the base is determined as the upper limit value of the air conditioning battery requirement.

More specifically, when the refrigerant circuit is switched to the air-conditioning battery cycle and the vehicle speed is equal to or lower than the reference vehicle speed, the upper limit correction amount f (battery temperature) is set to the first reference upper limit value. The value obtained by adding is determined as the upper limit of the air conditioning battery requirement. Further, when the refrigerant circuit is switched to the air conditioning battery cycle and the vehicle speed is higher than the reference vehicle speed, the value obtained by adding the upper limit value correction amount f (battery temperature) to the second reference upper limit value. To the upper limit of air conditioning battery requirements.

Next, with respect to the chart of FIG. 12, a case where the destination is the area (B) will be described. When the refrigerant circuit is switched to the battery independent cycle, the upper limit of the air conditioning battery requirement should be increased as the battery temperature TB rises, regardless of the vehicle speed, as in the case of the above-mentioned area (A). To decide.

When the refrigerant circuit is switched to the air-conditioning independent cycle and the vehicle speed is equal to or lower than the predetermined reference vehicle speed, the air-conditioning battery requirement upper limit value is set to the third reference upper limit value (4000 rpm in this embodiment). ). Further, when the refrigerant circuit is switched to the air conditioning independent cycle and the vehicle speed is higher than the reference vehicle speed, the upper limit value of the air conditioning battery requirement is set to the fourth reference upper limit value (6000 rpm in this embodiment). ).

Then, when the refrigerant circuit is switched to the air-conditioning battery cycle and the vehicle speed is equal to or lower than the reference vehicle speed, a value obtained by adding the upper limit correction amount f (battery temperature) to the third reference upper limit value. To the upper limit of air conditioning battery requirements. Further, when the refrigerant circuit is switched to the air conditioning battery cycle and the vehicle speed is higher than the reference vehicle speed, a value obtained by adding the upper limit value correction amount f (battery temperature) to the fourth reference upper limit value. To the upper limit of air conditioning battery requirements.

As a result, the upper limit of the rotation speed of the compressor 11 can be increased during the air-conditioning battery cycle, so that the refrigerant required for battery cooling can be secured. In the battery-only cycle, the upper limit of the number of revolutions of the compressor 11 can be lowered as compared with the air-conditioning-only cycle and the air-conditioning battery cycle. it can. As a result, it is possible to suppress a decrease in the life of the compressor 11, a decrease in the cycle efficiency COP, and a failure of the cycle component device.

The upper limit of the number of revolutions of the compressor 11 in each cycle of the battery independent cycle, the air conditioning independent cycle, and the air conditioning battery cycle increases in the order of the battery independent cycle, the air conditioning independent cycle, and the air conditioning battery cycle. As a result, when operating the refrigeration cycle, the upper limit of the refrigerant discharge capacity of the compressor 11 can be set according to the cycle configuration, and while ensuring the quietness, comfort and anti-fog property associated with the operation, Cooling of the battery 70 and recovery of the compressor oil can be realized.

Further, as shown in the chart of FIG. 12, the upper limit of the air-conditioning battery requirement in the air-conditioning single cycle and the air-conditioning battery cycle is that of the hot and humid area (B) when the destination is the area (A) where the summer temperature is low. The value is determined to be lower than the case.

As a result, the upper limit of the refrigerant discharge capacity of the compressor 11 can be appropriately set according to the climatic characteristics of the destination. For example, in the case of the region (A), the upper limit of the refrigerant discharge capacity of the compressor 11 can be made lower than that in the case of the region (B), so that the efficient region of the compressor 11 can be effectively used. it can. Therefore, in the area (A), the power consumption related to the operation of the vehicle air conditioner 1 can be reduced, and the quietness in the vehicle interior can be improved.

In step S304, an upper limit value of the rotation speed of the compressor 11 for suppressing noise and vibration of the compressor 11 (hereinafter, referred to as an NV requirement upper limit value) is determined, and the process proceeds to step S305. Specifically, in step S304, when the vehicle speed is equal to or lower than the reference vehicle speed, the first NV upper limit value (5200 rpm in the present embodiment) is determined. When the vehicle speed is higher than the reference vehicle speed, the second NV upper limit value (8600 rpm in this embodiment) is determined.

Here, as the vehicle speed decreases, the road noise also decreases, so that the occupant can easily feel the noise and vibration of the compressor 11. Therefore, in the present embodiment, the first NV upper limit value is set to a value lower than the second NV upper limit value.

In step S305, the smaller value of the air conditioning battery requirement upper limit value and the NV requirement upper limit value determined in step S303 is determined as the upper limit value of the rotation speed of the compressor 11, and the process proceeds to step S306.

That is, in step S305, even if the battery temperature TB becomes high and the air-conditioning battery requirement upper limit value becomes high, the upper limit value of the rotation speed of the compressor 11 is prevented from becoming higher than the NV requirement upper limit value. As a result, the vehicle air conditioner 1 can maintain quietness in the vehicle interior even when air conditioning in the vehicle interior and recovery of refrigerating machine oil are performed similar to the air conditioning battery cycle.

In step S306, the lower limit of the rotation speed of the compressor 11 (hereinafter, referred to as the lower limit for oil recovery) required to execute the oil recovery control is determined, and the process proceeds to step S307. Therefore, step S306 is a lower limit value determining unit that determines the lower limit value of the refrigerant discharge capacity of the compressor 11. In step S306, the lower limit value for oil recovery is determined to be a value higher than the lower limit value during normal operation in which the oil recovery control is not executed.

Further, in step S306, as shown in the control characteristic diagram described in step S306 of FIG. 10, it is determined to raise the lower limit value for oil recovery as the outside air temperature Tam decreases.

This is because the flow rate of the circulating refrigerant that circulates the cycle decreases as the outside temperature Tam decreases, so that the refrigerating machine oil stays in the air-conditioning evaporator 16, the right-side battery evaporator 19a, the left-side battery evaporator 19b, and the like. This is because it becomes easier to do. Therefore, as the outside air temperature decreases, the lower limit for oil recovery is raised so that the refrigerating machine oil can be easily returned to the compressor 11 from the air-conditioning evaporator 16, the right-side battery evaporator 19a, and the left-side battery evaporator 19b. doing.

Further, in step S306, when the refrigerant circuit is switched to the air conditioning battery cycle, the lower limit value for oil recovery is raised as compared with the case where the refrigerant circuit is switched to the air conditioning independent cycle or the battery independent cycle. This is because in the air-conditioning battery cycle, the number of refrigerant paths through which the refrigerant flows increases as compared with the air-conditioning single cycle and the battery-only cycle, so that the circulating refrigerant flow rate required to return the refrigerating machine oil to the compressor 11 increases.

In step S307 of FIG. 11, the rotation speed correction degree (hereinafter, referred to as a raising level) of the compressor 11 when starting the cooling of the battery 70 is determined, and the process proceeds to step S308. The raising level is a control flag used for determining "high", "medium", and "low" of the rotation speed correction degree of the compressor 11.

In step S307, as shown in the control characteristic diagram described in step S307 of FIG. 11, a determination value obtained by subtracting the target air-conditioning evaporator temperature TEO from the air-conditioning evaporator temperature TE (air-conditioning evaporator temperature TE-target air conditioning). Evaporator temperature TEO) is used to determine the raising level.

When the judgment value is in the process of increasing, when the judgment value becomes the second judgment value (−0.5 ° C. in the present embodiment) or more, the raising level is switched from “low” to “medium”. Further, when the determination value becomes the fourth determination value (3 ° C. in the present embodiment) or more, the raising level is switched from "medium" to "high".

When the judgment value is in the process of decreasing, when the judgment value becomes the third judgment value (2 ° C. in the present embodiment) or less, the raising level is switched from "high" to "medium". Further, when the determination value becomes equal to or less than the first determination value (-1 ° C. in the present embodiment), the raising level is switched from “medium” to “low”. The difference between the first determination value and the second determination value, and the difference between the third determination value and the fourth determination value are the hysteresis widths for preventing control hunting.

Therefore, in step S307, the raising level is increased as the determination value (air-conditioning evaporator temperature TE-target air-conditioning evaporator temperature TEO) obtained by subtracting the target air-conditioning evaporator temperature TEO from the air-conditioning evaporator temperature TE. Is changed in the order of "low", "medium", and "high". This is because as the air-conditioning evaporator temperature TE increases, the temperature fluctuation of the air-conditioning evaporator temperature TE when the cooling of the battery 70 is started increases.

In step S308, the rotation speed change amount Δf_C determined in step S301 is changed based on the raising level determined in step S307, and the process proceeds to step S309. More specifically, in the change of the rotation speed change amount Δf_C in step S308, the upper limit value of the rotation speed of the compressor 11 this time determined in step S306 is larger than the upper limit value of the rotation speed of the previous compressor 11. It is performed when the speed is increased by 1000 rpm or more.

When the upper limit of the rotation speed of the compressor 11 this time is 1000 rpm or more higher than the upper limit of the rotation speed of the compressor 11 of the previous time, the raising level determined in step S307 is "low". In the case of ", the rotation speed change amount Δf_C is not changed. Therefore, the rotation speed change amount Δf_C is maintained at the value determined in step S301.

Further, when the upper limit of the rotation speed of the compressor 11 this time is 1000 rpm or more higher than the upper limit of the rotation speed of the compressor 11 of the previous time, the raising level determined in step S307 is increased. In the case of "medium", the rotation speed change amount Δf_C is changed to 500 rpm. According to the membership function and the rule of the present embodiment, the rotation speed change amount Δf_C can be surely increased by changing the rotation speed change amount Δf_C to 500 rpm.

Further, when the upper limit of the rotation speed of the compressor 11 this time is 1000 rpm or more higher than the upper limit of the rotation speed of the compressor 11 of the previous time, the raising level determined in step S307 is increased. In the case of "high", the rotation speed change amount Δf_C is changed to 2000 rpm. In other cases, the rotation speed change amount Δf_C is not changed.

Therefore, in step S308, the rotation speed of the compressor 11 at the start of cooling the battery 70 can be rapidly increased as the raising level increases in the order of “low”, “medium”, and “high”.

In step S309, the upper limit change amount f (refrigerant pressure), which is the upper limit value of the rotation speed change amount Δf_C, is determined, and the process proceeds to step S310. Specifically, in step S309, as shown in the control characteristic diagram described in step S309 of FIG. 11, the upper limit change amount f (refrigerant pressure) is reduced as the refrigerant pressure Ph on the high pressure side increases. To decide. As a result, it is possible to prevent the refrigerant pressure on the high pressure side from rising abnormally.

In step S310, the rotation speed of the compressor 11 this time is determined, and the process proceeds to step S14. Specifically, in step S310, the smaller value of the rotation speed change amount Δf_C determined in step S308 and the upper limit change amount f (refrigerant pressure) determined in step S309 is set to the previous compressor 11. Add to the number of revolutions of. As a result, the rotation speed of the first temporary compressor is obtained.

Then, the smaller of the upper limit values of the first temporary compressor rotation speed and the rotation speed of the compressor 11 determined in step S305 is set as the second temporary compressor rotation speed. Of the second temporary compressor rotation speed and the lower limit value for oil recovery determined in step S306, the larger value is determined as the rotation speed of the compressor 11 this time.

Next, in step S14, the operating states of the battery solenoid valve 14b, the right-side battery expansion valve 18a, and the left-side battery expansion valve 18b are determined. The determination of the throttle opening of the right-side battery expansion valve 18a and the left-side battery expansion valve 18b in step S14 is not performed every control cycle τ in which the main routine of FIG. 3 is repeated, but is performed at a predetermined control interval (this implementation). In the form, it is performed every 2 seconds). Details of step S14 will be described with reference to FIGS. 13 to 24.

First, in step S401 shown in FIG. 13, it is determined whether or not the battery temperature TB is higher than the predetermined reference battery cooling temperature KTB1 (35 ° C. in this embodiment). If it is determined in step S401 that the battery temperature TB is higher than the reference battery cooling temperature KTB1, the process proceeds to step S402. If it is determined in step S401 that the battery temperature TB is not higher than the reference battery cooling temperature KTB1, the process proceeds to step S406.

The reference battery cooling temperature KTB1 is set to a temperature at which it is determined that it is desirable to cool the battery 70 when the battery temperature TB is higher than the reference battery cooling temperature KTB1. Therefore, the reference battery cooling temperature KTB1 is set to a temperature lower than the reference allowable temperature KTBmax described in step S71.

In step S406, it is determined to close the battery solenoid valve 14b, and the process proceeds to step S15. This is because the battery 70 does not need to be cooled when the battery temperature TB is equal to or lower than the reference battery cooling temperature KTB1. As a result, the refrigerant is not supplied to the cooling evaporation unit, and the battery 70 is not cooled.

In step S402, it is determined whether or not the occupant is required to perform air conditioning in the vehicle interior. Specifically, in step S402, when the air conditioner switch 60a is turned on (ON), or when the air conditioner blower 32 exerts the air blowing ability by the air volume setting switch 60e, the occupant air-conditions the passenger compartment. Is determined to be required to do.

If it is determined in step S402 that the occupant is not required to perform air conditioning in the vehicle interior, the process proceeds to step S403. If the occupants do not require air conditioning in the vehicle interior, battery cooling can be performed without considering the effect on air conditioning in the vehicle interior. Therefore, in step S403, the battery cooling operation is permitted, and the process proceeds to step S405.

The fact that the battery cooling operation is permitted or the battery cooling operation is prohibited is stored in the dedicated control flag. This also applies to other control steps.

If it is determined in step S402 that the occupant is required to perform air conditioning in the vehicle interior, the process proceeds to step S404. If the occupants require the interior of the vehicle to be air-conditioned, the interior of the vehicle is being air-conditioned. Therefore, when battery cooling is executed, when the flow rate of the refrigerant flowing into the cooling evaporative unit increases, the flow rate of the refrigerant flowing into the air conditioning evaporator 16 decreases, and the temperature and humidity of the air conditioning blower air rise. There is a risk that it will end up.

That is, if the battery cooling is performed at the same time as the air conditioning in the vehicle interior is being executed, the air conditioning feeling of the occupant may be deteriorated. Therefore, in step S404, as shown in the chart of FIG. 15, whether or not the battery cooling operation is possible (that is, permission or prohibition) is determined, and the process proceeds to step S405.

In the determination of whether or not the battery cooling operation is possible in step S404 shown in FIG. 15, it is determined whether or not the occupant has switched to the defroster mode by operating the outlet mode changeover switch 60d. When the mode is switched to the defroster mode, it is determined whether or not the environmental condition of the vehicle is such that the front window glass is likely to cause window fogging, that is, whether the anti-fog requirement is high or low.

In the present embodiment, when the outside air temperature Tam is equal to or lower than the standard anti-fog temperature K Tamd (15 ° C. in the present embodiment), it is determined that window fogging is likely to occur and the anti-fog requirement is high. Further, when the outside air temperature Tam is higher than the standard anti-fog temperature K Tamd, it is determined that window fogging is unlikely to occur and the anti-fog requirement is low.

Then, when the outside air temperature Tam is equal to or lower than the standard anti-fog temperature KTamd and it is determined that the anti-fog requirement is high, whether or not the temperature of the air-conditioning blower air is low enough to prevent window fogging. That is, the presence or absence of anti-fog ability is determined.

Specifically, when the air-conditioning evaporator temperature TE is equal to or lower than the target air-conditioning evaporator temperature TEO, the air-conditioning blower air is sufficiently cooled by the air-conditioning evaporator 16 and the air-conditioning blower air is sufficiently cooled. It is judged that sufficient dehumidification has been performed. Therefore, when the air-conditioning evaporator temperature TE is equal to or lower than the target air-conditioning evaporator temperature TEO, it is determined that the air-conditioning evaporator has sufficient antifogging ability, and the battery cooling operation is permitted. The target air-conditioning evaporator temperature TEO is an air-conditioning evaporator temperature at which the required dehumidifying capacity can be secured.

If the air-conditioning evaporator temperature TE is higher than the target air-conditioning evaporator temperature TEO, the air-conditioning evaporator 16 has not sufficiently cooled the air-conditioning blower air, and the air-conditioning blower air is sufficient. It is judged that the dehumidification has not been performed. Therefore, when the air-conditioning evaporator temperature TE is higher than the target air-conditioning evaporator temperature TEO, it is determined that there is not sufficient antifogging ability, and the battery cooling operation is prohibited.

However, even if the air-conditioning evaporator temperature TE is higher than the target air-conditioning evaporator temperature TEO, if the battery temperature TB is higher than the standard allowable temperature KTBmax (49 ° C. in this embodiment), the battery is cooled. Operation is permitted. The reference allowable temperature KTBmax is a battery temperature at which the life of the battery 70 is significantly reduced.

On the other hand, when the outside air temperature Tam is higher than the standard anti-fog temperature KTamd and it is determined that the anti-fog requirement is low, the possibility of sudden window fogging is low. Therefore, in this case, the evaporator temperature determination value f2 (evaporator temperature) is used to determine whether or not the anti-fog ability is provided. The evaporator temperature determination value f2 (evaporator temperature) is a control flag used to determine "high" or "low" of the air-conditioning evaporator temperature TE.

In the evaporator temperature determination value f2 (evaporator temperature), it is easy to determine that the evaporator has an antifogging ability as compared with the case where the determination is made using the actual air-conditioning evaporator temperature TE.

Specifically, as shown in FIG. 16, when the air-conditioning evaporator temperature TE is in the process of falling, the air-conditioning evaporator temperature TE is equal to or less than the value obtained by adding the correction value β1 to the target air-conditioning evaporator temperature TEO. When becomes, the evaporator temperature determination value f2 (evaporator temperature) becomes “low”. When the evaporator temperature determination value f2 (evaporator temperature) is "low", it is determined that the air-conditioning evaporator temperature TE is low and the anti-fog ability is provided. As a result, battery cooling operation is permitted.

Further, when the evaporator temperature TE for air conditioning is in the process of rising, evaporation occurs when the evaporator temperature TE for air conditioning becomes equal to or higher than the value obtained by adding the correction values β1 and the hysteresis β2 to the target evaporator temperature TEO for air conditioning. The vessel temperature determination value f2 (evaporator temperature) becomes “high”. When the evaporator temperature determination value f2 (evaporator temperature) is "high", it is determined that the air-conditioning evaporator temperature TE is high and there is no antifogging ability. As a result, battery cooling operation is prohibited.

However, even if the evaporator temperature determination value f2 (evaporator temperature) is "high", if the battery temperature TB is higher than the standard allowable temperature KTBmax (49 ° C. in this embodiment), the battery is cooled. Operation is permitted. In FIG. 16, the hysteresis β2 is a hysteresis width for preventing control hunting.

As shown in FIG. 17, the correction value β1 is determined to be a large value as the battery temperature TB rises. Therefore, as the battery temperature TB rises, it becomes easier to determine that the battery has antifogging ability. This is because the deterioration of the battery 70 tends to progress with the battery temperature TB, so that the battery cooling is prioritized for ensuring the comfort in the vehicle interior.

As shown in FIG. 18, the hysteresis β2 is determined to be a large value as the air conditioning evaporator temperature TE rises. When the air-conditioning evaporator temperature TE becomes high, the air-conditioning evaporator temperature TE tends to fluctuate due to fluctuations in the temperature of the air-conditioning blown air flowing into the air-conditioning evaporator 16 (so-called suction temperature). Therefore, the control hunting is suppressed by increasing the hysteresis β2 as the air-conditioning evaporator temperature TE rises.

Further, even when the defroster mode is not switched, it is determined whether the antifogging requirement is high or low as in the case where the defroster mode is switched. Then, when the outside air temperature Tam is equal to or lower than the standard anti-fog temperature K Tamd and it is determined that the anti-fog requirement is high, the presence or absence of the anti-fog ability is determined in the same manner as when the defroster mode is switched.

Specifically, when the air-conditioning evaporator temperature TE is equal to or lower than the target air-conditioning evaporator temperature TEO, the temperature of the air-conditioning blower air is low enough to prevent window fogging, which is sufficient for prevention. Judged as having clouding ability. Therefore, battery cooling operation is permitted.

Further, when the air-conditioning evaporator temperature TE is higher than the target air-conditioning evaporator temperature TEO, the temperature of the air-conditioning blower air is not lowered to the extent that window fogging can be prevented, and sufficient antifogging ability is obtained. Judge that there is no. Therefore, the battery cooling operation is prohibited. However, when the battery temperature TB is equal to or higher than the standard allowable temperature KTBmax, the battery cooling operation is permitted.

On the other hand, when the outside air temperature Tam is higher than the standard anti-fog temperature KTamd and it is determined that the anti-fog requirement is low, the permission or prohibition of the battery cooling operation is determined based on the comfort in the vehicle interior. In order to determine the comfort, the internal air temperature determination value f1 (battery temperature) and the evaporator temperature determination value f2 (evaporator temperature) are used. The internal air temperature determination value f1 (battery temperature) is a control flag used to determine "high" or "low" of the internal air temperature Tr.

Specifically, as shown in FIG. 19, when the internal air temperature Tr is in the descending process, the internal air temperature Tr adds the correction value α1 to the predetermined standard internal air temperature KTr (30 ° C. in this embodiment). When it becomes less than or equal to the value, the internal air temperature determination value f1 (battery temperature) changes from "high" to "low". When the internal air temperature determination value f1 (battery temperature) is "low", it is determined that the internal air temperature Tr is low and the comfort inside the vehicle interior is high.

Further, when the internal air temperature Tr is in the process of rising, when the internal air temperature Tr becomes equal to or more than the value obtained by adding the correction value α1 and the hysteresis α2 (2 ° C. in this embodiment) to the reference internal air temperature KTr. The temperature determination value f1 (battery temperature) changes from "low" to "high". When the internal air temperature determination value f1 (battery temperature) is "high", it is determined that the internal air temperature Tr is high and the comfort in the vehicle interior is low.

As shown in FIG. 20, the correction value α1 is determined to be a large value as the battery temperature TB rises. Therefore, as the battery temperature TB rises, it becomes easier to determine that the comfort level is high. This is because the deterioration of the battery 70 tends to progress with the battery temperature TB, so that the battery cooling is prioritized for ensuring the comfort in the vehicle interior.

Further, the comfort in the vehicle interior is determined using the evaporator temperature determination value f2 (evaporator temperature). This determination is substantially the same as the determination of the presence or absence of the antifogging ability performed when the mode is switched to the defroster mode.

Specifically, when the evaporator temperature determination value f2 (evaporator temperature) is "low", it is determined that the air-conditioning evaporator temperature TE is low and the comfort in the vehicle interior is high. Further, when the evaporator temperature determination value f2 (evaporator temperature) is "high", it is determined that the air-conditioning evaporator temperature TE is high and the comfort in the vehicle interior is low.

Therefore, the value obtained by adding the correction value β1 to the target air-conditioning evaporator temperature TEO is the reference evaporator temperature used when estimating the comfort of the occupant. When the air-conditioning evaporator temperature TE is lower than the reference evaporator temperature TEO + β1, it can be estimated that the discomfort in the vehicle interior can be suppressed within an allowable range.

Then, when it is determined that the comfort is high in both the determination of comfort using the internal air temperature determination value f1 (battery temperature) and the determination of comfort using the evaporator temperature determination value f2 (evaporator temperature). Is allowed to cool the battery.

Further, at least one of the determination of comfort using the internal air temperature determination value f1 (battery temperature) and the determination of comfort using the evaporator temperature determination value f2 (evaporator temperature), it was determined that the comfort was low. In this case, the permission or prohibition of the battery cooling operation is determined based on the elapsed time determination value f3 (battery temperature).

Specifically, as shown in FIG. 21, when the elapsed time from the start of the vehicle system is equal to or greater than the reference elapsed time Timer, the elapsed time determination value f3 (battery temperature) is permitted and the battery cooling operation is performed. Is allowed. Further, when the elapsed time from the start of the vehicle system does not exceed the reference elapsed time Timer, the elapsed time determination value f3 (battery temperature) is prohibited, and the battery cooling operation is prohibited.

The reference elapsed time Timer is the time used when estimating the output of the battery 70. It can be estimated that when the elapsed time from the start of the vehicle system exceeds the reference elapsed time Timer, the possibility that the output of the battery 70 decreases increases.

As a result, even if the battery cooling operation is not permitted for a long period of time, such as when the occupant is opening the window, the battery cooling operation is surely performed according to the elapsed time from the start of the vehicle system. Can be allowed.

Further, the reference elapsed time Timer is set to a shorter time as the battery temperature TB rises, as shown in FIG. Therefore, as the battery temperature TB rises, the battery cooling can be permitted in a short time, and the deterioration of the battery 70 can be effectively suppressed.

In step S405 of FIG. 13, it is determined whether or not the battery cooling operation is permitted. If it is determined in step S405 that the battery cooling operation is not permitted (that is, the battery cooling operation is prohibited), the process proceeds to step S406. If it is determined in step S405 that the battery cooling operation is permitted, the process proceeds to step S407. In step S407, it is determined to open the battery solenoid valve 14b, and the process proceeds to step S408.

Here, a case where the battery solenoid valve 14b is determined to be opened in step S407 and the air conditioning single cycle is switched to the air conditioning battery cycle will be examined.

In this case, in the refrigeration cycle device 10, the flow rate of the refrigerant flowing into the cooling evaporation section may increase sharply, and the flow rate of the refrigerant flowing into the air conditioning evaporator 16 connected in parallel to the cooling evaporation section may decrease sharply. There is. As a result, the cooling of the air-conditioning blown air in the air-conditioning evaporator 16 may be insufficient.

Therefore, in the present embodiment, in the following control step, a gradual change control is executed in which the flow rate of the refrigerant flowing into the cooling evaporation unit is gradually increased with the passage of time.

First, in step S408, by opening the battery solenoid valve 14b in step S407, it is determined whether or not the battery solenoid valve 14b changes from the closed state to the open state. If it is determined in step S408 that the battery solenoid valve 14b changes from the closed state to the open state, the process proceeds to step S409.

In step S409, it is determined in step S407 that the solenoid valve 14b for the battery is opened, so that it is determined whether or not the refrigerant circuit has been switched from the air conditioning independent cycle to the air conditioning battery cycle. If it is determined in step S409 that the refrigerant circuit has been switched from the air conditioning independent cycle to the air conditioning battery cycle, the process proceeds to step S410.

In step S410, the time for executing the gradual change control (hereinafter, referred to as the time limit LTop) is determined, and the process proceeds to step S411. In step S410, as shown in the control characteristic diagram of FIG. 23, the time limit LTop during normal operation in which the oil recovery control is not executed and the time limit LTop during oil recovery control are determined. Therefore, step S410 is a time limit determination unit. Further, the oil recovery control time is the execution time of the oil recovery control.

Regarding the time limit LTop during normal operation, it is determined that the time limit LTop becomes longer as the outside air temperature Tam rises. This is because as the outside air temperature Tam rises, the amount of heat radiated from the high-pressure refrigerant in the condenser 12 decreases, and the time required to lower the temperature of the cooling evaporation section becomes longer. In addition, as the outside air temperature Tam decreases, there is a high possibility that the temperature of the cooling evaporation unit will decrease unnecessarily.

Regarding the time limit LTop at the time of oil recovery control, it is determined that the time limit LTop becomes shorter as the outside air temperature Tam rises. This is because the refrigerating machine oil is less likely to stay in the air-conditioning evaporator 16, the right-side battery evaporator 19a, the left-side battery evaporator 19b, etc. as the outside temperature Tam rises.

In step S411, the maximum throttle opening (hereinafter referred to as the limiting opening LDop) of the cooling flow rate adjusting unit (that is, the expansion valve 18a for the right battery and the expansion valve 18b for the left battery) during the gradual change control is determined. , Step S412.

In step S411, as shown in the control characteristic diagram of FIG. 24, the limit opening LDop during normal operation and the limit opening LDop during oil recovery control are determined. Therefore, step S411 is a limit opening degree determining unit. The limit opening degree LDop is defined by the opening degree ratio with respect to when the cooling flow rate adjusting unit is fully opened (that is, 100%).

The limit opening LDop during normal operation is determined so that the limit opening LDop increases as the outside air temperature Tam rises. This is because as the outside air temperature Tam rises, the amount of heat radiated from the high-pressure refrigerant in the condenser 12 decreases, and the time required to lower the temperature of the cooling evaporation section becomes longer. In addition, as the outside air temperature Tam decreases, there is a high possibility that the temperature of the cooling evaporation unit will decrease unnecessarily.

The limit opening LDop during oil recovery control is determined so that the limit opening LDop becomes smaller as the outside air temperature Tam rises. This is because the refrigerating machine oil is less likely to stay in the air-conditioning evaporator 16, the right-side battery evaporator 19a, and the left-side battery evaporator 19b as the outside temperature Tam rises. Further, regarding the limited opening degree LDop at the time of oil recovery control, at least the refrigerating machine oil staying in the air conditioner evaporator 16, the right side battery evaporator 19a and the left side battery evaporator 19b can be returned to the compressor 11. Determine within range.

In step S412, the throttle opening ODop of the cooling flow rate adjusting unit at the time of gradual change control is determined, and the process proceeds to step S414. In step S412, the aperture opening ODop is changed according to the switching elapsed time Top after it is determined that the battery solenoid valve 14b has changed from the closed state to the open state.

Specifically, in step S412, the throttle opening ODop of the cooling flow rate adjusting unit is increased within the range of being equal to or less than the limit opening LDop. Further, in step S412, the amount of increase in the aperture opening ODop per unit time is set to a predetermined reference increase amount (in the present embodiment, the amount of increase per second is 0.1% of the maximum opening degree). , Increase the throttle opening ODop of the cooling flow rate adjusting unit.

If the aperture opening ODop reaches the limit opening LDop before the switching elapsed time Top reaches the time limit LTop, the aperture opening ODop is the limit opening until the switching elapsed time Top reaches the time limit LTop. Maintained in LDop. When the switching elapsed time Top reaches the time limit LTop, the gradual change control is terminated regardless of the aperture opening ODop. That is, the limit opening LDop is set to 100%.

On the other hand, if it is determined in step S408 that the battery solenoid valve 14b has not changed from the closed state to the open state, the process proceeds to step S413. If it is determined in step S409 that the refrigerant circuit has not been switched from the air conditioning independent cycle to the air conditioning battery cycle, the process proceeds to step S413. When the process proceeds to step S413, it is not necessary to execute the gradual change control, so the limit opening degree LDop is set to 100%.

In step S414 shown in FIG. 14, it is determined whether or not the oil recovery control is executed. If it is determined in step S414 that the oil recovery control is being executed, the process proceeds to step S415. If it is determined in step S414 that the oil recovery control has not been executed, the process proceeds to step S416.

In step S415 and step S416, the value of the frost formation determination flag is determined, and the process proceeds to step S417. In the frost formation determination flag, "Yes" is stored when it is determined that frost formation has occurred in the cooling evaporation unit. If it is determined that no frost has formed on the cooling evaporation unit, "none" is stored.

In step S415, when the minimum temperature TEBmin of the cooling evaporator temperature is in the process of falling, when the minimum temperature TEBmin becomes equal to or lower than the predetermined first reference frost temperature KTEB1 (-5 ° C in this embodiment). In addition, the frost formation judgment flag changes from "none" to "yes".

Further, when the minimum temperature TEBmin of the cooling evaporator temperature is in the process of rising, when the minimum temperature TEBmin reaches the predetermined second reference frost temperature KTEB2 (-3 ° C in this embodiment) or higher, The frost formation judgment flag changes from "Yes" to "No". The difference between the first reference frost temperature KTEB1 and the second reference frost temperature KTEB2 is the hysteresis width for preventing control hunting.

In step S416, when the minimum temperature TEBmin is in the descending process, the frost formation determination flag is set when the minimum temperature TEBmin becomes the predetermined third reference frost temperature KTEB3 (-1 ° C. in the present embodiment) or less. Changes from "nothing" to "yes".

Further, when the minimum temperature TEBmin of the cooling evaporator temperature is in the process of rising, the minimum temperature TEBmin is set when the predetermined fourth reference frost temperature KTEB4 (0 ° C. in this embodiment) or higher is reached. The frost judgment flag changes from "Yes" to "No".

The difference between the third reference frost temperature KTEB3 and the fourth reference frost temperature KTEB4 is the hysteresis width for preventing control hunting. Further, in the present embodiment, the lower value of the right-side cooling evaporator temperature TEBR and the left-side cooling evaporator temperature TEBL is set as the minimum temperature TEBmin of the cooling evaporator temperature.

Further, the first reference frost temperature KTEB1 is set to a temperature lower than the third reference frost temperature KTEB3. The second reference frost temperature KTEB2 is set to a temperature lower than the fourth reference frost temperature KTEB4. Therefore, during the execution of the oil recovery control, the frost formation determination flag is less likely to be “Yes” than during the normal operation.

In step S417, it is determined whether or not frost formation has occurred in the cooling evaporation portion by using the frost formation determination flag. If the frost formation determination flag is "Yes" in step S417, the process proceeds to step S418. In step S418, the cooling flow rate adjusting unit (that is, the expansion valve 18a for the right side battery and the expansion valve 18b for the left side battery) is fully closed (0%). As a result, the refrigerant does not flow into the cooling evaporation section, and the cooling evaporation section is defrosted.

If the frost formation determination flag is "none" in step S417, the process proceeds to step S419. In step S419, the right throttle opening ODR of the expansion valve 18a for the right battery is determined, and the process proceeds to step S420. In the right throttle opening ODR, the right superheat degree SHBR of the refrigerant on the outlet side of the right battery evaporator 19a approaches the target cooling side superheat degree SHBO (10 ° C. in this embodiment), which is a predetermined target value. Is decided.

Specifically, in step S419, the right side change amount fR (right side superheat degree) of the right side aperture opening ODR is determined. In the present embodiment, as shown in the control characteristic diagram described in step S419 of FIG. 14, the value obtained by subtracting the target cooling side superheat degree SHBO (10 ° C. in this embodiment) from the right side superheat degree SHBR is increased. Along with this, it is determined to increase the right side change amount fR (right side superheat degree).

Further, in step S419, the value obtained by adding the right side change amount fR (right side superheat degree) to the previous right side aperture opening ODR, and the aperture opening ODop during the gradual change control during normal operation determined in step S412. The smaller value is defined as the right aperture opening ODR.

In step S420, the left throttle opening ODL of the expansion valve 18b for the left battery is determined, and the process proceeds to step S15. The left aperture opening ODL is basically determined to be the same value as the right aperture opening ODR. That is, the left aperture opening ODL is determined so as to increase or decrease in the same amount as the right aperture opening ODR in synchronization with the determination of the right aperture opening ODR.

However, when the left superheat degree SHBL and the right side superheat degree SHBR of the refrigerant on the outlet side of the left side battery evaporator 19b deviate from each other, the throttle opening of the left side battery expansion valve 18b is corrected. Specifically, in step S420, as shown in the control characteristic diagram described in step S420 of FIG. 14, the left side correction amount is increased as the value obtained by subtracting the right side superheat degree SHBR from the left side superheat degree SHBL increases. Decide to let.

However, when the value obtained by subtracting the right superheat degree SHBR from the left side superheat degree SHBL is within the reference range (in this embodiment, −5 or more and +5 or less), the left side correction amount is set to 0. As a result, even if there is a difference in the degree of superheat between the right-side battery evaporator 19a and the left-side battery evaporator 19b, the expansion valve 18a for the right-side battery is as long as it is below a certain value so that the cooling of the battery 70 does not become uneven. And the target opening degree of the expansion valve 18b for the left battery are made the same.

Further, in step S420, the value obtained by adding the right side change amount fR (right side superheat degree) and the left side correction amount to the previous right side aperture opening ODR, and the gradual change control during normal operation determined in step S412 are being performed. The smaller value of the aperture opening ODop is defined as the left aperture opening ODL. The right superheat degree SHBR and the left side superheat degree SHBL are derived from the right side cooling evaporator temperature TEBR, the left side cooling evaporator temperature TEBL, and the cooling evaporator pressure PEB.

Here, in the cooling evaporator of the present embodiment, the right-side battery evaporator 19a and the left-side battery evaporator 19b are connected in parallel with respect to the flow of the refrigerant. Therefore, if the throttle opening of the expansion valve for the battery on one side is changed in an attempt to adjust the degree of superheat of the evaporator for one battery, the flow rate of the refrigerant to the evaporator for the battery on the other side changes, and the other side It is conceivable that the degree of superheat of the battery evaporator will also fluctuate.

Then, when the degree of superheat of the battery evaporator on the other side changes, the throttle opening of the battery expansion valve on the other side is similarly adjusted, and the refrigerant flow rate to the battery evaporator on the one side changes. The degree of superheat of the battery evaporator on the side changes. It is assumed that the temperature of the right-side battery evaporator 19a and the left-side battery evaporator 19b becomes completely unstable due to such control hunting.

In step S420, the target opening degree of the expansion valve 18a for the right side battery and the target opening degree of the expansion valve 18b for the left side battery are made the same as long as the cooling of the battery 70 is not uneven, so that the right side battery evaporates. The vessel 19a and the evaporator 19b for the left battery can be stably controlled.

Next, in step S15, the operating rate of the outside air fan 12a (that is, the amount of air blown from the outside air) is determined. The amount of air blown by the outside air fan 12a is determined based on the refrigerant pressure Ph on the high pressure side. Specifically, as shown in the control characteristic diagram of FIG. 25, the operating rate of the outside air fan 12a is increased as the refrigerant pressure Ph increases, and the amount of air blown is increased.

As a result, the amount of heat radiated from the high-pressure refrigerant to the outside air by the condenser 12 can be increased, so that the amount of heat absorbed on the low-pressure side of the refrigeration cycle device 10 can be increased. As a result, the vehicle air-conditioning device 1 can sufficiently secure the cooling capacity in the air-conditioning evaporation unit and the cooling evaporation unit.

Next, in step S16, the air conditioning control device 50 outputs a control signal and a control voltage to various controlled devices so that the control state determined in steps S5 to S15 described above can be obtained. Next, in step S17, the process waits for the control cycle τ (250 ms in this embodiment), and when the progress of the control cycle τ is determined, the process returns to step S2.

Here, in the refrigerating cycle apparatus in which the refrigerating machine oil is mixed in the refrigerant as in the present embodiment, the refrigerating machine oil may stay in the refrigerant circuit. In particular, the refrigerating machine oil tends to stay in the air-conditioning evaporator 16 for evaporating the liquid phase refrigerant, the right-side battery evaporator 19a, and the left-side battery evaporator 19b. Such retention of refrigerating machine oil deteriorates the heat exchange performance of the air-conditioning evaporator 16, the right-side battery evaporator 19a, and the left-side battery evaporator 19b.

Therefore, in the vehicle air-conditioning device 1 of the present embodiment, the refrigerating machine oil accumulated in the air-conditioning evaporator 16 of the refrigeration cycle device 10, the right-side battery evaporator 19a, the left-side battery evaporator 19b, and the like is returned to the compressor 11. Oil recovery control for The oil recovery control will be described with reference to FIG. The control process for oil recovery control shown in FIG. 26 is executed in parallel with the control process of the main routine shown in FIG.

In the control process for oil recovery control, anti-fog in the vehicle interior is prioritized over the execution of oil recovery control. Therefore, when the anti-fog condition is satisfied, the oil recovery control is prohibited. First, in step S801, the air-conditioning elapsed time from the start of the air-conditioning operation in which the air-conditioning blower air is cooled by the air-conditioning evaporator 16 is within the reference air-conditioning execution time KACT1 (120 seconds in this embodiment) predetermined by the ACT. Is determined.

Here, the start of the air conditioning operation is when the air conditioner switch 60a is turned on (ON) from the non-turned (OFF) state. That is, the start of the air conditioning operation is the time when the air conditioning solenoid valve 14a is changed from the closed state to the open state. Therefore, if the air conditioner switch 60a is already turned on when the vehicle system is started, the start of the vehicle system is the start of the air conditioning operation.

Further, the reference air-conditioning execution time KACT1 is determined as the time required from the start of the air-conditioning operation until the air-conditioned air is lowered to a temperature at which comfortable air-conditioning in the vehicle interior can be realized and becomes stable. In other words, the reference air-conditioning execution time KACT1 is determined as the time required for the air-conditioning evaporator temperature TE to reach the target air-conditioning evaporator temperature TEO and stabilize.

The stable temperature TE of the evaporator for air conditioning means that the amount of change per unit time is equal to or less than a predetermined reference change amount.

If it is determined in step S801 that the elapsed air conditioning time ACT is within the reference air conditioning execution time KACT1, the process proceeds to step S802. If it is determined in step S801 that the elapsed air conditioning time ACT is not within the reference air conditioning execution time KACT1, the process proceeds to step S809.

If it is determined in step S801 that the elapsed air conditioning time ACT is not within the standard air conditioning execution time KACT1, stable air conditioning in the vehicle interior has already been realized. Further, the amount of condensed water adhering to the air conditioning evaporator 16 is also increasing. Therefore, when the oil recovery control is executed, the cooling capacity and the dehumidifying capacity of the air-conditioning blown air in the air-conditioning evaporator 16 may be lowered, and the anti-fog capacity may be lowered.

Therefore, in step S809, it is determined not to execute the oil recovery control (that is, prohibition of the oil recovery control), and the process returns to step S801 again. That is, in the present embodiment, the anti-fog condition is satisfied when the elapsed air-conditioning time ACT exceeds the standard air-conditioning execution time KACT1.

In step S802, it is determined whether or not the trip counter Tcnt is equal to or more than a predetermined reference number of times KTct (5 times in this embodiment). If it is determined in step S802 that the trip counter Tcnt is equal to or greater than the reference number of times KTct, the process proceeds to step S803. If it is determined in step S802 that the trip counter Tctnt is not equal to or greater than the reference number of times KTctt, the process proceeds to step S809.

In step S803, it is determined whether or not the battery cooling operation is permitted. If it is determined in step S803 that the battery cooling operation is not permitted, the process proceeds to step S804. If it is determined in step S803 that the battery cooling operation is permitted, the process proceeds to step S809.

Here, when the battery cooling operation is permitted while the air conditioning operation is started, the refrigerant is supplied not only to the air conditioning evaporator 16 but also to the right side battery evaporator 19a and the left side battery evaporator 19b. Will be done. Therefore, the refrigerating machine oil accumulated in the air-conditioning evaporator 16, the right-side battery evaporator 19a, and the left-side battery evaporator 19b can be returned to the compressor 11 without executing the oil recovery control.

In step S804, similarly to step S417, it is determined whether or not frost formation has occurred in the cooling evaporation portion by using the frost formation determination flag. If the frost formation determination flag is determined to be "none" in step S804, the process proceeds to step S805. If the frost formation determination flag is determined to be "Yes" in step S804, the process proceeds to step S809.

In step S805, it is determined whether or not the outside air temperature Tam is higher than the predetermined reference anti-fog required temperature KTamL (10 ° C. in the present embodiment). If it is determined in step S805 that the outside air temperature Tam is higher than the reference anti-fog required temperature KTamL, the process proceeds to step S806. If it is determined in step S805 that the outside air temperature Tam is not equal to or higher than the standard anti-fog required temperature KTamL, the process proceeds to step S809.

The reference anti-fog required temperature KTamL is set to a temperature at which it is judged that there is a high possibility of sudden window fogging when the outside air temperature Tam is equal to or less than the standard anti-fog required temperature KTamL. Therefore, the reference anti-fog required temperature KTamL is set to a temperature lower than the reference anti-fog temperature KTamd.

Therefore, when it is determined that the outside air temperature Tam is not higher than the standard anti-fog required temperature KTamL, the oil recovery control is prohibited. That is, in the present embodiment, the anti-fog condition is satisfied when the outside air temperature Tam becomes equal to or less than the standard anti-fog required temperature KT amL.

In step S806, it is determined whether or not the outlet mode has been switched to the defroster mode. If it is determined in step S806 that the outlet mode has not been switched to the defroster mode, the process proceeds to step S807. If it is determined in step S806 that the outlet mode has been switched to the defroster mode, the process proceeds to step S809.

When the air outlet mode is switched to the defroster mode, the front window glass is required to be anti-fog by the operation of the occupant, and there is a high possibility that the window will be fogged. Therefore, when the oil recovery control is executed, the antifogging ability is lowered and window fogging may occur.

Therefore, when the outlet mode is switched to the defroster mode, the oil recovery control is prohibited. That is, in the present embodiment, the anti-fog condition is satisfied when the outlet mode is switched to the defroster mode.

In step S807, it is determined whether or not the elapsed air conditioning time ACT is within the predetermined reference air conditioning stabilization time KACT2 (20 seconds in this embodiment). If it is determined in step S807 that the elapsed air conditioning time ACT is within the reference air conditioning stabilization time KACT2, the process proceeds to step S809. If it is determined in step S807 that the elapsed air conditioning time ACT is not within the reference air conditioning stabilization time KACT2, the process proceeds to step S810.

Here, the reference air-conditioning stabilization time KACT2 is determined assuming the time required from the start of the air-conditioning operation to the elimination of the temperature distribution of the air-conditioning evaporator 16. While the temperature distribution is generated in the air-conditioning evaporator 16, the temperature of the air-conditioning blower air does not decrease to a temperature at which comfortable air-conditioning in the vehicle interior can be realized.

Therefore, when it is determined that the air conditioning elapsed time ACT is within the reference air conditioning stabilization time KACT2, the oil recovery control is prohibited. That is, in the present embodiment, the anti-fog condition is satisfied when the elapsed air-conditioning time ACT is within the standard air-conditioning stabilization time KACT2.

In step S808, the oil recovery control is executed, and the process proceeds to step S810. Specifically, in the oil recovery control, the solenoid valve 14b for the battery is opened, and the compressor 11 is operated at the rotation speed determined in step S13. That is, in the oil recovery control, the refrigerant circuit is switched to the air-conditioning battery cycle, and the refrigerant is circulated to the cooling evaporation unit.

Further, whether or not the oil recovery control is executed is stored in a dedicated control flag. Therefore, if it is not stored in the dedicated control flag that the oil recovery control is executed, the normal operation is performed in which the oil recovery control is not executed.

In step S810, it is determined whether or not the oil recovery control is completed. Specifically, in step S810, it is determined whether or not the execution time of the oil recovery control has reached the time limit LTop at the time of oil recovery control determined in step S410. Then, when the execution time of the oil recovery control reaches the time limit LTop, it is determined that the oil recovery control is completed.

When it is determined in step S810 that the oil recovery control is completed, the process proceeds to step S808. In step S811, the trip counter Tctt is reset (that is, the trip counter Tctnt is set to 0 times), and the process returns to step S801. When it is determined in step S810 that the oil recovery control has not been completed, the process returns to step S801 again while maintaining the value of the trip counter Tct.

As is clear from the controls in steps S801 to S807 described above, the oil recovery control is prohibited when the anti-fog condition is satisfied. Therefore, as shown in the time chart of FIG. 27, the oil recovery control is executed when the elapsed air conditioning time ACT exceeds the standard air conditioning stabilization time KACT2 and is within the standard air conditioning execution time KACT1. ..

Then, when the other anti-fog conditions are not satisfied and the oil recovery control is executed, the refrigerant circuit is switched from the air-conditioning independent cycle to the air-conditioning battery cycle. Further, as shown as an example in FIG. 27, if the battery 70 does not need to be cooled after the oil recovery control is completed, the refrigerant circuit is switched from the air conditioning battery cycle to the air conditioning independent cycle.

Therefore, in the vehicle air conditioner 1 of the present embodiment, the refrigerant circuit of the refrigeration cycle device 10 is switched as shown in the chart of FIG. 28.

Specifically, when the air conditioner switch 60a is not turned on and the battery cooling operation is permitted in step S14, the cycle is basically switched to the battery independent cycle. If the air conditioner switch 60a is not turned on, the battery cooling operation is prohibited, and the battery temperature TB is equal to or lower than the standard allowable temperature KTBmax, the compressor 11 is stopped. It may be switched to a circuit.

Further, when the air conditioner switch 60a is turned on and the battery cooling operation is permitted, the cycle is switched to the air conditioner battery cycle. When the air conditioner switch 60a is turned on and the battery cooling operation is prohibited, the cycle is basically switched to the air conditioning independent cycle. However, even when the air conditioner switch 60a is turned on and the battery cooling operation is prohibited, the air conditioner battery cycle is switched to while the oil recovery control is being executed.

When the refrigeration cycle device 10 is switched to the air-conditioning independent cycle, the operation of the air-conditioning mode in which the refrigerant flows into the air-conditioning evaporation unit and the refrigerant is prohibited from flowing into the cooling evaporation unit is executed.

In the refrigeration cycle device 10 in the air conditioning mode, the high-pressure refrigerant discharged from the compressor 11 flows into the condenser 12. The high-pressure refrigerant flowing into the condenser 12 exchanges heat with the outside air blown from the outside air fan 12a and condenses. The refrigerant condensed by the condenser 12 is gas-liquid separated by the receiver 12b.

Since the battery solenoid valve 14b is closed, the liquid phase refrigerant flowing out from the receiver 12b flows into the air conditioning expansion valve 15 via the branch portion 13a and the air conditioning solenoid valve 14a and is depressurized. The low-pressure refrigerant decompressed by the air-conditioning expansion valve 15 flows into the air-conditioning evaporator 16.

The refrigerant flowing into the air-conditioning evaporator 16 exchanges heat with the air-conditioning blower air blown from the air-conditioning blower 32 and evaporates. As a result, the air-conditioned blown air is cooled. The refrigerant flowing out of the air-conditioning evaporator 16 is sucked into the compressor 11 via the check valve 17 and the merging portion 13b, and is compressed again.

In the heat medium circuit 20 in the air conditioning mode, the heat medium pumped from the water pump 21 is heated by the water heater 22. The heat medium heated by the water heater 22 flows into the heater core 23. The heat medium flowing into the heater core 23 exchanges heat with the air-conditioning blown air cooled by the air-conditioning evaporator 16. As a result, the blast air for air conditioning is reheated.

The heat medium flowing out of the heater core 23 is sucked into the water pump 21 via the reserve tank 24 and pumped again.

In the indoor air conditioning unit 30 in the air conditioning mode, the air flowing in from the inside / outside air switching device 33 is sucked into the air conditioning blower 32. The air-conditioning blown air blown from the air-conditioning blower 32 flows into the air-conditioning evaporator 16 and is cooled. A part of the air-conditioning blown air cooled by the air-conditioning evaporator 16 is reheated by the heater core 23 according to the opening degree of the air mix door 34.

The air-conditioning air blown air heated by the heater core 23 and the air-conditioning air-conditioning air blower that has passed through the cold air bypass passage 35 are mixed in the mixing space 36 and approach the target blowing temperature TAO. Then, the air-conditioning blown air adjusted to an appropriate temperature in the mixing space 36 is blown out to an appropriate place in the vehicle interior according to the outlet mode. As a result, comfortable air conditioning in the vehicle interior is realized.

Further, when the refrigerating cycle device 10 is switched to the battery independent cycle, the operation of the cooling mode in which the refrigerant flows into the air-conditioning evaporation section is prohibited and the refrigerant flows into the cooling evaporation section is executed. ..

In the refrigerating cycle device 10 in the cooling mode, the refrigerant condensed by the condenser 12 is gas-liquid separated by the receiver 12b, as in the air conditioning single cycle. Since the air-conditioning solenoid valve 14a is closed, the liquid-phase refrigerant flowing out from the receiver 12b flows into the battery-side branch portion 13c via the branch portion 13a and the battery solenoid valve 14b.

The refrigerant flowing out from one outlet of the battery-side branch portion 13c flows into the expansion valve 18a for the right-side battery and is depressurized. The low-pressure refrigerant decompressed by the expansion valve 18a for the right-side battery flows into the evaporator 19a for the right-side battery.

The refrigerant flowing into the right battery evaporator 19a exchanges heat with the cooling air blown from the cooling blower 42 and evaporates. As a result, the cooling blown air is cooled. The refrigerant flowing out of the right-side battery evaporator 19a is sucked into the compressor 11 via the battery-side merging portion 13d and the merging portion 13b, and is compressed again.

The refrigerant flowing out from the other outlet of the battery-side branch portion 13c flows into the left-side battery expansion valve 18b and is depressurized. The low-pressure refrigerant decompressed by the expansion valve 18b for the left battery flows into the evaporator 19b for the left battery.

The refrigerant flowing into the left battery evaporator 19b exchanges heat with the cooling air blown from the cooling blower 42 and evaporates. As a result, the cooling blown air is cooled. The refrigerant flowing out of the left-side battery evaporator 19b is sucked into the compressor 11 via the battery-side merging portion 13d and the merging portion 13b, and is compressed again.

In the battery pack 40 in the cooling mode, the air in the battery space 45 is sucked into the cooling blower 42. The cooling blown air blown from the cooling blower 42 flows into the right side battery evaporator 19a and the left side battery evaporator 19b to be cooled.

The cooling blown air cooled by the right battery evaporator 19a is guided to the battery space 45 via the right air passage 44a and is blown to the right side of the battery 70. As a result, one end face of the plurality of battery cells is cooled. The cooling blown air cooled by the left battery evaporator 19b is guided to the battery space 45 via the left air passage 44b and is blown to the left side of the battery 70. This cools the other end face of the plurality of battery cells.

Further, when the refrigeration cycle device 10 is switched to the air conditioning battery cycle, the operation of the air conditioning cooling mode in which the refrigerant flows into the air conditioning evaporating unit and the refrigerant flows into the cooling evaporating unit is executed.

In the refrigerating cycle device 10 in the air-conditioning cooling mode, the refrigerant condensed by the condenser 12 is gas-liquid separated by the receiver 12b, as in the air-conditioning independent cycle and the battery independent cycle. The liquid phase refrigerant flowing out from the receiver 12b flows into the branch portion 13a.

The refrigerant flowing out from one outlet of the branch portion 13a flows into the air conditioning expansion valve 15 via the air conditioning solenoid valve 14a in the same manner as when the cycle is switched to the air conditioning independent cycle. Then, the air-conditioning blown air is cooled by the air-conditioning evaporator 16 as in the case of switching to the air-conditioning independent cycle.

The refrigerant flowing out from the other outlet of the branch portion 13a flows into the battery side branch portion 13c via the battery solenoid valve 14b, as in the case of switching to the battery independent cycle. Then, the cooling blown air is cooled by the right-side battery evaporator 19a and the left-side battery evaporator 19b, as in the case of switching to the battery independent cycle.

The heat medium circuit 20 and the indoor air conditioning unit 30 in the air conditioning cooling mode operate in the same manner as when the cycle is switched to the air conditioning independent cycle. Therefore, even when the refrigerant circuit of the refrigeration cycle device 10 is switched to the air-conditioning battery cycle, the air-conditioned air for air-conditioning whose temperature is appropriately adjusted is blown out to an appropriate place in the vehicle interior, and comfortable air-conditioning in the vehicle interior. Is realized.

In the battery pack 40 in the air-conditioning cooling mode, each component device operates in the same manner as when the battery is switched to the battery independent cycle. Therefore, the battery 70 can be cooled even when the refrigerant circuit of the refrigeration cycle device 10 is switched to the air conditioning battery cycle.

Further, when the refrigerant circuit of the refrigeration cycle device 10 is switched to the air-conditioning battery cycle, the refrigerant can be circulated to the air-conditioning evaporator 16, the right-side battery evaporator 19a, and the left-side battery evaporator 19b. Therefore, by circulating the refrigerant at the flow rate required to execute the oil recovery control, the refrigerant retained in the air-conditioning evaporator 16, the right-side battery evaporator 19a, and the left-side battery evaporator 19b is returned to the compressor 11. be able to.

As described above, according to the vehicle air conditioner 1 of the present embodiment, the operation of the compressor 11 is controlled according to the upper limit value of the refrigerant discharge capacity of the compressor 11 determined in step S13, so that the air conditioner alone In the case of a cycle, air conditioning in the passenger compartment can be realized with low power and low noise.

Here, in the case of the air-conditioning cooling cycle, in addition to the circulation of the refrigerant through the air-conditioning evaporator (that is, the air-conditioning evaporator 16), the cooling evaporator (that is, the right-hand battery evaporator 19a, the left-side battery evaporator). It is necessary to circulate the refrigerant through the vessel 19b). Therefore, the vehicle air conditioner 1 determines the upper limit value of the refrigerant discharge capacity of the compressor 11 to be larger than that in the case of the air conditioning single cycle, so that both the air conditioner evaporative unit and the cooling evaporative unit can be used. It is possible to secure an appropriate refrigerant flow rate and circulate it.

As a result, the vehicle air conditioner 1 can suppress a decrease in comfort such as an increase in blowing temperature and a decrease in dehumidification performance due to a change in the cycle configuration such as an air conditioning independent cycle or an air conditioning refrigeration cycle, and further, the refrigerating machine oil It is possible to prevent the occurrence of defects due to shortage.

Further, the operation in the air conditioning cooling cycle includes an air conditioning cooling mode in which the air conditioning in the vehicle interior and the cooling of the battery 70 are performed in parallel, and the oil recovery control shown in FIG. 27 and the like. Therefore, the vehicle air conditioner 1 can prevent the occurrence of defects due to the shortage of refrigerating machine oil while suppressing the deterioration of comfort at any time of operation included in the air conditioning cooling cycle.

Further, in step S302, the upper limit correction amount f (battery temperature) in the speed range of the reference vehicle speed (25 km / h in this embodiment) or less is determined to be smaller than in the speed range higher than the reference vehicle speed. To. Therefore, the vehicle air conditioner 1 can suppress a decrease in comfort caused by the noise of the compressor 11 even when the traveling noise is small. That is, by changing the upper limit correction amount f (battery temperature) according to the speed range of the vehicle speed, it is possible to achieve both low noise and cooling performance of the battery 70.

Further, in step S302, the upper limit correction amount f (battery temperature) is increased as the battery temperature TB rises. As a result, the vehicle air conditioner 1 can quickly bring the air conditioner evaporator temperature TE closer to the target air conditioner evaporator temperature TEO. Therefore, in step S404, the battery cooling operation is easily permitted, so that the vehicle air conditioner 1 can suppress the temperature rise of the battery 70.

Then, in step S303, the upper limit of the number of revolutions of the compressor 11 in each cycle of the battery independent cycle, the air conditioning independent cycle, and the air conditioning battery cycle increases in the order of the battery independent cycle, the air conditioning independent cycle, and the air conditioning battery cycle. Further, the upper limit value of the rotation speed of the compressor 11 in each cycle is determined to be equal to or less than the NV requirement upper limit value determined in step S304.

As a result, the vehicle air conditioner 1 can set the upper limit value of the refrigerant discharge capacity of the compressor 11 according to the cycle configuration during the operation of the refrigeration cycle, and the quietness associated with the operation, the comfort in the vehicle interior, and the prevention can be set. It is possible to cool the battery 70 and recover the compressor oil while ensuring cloudiness.

Further, as shown in the chart of FIG. 13, the numerical value of the upper limit value of the air conditioning battery requirement is determined to be different depending on the destination of the electric vehicle. As a result, the upper limit of the refrigerant discharge capacity of the compressor 11 can be appropriately set according to the climatic characteristics of the destination, and the operating efficiency of the vehicle air conditioner 1 and the quietness in the vehicle interior can be improved. Can be done.

Then, in step S301, the vehicle air-conditioning apparatus 1 of the present embodiment sets the refrigerant discharge capacity of the compressor in the case of the air-conditioning battery cycle to the air-conditioning evaporator temperature TE of the air-conditioning evaporator 16 and the target air-conditioning evaporation. It is determined by using a feedback control method using the difference in the instrument temperature TEO.

As a result, even in the case of an air-conditioning battery cycle, it is possible to realize the cooling of the battery 70 and the refrigerant discharge capacity of the compressor 11 that can ensure the comfort and anti-fog property in the vehicle interior, and the running safety of the vehicle and the battery 70 can be realized. It is possible to achieve both cooling. Further, the vehicle air conditioner 1 can secure a refrigerant flow rate capable of recovering the refrigerating machine oil in the case of an air conditioner battery cycle.

When it is determined in step S77 that the vehicle air conditioner 1 of the present embodiment has been switched to the air conditioner battery cycle, the outside air rate is determined to be 0% and the operation of the inside / outside air switching device 33 is controlled. As a result, the internal air ratio supplied to the air-conditioning evaporator 16 increases to 100% prior to the start of operation of the air-conditioning battery cycle.

According to this, the temperature of the air introduced into the air-conditioning evaporator 16 can be lowered as much as possible before the cooling of the battery 70 is started. Therefore, when the cooling operation of the battery 70 is started, the air-conditioning evaporator It is possible to suppress the temperature rise of 16 as much as possible. As a result, the vehicle air conditioner 1 can suppress a decrease in comfort at the start of cooling of the battery 70.

When the battery pack 40 is arranged under the floor of the vehicle interior as in the present embodiment, the refrigerant tends to stay, so it is important to take measures to suppress the retention of the refrigerating machine oil. In view of this point, in the present embodiment, as described in step S14, it is possible to control the throttle opening degree of the expansion valve 18a for the right side battery and the expansion valve 18b for the left side battery, which are electric expansion valves.

According to this, it is possible to greatly open the throttle opening of the expansion valve 18a for the right battery and the expansion valve 18b for the left battery in order to recover the refrigerating machine oil mixed in the refrigerant, so that the retention of the refrigerating machine oil is suppressed. it can.

Further, in the vehicle air conditioner 1 of the present embodiment, a plurality of cooling evaporation units are provided in parallel with respect to the flow of the refrigerant as the right side battery evaporator 19a and the left side battery evaporator 19b. According to this, the cooling evaporation unit can be arranged by effectively utilizing the cooling space 43 of the battery pack 40. That is, the cooling evaporation unit can be arranged so that the battery 70 can be effectively cooled.

Further, in the vehicle air conditioner 1 of the present embodiment, a plurality of cooling flow rate adjusting units are provided as a right-side battery expansion valve 18a and a left-side battery expansion valve 18b. Then, the flow rates of the refrigerant flowing into the right-side battery evaporator 19a and the left-side battery evaporator 19b can be individually adjusted. According to this, the refrigerant evaporation temperature in the plurality of cooling evaporation units can be individually adjusted, and effective cooling of the battery 70 can be realized.

Then, as shown in the control characteristic diagram of step S417, when the value obtained by subtracting the right superheat degree SHBR of the right battery evaporator 19a from the left superheat degree SHBL of the left battery evaporator 19b is within the reference range, the left side correction amount. To 0. That is, even if there is a difference in the degree of superheat between the right-side battery evaporator 19a and the left-side battery evaporator 19b, the target opening degree of the right-side battery expansion valve 18a is set as long as the cooling of the battery 70 does not become uneven. Make it the same as the target opening degree of the expansion valve 18b for the left battery.

In the vehicle air conditioner 1 of the present embodiment, the expansion valve 18a for the right battery and the expansion valve 18b for the left battery, and the evaporator 19a for the right battery and the evaporator 19b for the left battery are connected in parallel with respect to the flow of the refrigerant. Has been done. Therefore, if one of the cooling flow rate adjusting units tries to adjust the degree of superheat of one of the cooling evaporative parts, the degree of superheat of the other cooling evaporative part will change.

In step S417, if the cooling of the battery 70 is not uneven, the target opening degree of the expansion valve 18a for the right side battery and the target opening degree of the expansion valve 18b for the left side battery are made the same, so that the right side battery The control stability of the evaporator 19a and the evaporator 19b for the left battery is realized.

Further, in the vehicle air conditioner 1 of the present embodiment, the amount of air blown by the cooling blower 42, which is the cooling air blower, is determined to be smaller than the amount of air blown by the air conditioner 32, which is the air conditioner air conditioner. There is.

According to this, even if the refrigerant is evaporated to cool the cooling blown air in the right side battery evaporator 19a and the left side battery evaporator 19b, it affects the cooling of the air conditioning blown air in the air conditioning evaporator 16. Can be made difficult to give.

In the vehicle air conditioner 1 of the present embodiment, the heat exchange area in the air conditioner evaporator 16 is larger than the total value of the heat exchange areas in the right side battery evaporator 19a and the left side battery evaporator 19b. .. According to this, the flow rate of the refrigerant flowing into the right-side battery evaporator 19a and the left-side battery evaporator 19b is reduced, so that the cooling capacity exhibited by the right-side battery evaporator 19a and the left-side battery evaporator 19b is stabilized. Easy to change.

Then, in the vehicle air conditioner 1 of the present embodiment, as described in step S15, the operating rate of the outside air fan 12a is increased as the refrigerant pressure Ph on the high pressure side increases, and the air is sent to the condenser 12. The air volume is increasing.

As a result, the amount of heat radiated from the high-pressure refrigerant to the outside air by the condenser 12 can be increased, so that the amount of heat absorbed on the low-pressure side of the refrigeration cycle device 10 can be increased. As a result, the vehicle air-conditioning device 1 can sufficiently secure the cooling capacity in the air-conditioning evaporation unit and the cooling evaporation unit.

In the present embodiment, the flow path cross-sectional area of the air conditioning branch pipe 13e connected to the inflow port side of the air conditioning expansion valve 15 is on the inflow side of the right side battery evaporator 19a and the left side battery evaporator 19b. It is equal to the flow path cross-sectional area of the connected battery branch pipe 13f.

As a result, the vehicle air conditioner 1 can suppress fluctuations in the amount of refrigerant before and after the cycle switching in the refrigeration cycle device 10 to be small, and can stabilize the cycle behavior. According to the vehicle air conditioner 1, for example, when switching from the battery independent cycle to the air conditioner battery cycle, or when switching from the air conditioner independent cycle to the air conditioner battery cycle, the refrigerant flow rate of the cycle that was operating before the switch is significantly increased after the switch. It can be prevented from decreasing to. As a result, the vehicle air conditioner 1 can stabilize its behavior before and after switching the cycle configuration.

(Other embodiments)
The present invention is not limited to the above-described embodiment, and can be variously modified as follows without departing from the spirit of the present invention.

The refrigeration cycle device 10 is not limited to the configuration disclosed in the above-described embodiment. For example, the solenoid valve 14b for a battery is abolished, and the expansion valve 18a for a right-side battery and the expansion valve 18b for a left-side battery have a fully closed function to move from the other outlet of the branch portion 13a to the inlet of the battery-side branch portion 13c. The refrigerant passage leading to it may be opened and closed. In this case, it is desirable that sufficient responsiveness is ensured for the operation of the expansion valve 18a for the right side battery and the expansion valve 18b for the left side battery.

Further, in the above-described embodiment, for example, an example in which the throttle opening degree of the expansion valve 18a for the right-hand battery is operated based on the control characteristic diagram stored in the predetermined air conditioning control device 50 has been described, but the present invention is limited to this. Not done. For example, the throttle opening of the expansion valve 18a for the right battery may be changed by using a feedback control method based on the difference in superheat degree obtained by subtracting the target cooling side superheat degree SHBO from the right side superheat degree SHBR.

Further, in the above-described embodiment, an example in which two of the right-side battery evaporator 19a and the left-side battery evaporator 19b are adopted as the cooling evaporation section has been described, but the number of the cooling evaporation section is not limited.

Further, in the above-described embodiment, when the battery 70 is cooled, an example in which the refrigerant flows into both the right-side battery evaporator 19a and the left-side battery evaporator 19b at the same time has been described, but the present invention is not limited to this. For example, when the outside temperature is low, the refrigerant may be alternately flowed into the right-side battery evaporator 19a and the left-side battery evaporator 19b.

Further, in the above-described embodiment, an example in which R1234yf is adopted as the refrigerant of the refrigeration cycle device 10 has been described, but the refrigerant is not limited to this. For example, R134a, R600a, R410A, R404A, R32, R407C and the like may be adopted. Alternatively, a mixed refrigerant or the like in which a plurality of these refrigerants are mixed may be adopted.

Further, the heat medium circuit 20 is not limited to the configuration disclosed in the above-described embodiment. For example, in the above-described embodiment, an example in which an ethylene glycol aqueous solution is used as the heat medium has been described, but the present invention is not limited to this. As the heat medium, dimethylpolysiloxane, a solution containing nanofluid or the like, an antifreeze solution, an aqueous liquid refrigerant containing alcohol or the like, a liquid medium containing oil or the like may be adopted.

Further, the battery pack 40 is not limited to the configuration disclosed in the above-described embodiment. In the above-described embodiment, an example in which the battery 70 is cooled by circulating the cooling blown air cooled by the cooling evaporation unit in the battery casing 41 of the battery pack 40 has been described, but the present invention is not limited thereto. ..

For example, a refrigerant-heat medium heat exchanger is provided to cool the low temperature side heat medium by exchanging heat between the low pressure refrigerant flowing out from the cooling flow rate adjusting unit and the low temperature side heat medium. Then, the low-temperature side heat medium cooled by the refrigerant-heat medium heat exchanger may be allowed to flow into the cooling water passage formed so as to be in contact with the battery 70 to cool the battery 70.

Further, in the above-described embodiment, an example of cooling the battery 70 as a cooling target has been described, but the cooling target is not limited to this. As the object to be cooled, an in-vehicle device that generates heat during operation, such as an inverter, a motor generator, a power control unit (so-called PCU), a control device for an advanced driver assistance system (so-called ADAS), or the like, may be adopted. ..

Further, the air conditioning control device 50 is not limited to the configuration disclosed in the above-described embodiment. For example, the battery temperature sensor 59 may be connected to the vehicle control device 80. Then, the air conditioning control device 50 may read the battery temperature TB input to the vehicle control device 80 and use it for various controls.

Further, the control by the air conditioning control device 50 is not limited to that disclosed in the above-described embodiment. For example, in step S412 described above, an example in which the increase amount per second is 0.1% of the maximum opening degree is adopted as the reference increase amount, but the present invention is not limited to this. If the sudden decrease of the refrigerant flowing into the air-conditioning evaporator 16 can be suppressed, it may be 0.1% or less.

Further, the reference increase amount may be changed as in step S412 described above. That is, the reference increase amount may be set to 0.1% until the switching elapsed time Top reaches the time limit LTop, and the reference increase amount may be changed to 0% after the time limit LTop. At this time, the reference increase amount may be changed stepwise or continuously.

Further, in the above-described embodiment, an example in which the time limit LTop is determined according to the outside air temperature Tam in step S410 and the limit opening LDop is determined according to the outside air temperature Tam in step S411 has been described. Not limited. For example, the time limit LTop may be set to a fixed value (for example, 30 seconds), and the limit opening LDop may be set to a fixed value (for example, 5%).

Further, in step S404 of the above-described embodiment, an example in which the height of the anti-fog requirement is determined by using the outside air temperature Tam has been described, but the present invention is not limited to this. The high or low anti-fog requirement may be determined using the humidity near the window RHW detected by the humidity sensor 59a.

Further, in the above-described embodiment, an example in which the control process for oil recovery control shown in FIG. 26 is executed in parallel with the control process of the main routine has been described, but the present invention is not limited to this. For example, when the process proceeds to step S806 and the prohibition of oil recovery control is determined, the control process for oil recovery control may be stopped until the next vehicle system is started.

Further, in the above-described embodiment, the operation of the cooling blower 42 when the oil recovery control is executed in step S805 is not mentioned, but in the oil recovery control, the cooling blower 42 is operated in the same manner as in the normal operation. It may be activated or stopped. Further, in the oil recovery control, the compressor 11 may be operated continuously or intermittently.

Further, the reference number of times KTct used in step S802 of the above-described embodiment may be determined in consideration of the ease of retention of refrigerating machine oil in the cycle according to the system configuration. Further, the trip counter Tcnt may be reset when it is determined in step S803 that the battery cooling operation is permitted.

10 Refrigeration cycle device 11 Compressor 14a, 14b Switching part (solenoid valve for air conditioning, solenoid valve for battery)
16 Evaporator for air conditioning (evaporator for air conditioning)
18a, 18b Cooling flow rate adjusting unit (expansion valve for right battery, expansion valve for left battery)
19a, 19b Cooling evaporator (Evaporator for right battery, Evaporator for left battery)
50 Air conditioning controller 50c Upper limit value determination unit

Claims (14)

A compressor (11) that compresses and discharges a refrigerant containing refrigerating machine oil, an air conditioning evaporating unit (16) that evaporates the refrigerant to cool the air-conditioned air blown into the vehicle interior, and the refrigerant. Regarding the flow, the cooling evaporative units (19a, 19b) which are connected in parallel to the air conditioning evaporative unit and evaporate the refrigerant to cool the object to be cooled, and the flow rate of the refrigerant flowing into the cooling evaporative unit. A refrigeration cycle device (10) having a cooling flow rate adjusting unit (18a, 18b) to be adjusted, and a refrigerating cycle device (10).
An air-conditioning cooling cycle in which the refrigerant flows into the air-conditioning evaporative unit and the cooling evaporative unit, and an air-conditioning in which the refrigerant is prohibited from flowing into the cooling evaporative unit and the refrigerant is made to flow into the air-conditioning evaporative unit. Switching units (14a, 14b) for switching between single cycles and
A switching control unit (50a) that controls the switching unit, and
A refrigerant discharge capacity control unit (50b) that controls the refrigerant discharge capacity of the compressor, and
It has an upper limit value determining unit (50c) for determining an upper limit value of the refrigerant discharge capacity of the compressor.
The upper limit value determining unit is a vehicle air conditioner that determines the upper limit value in the air conditioning cooling cycle to be larger than the upper limit value in the air conditioning single cycle. The upper limit value determining unit (50c) determines the upper limit value according to a plurality of speed ranges determined by the vehicle speed.
The amount of increase in the upper limit value in the case of the low vehicle speed of the plurality of speed ranges is larger than the amount of increase in the upper limit value in the case of the high vehicle speed of the plurality of speed ranges. The vehicle air conditioner according to claim 1, which is determined to be small. The vehicle air conditioner according to claim 1 or 2, wherein the upper limit value determining unit (50c) determines the upper limit value so as to increase with an increase in the temperature (TB) of the cooling object. The upper limit value determining unit (50c) determines the upper limit value in the case of the air conditioning cooling cycle to be equal to or less than the NV requirement upper limit value for suppressing noise and vibration of the compressor (11).
The vehicle air conditioner according to any one of claims 1 to 3, wherein the upper limit value in the case of the air conditioning single cycle is determined to be equal to or less than the upper limit value in the case of the air conditioning cooling cycle. The refrigerant discharge capacity control unit (50b) has a predetermined target air-conditioning evaporator temperature (TEO) and an air-conditioning evaporation unit temperature (TE) of the air-conditioning evaporation unit in relation to operation in the air-conditioning cooling cycle. The vehicle air conditioner according to any one of claims 1 to 4, wherein feedback control is performed using the difference between the two. An inside / outside air adjusting unit (33) that adjusts the introduction ratio of the inside air and the outside air introduced into the air conditioning evaporation unit, and
It has an inside / outside air control unit (50d) that controls the operation of the inside / outside air adjustment unit.
Claims 1 to 1 to claim that the inside / outside air control unit controls the inside / outside air adjusting unit so that the ratio of the outside air introduced into the air conditioning evaporation unit is reduced when the operation in the air conditioning cooling cycle is started. The vehicle air conditioner according to any one of 5. The cooling flow rate adjusting unit (18a, 18b) has an electric mechanism for adjusting the throttle opening degree.
Claims 1 to 6 having a cooling flow rate control unit (50e) for adjusting the flow rate of the refrigerant flowing into the cooling evaporation unit by controlling the operation of the electrical mechanism of the cooling flow rate adjustment unit. The vehicle air conditioner according to any one. The vehicle air conditioner according to any one of claims 1 to 7, wherein a plurality of cooling evaporation units (19a, 19b) are provided so as to be parallel to each other with respect to the flow of the refrigerant. The eighth aspect of the present invention, wherein a plurality of cooling flow rate adjusting units (18a, 18b) are provided so that the flow rates of the refrigerant flowing into the cooling evaporation units (19a, 19b) can be individually adjusted. Vehicle air conditioner. The plurality of cooling flow rate adjusting units (18a, 18b) have cooling flow rate control units (50e) for controlling the flow rates of the refrigerant flowing into the plurality of cooling evaporation units (19a, 19b). ,
When the cooling flow rate control unit (50e) controls the flow rates of the refrigerants flowing into the plurality of cooling evaporation units, the degree of superheat in the cooling evaporation unit is set to a predetermined target value. Control to
The vehicle air conditioner according to claim 9, wherein when the difference in the degree of superheat (SHBL-SHBR) in the plurality of cooling evaporation units is equal to or less than a certain value, the throttle openings of the plurality of cooling flow rate adjusting units are made the same. apparatus. An air conditioner blower unit (32) that blows air to the air conditioner evaporation unit (16)
It has a cooling air blowing unit (42) that blows air to the cooling evaporation unit (19a, 19b).
The vehicle air conditioner according to any one of claims 1 to 10, wherein the amount of air blown by the cooling air blower is smaller than the amount of air blown by the air conditioner air conditioner. The heat exchange area between the refrigerant and the air-conditioning blower air in the air-conditioning evaporative unit (16) is the same as that of the cooling air blown air passing through the cooling air-conditioning unit (19a, 19b) The vehicle air conditioner according to any one of claims 1 to 11, which is larger than the heat exchange area of the above. A heat radiating unit (12) that dissipates heat from the high-pressure refrigerant compressed by the compressor, and
A blower fan (12a) that blows air to the heat dissipation unit and
It has a fan control unit (50f) that controls the operation of the blower fan.
The vehicle air conditioner according to any one of claims 1 to 12, wherein the fan control unit increases the operating rate of the blower fan as the pressure of the high-pressure refrigerant increases. It has an air-conditioning flow rate adjusting unit (15) that adjusts the flow rate of the refrigerant flowing into the air-conditioning evaporation unit (16).
The flow path cross-sectional area of the refrigerant pipe (13e) connected to the inflow port side of the air conditioning flow rate adjusting unit is the refrigerant pipe (18a, 18b) connected to the inflow port side of the cooling flow rate adjusting unit (18a, 18b). The vehicle air conditioner according to any one of claims 1 to 13, which is equal to the flow path cross-sectional area of 13f).

Images