JP2021138236A - Vehicle air-conditioning device - Google Patents

Abstract

To reduce stress on coolant piping at the side of a cooling evaporation section.SOLUTION: A vehicle air-conditioning device comprises: cooling decompression section 18a and 18b which are juxtaposed with an air-conditioning decompression section in a flow direction of a coolant and decompress a coolant with heat thereof radiated through a radiator; cooling evaporation sections 19a and 19b which cool a cooling object 70 through evaporation of the coolant decompressed with the cooling decompression sections; a branch section 13a where a coolant flow from a radiator to the air-conditioning decompression section is branched into the cooling decompression sections; a merging section 13b where the coolant discharged from the cooling evaporation sections is merged into the coolant flow from an air-conditioning evaporation section to a compressor; inlet side coolant piping 46 where the coolant flows from the branch section to the air-conditioning decompression section; and outlet side coolant piping 47 where the coolant flow from the cooling evaporation section to the merging section. The inlet side coolant piping is at least partially made of an inlet side elastic member 46a which is elastically deformable. The outlet side coolant piping is at least partially made of an outlet side elastic member 47a which is elastically deformable.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle air conditioner having a cooling function for cooling an object to be cooled.

Conventionally, Patent Document 1 discloses a vehicle air conditioner including a refrigeration cycle device having a plurality of refrigerant evaporation units.

More specifically, the refrigeration cycle apparatus of Patent Document 1 has a front seat side evaporator that cools the blown air blown to the front seat side, and a rear seat side evaporator that cools the blown air blown to the rear seat side. I have a vessel.

The front seat evaporator and the rear seat evaporator are arranged in parallel with each other in the flow of the refrigerant. Therefore, the refrigerant pipe through which the refrigerant flows toward the front seat side evaporator is branched from the refrigerant pipe through which the refrigerant flows toward the rear seat side evaporator, and the refrigerant flowing out from the front seat side evaporator flows. The refrigerant pipe through which the refrigerant flowing out from the rear-seat side evaporator flows joins the pipe.

Japanese Unexamined Patent Publication No. 2006-143124

As a vehicle air conditioner including a refrigeration cycle device having a plurality of refrigerant evaporation units, a vehicle air conditioner having a cooling function for cooling an object to be cooled (for example, a battery) mounted on the vehicle is known. The refrigeration cycle device of the vehicle air conditioner with a cooling function has an air conditioner evaporative unit for cooling the blown air blown into the vehicle interior and a cooling evaporative unit used for cooling the object to be cooled. ..

In a refrigeration cycle device of a vehicle air conditioner with a cooling function, a cooling evaporation unit is generally arranged under the floor of the vehicle together with a cooling object. Therefore, the refrigerant pipe connected to the cooling evaporation section (hereinafter, referred to as the cooling refrigerant piping on the cooling evaporation section side) is shorter than the refrigerant pipe connected to the rear seat side evaporator of the prior art.

As a result, when connecting the refrigerant pipe to the cooling evaporative unit, it becomes difficult for the refrigerant pipe on the cooling evaporative unit side to absorb the manufacturing error and the assembly error of the cooling evaporative unit. The stress applied to the refrigerant pipe on the part side tends to increase.

In addition, when the weight of the object to be cooled becomes large, vibration different from that of the vehicle is generated in the cooling evaporation section when the vehicle gets over a step on the road surface, so that the stress applied to the refrigerant piping on the cooling evaporation section side is further increased. It tends to grow. Then, the greater the stress applied to the refrigerant pipe, the more easily the refrigerant pipe is damaged.

In view of the above points, an object of the present invention is to reduce the stress applied to the refrigerant pipe on the cooling evaporation unit side.

In order to achieve the above object, the vehicle air conditioner according to claim 1 is
A compressor (11) that sucks in refrigerant, compresses it, and discharges it.
A radiator (12) that dissipates heat from the refrigerant discharged from the compressor,
An air-conditioning decompression unit (15) that decompresses the refrigerant dissipated by the radiator,
An air-conditioning evaporation unit (16) that evaporates the refrigerant decompressed by the air-conditioning decompression unit to cool the air-conditioning air blown into the vehicle interior.
Cooling decompression units (18a, 18b) that are arranged in parallel with the air conditioning decompression unit in the flow of the refrigerant and decompress the refrigerant dissipated by the radiator.
The cooling evaporative unit (19a, 19b) that cools the object to be cooled (70) by evaporating the decompressed refrigerant in the cooling decompression unit,
A branching portion (13a) that branches the refrigerant flowing from the radiator to the decompressing portion for air conditioning to the decompressing portion for cooling.
A confluence section (13b) that merges the refrigerant flowing out of the cooling evaporation section with the refrigerant flowing from the air conditioning evaporation section to the compressor.
Inlet-side refrigerant piping (46) through which refrigerant flows from the branch to the air-conditioning decompression section,
Equipped with an outlet-side refrigerant pipe (47) through which refrigerant flows from the cooling evaporation section to the confluence section.
At least a part of the inlet-side refrigerant pipe is an elastically deformable inlet-side elastic member (46a).
At least a part of the outlet-side refrigerant pipe is an outlet-side elastic member (47a) that is elastically deformable.

According to this, the inlet side elastic member (46a) and the outlet side elastic member (47a) are elastically deformed to absorb manufacturing and assembly errors and vibrations, so that the stress applied to the cooling refrigerant pipe can be reduced. ..

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 a schematic diagram of the vehicle to which the vehicle air conditioner of one embodiment is applied. 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 vehicle air-conditioning apparatus 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 vehicle air-conditioning apparatus 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-conditioning apparatus of one Embodiment. It is a flowchart which shows another part of the control process of the vehicle air-conditioning apparatus of one Embodiment. It is a flowchart which shows another part of the control process of the vehicle air-conditioning apparatus of one Embodiment. It is a flowchart which shows another part of the control process of the vehicle air-conditioning apparatus 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-conditioning apparatus of one Embodiment. It is a flowchart which shows another part of the control process of the vehicle air-conditioning apparatus 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-conditioning apparatus of one Embodiment. It is a figure which shows the hysteresis β2 in the control process of the vehicle air-conditioning apparatus 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-conditioning apparatus 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 vehicle air-conditioning apparatus of one Embodiment. It is a figure which shows the switching of the refrigerant circuit in the refrigerating cycle apparatus of the vehicle air-conditioning apparatus 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-conditioning device 1 of the present embodiment is a vehicle air-conditioning device having a cooling function for air-conditioning the interior of an electric vehicle, which is an air-conditioning target space, and cooling the battery 70, which is a cooling target.

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 the refrigeration cycle device 10 shown in FIGS. 1 and 2, the heat medium circuit 20, the indoor air conditioner unit 30, the battery pack 40, the air conditioner control device 50 shown in FIG. 3, and the like. There is. The up, down, front, and rear arrows in FIG. 1 indicate the up, down, front, and rear directions of the vehicle.

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 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 cooling the air-conditioning air 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 is 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 radiator for condensation that dissipates the heat of the refrigerant to the outside air to condense the refrigerant. 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 and 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 in the cycle. It is a department. The condenser 12 and the receiver 12b of the present embodiment are integrally formed.

The inlet side of the branch portion 13a that branches the flow of the refrigerant flowing out from the receiver 12b is connected to the outlet of 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 solenoid valve 14a. The inlet side of the battery side branch portion 13c is connected to the other outlet of the branch portion 13a via the battery solenoid valve 14b.

The air-conditioning solenoid valve 14a is an air-conditioning opening / closing portion that opens / closes a refrigerant passage from one outlet of the branch portion 13a to the inlet of the air-conditioning expansion valve 15. 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 refrigerating 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 refrigerant circuit switching unit.

The air-conditioning expansion valve 15 is an air-conditioning decompression 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 valve body 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 conditioning evaporator 16 is connected to the outlet of the air conditioning 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 air. The air-conditioning evaporator 16 is an air-conditioning evaporator that evaporates a low-pressure refrigerant to cool the air-conditioning air and exerts an endothermic 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. At 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 a refrigerant passage from the other outlet of the branch portion 13a to the inlet of the battery side branch portion 13c. The basic configuration of the battery solenoid valve 14b is the same as that of the air conditioning solenoid valve 14a. In the refrigerating cycle device 10, the refrigerant circuit can be switched by opening and closing the refrigerant passage by the battery solenoid valve 14b. Therefore, the solenoid valve 14b for batteries is a refrigerant circuit switching unit together with the solenoid valve 14a for air conditioning. The solenoid valve 14b for a battery is fixed to the vehicle body.

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, as the expansion valve 18a for the right battery, an electric expansion valve configured by an electric mechanism is adopted. 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 onto the battery 70. The right-side battery evaporator 19a is a cooling evaporation unit that cools the cooling 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 onto the battery 70. The left-side battery evaporator 19b is a cooling evaporation unit that cools the cooling 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 in parallel with each other 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 refrigerant flow rate 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, the branching portion 13c on the battery side, and the merging portion 13d on the battery side are the battery casing of the battery pack 40. It is arranged in 41.

In the battery casing 41, a heat insulating member is wound around the refrigerant pipe from the battery side branch portion 13c to the right side battery evaporator 19a. In the battery casing 41, a heat insulating member is also wound around the refrigerant pipe from the battery side branch portion 13c to the left side battery evaporator 19b. In the battery casing 41, a heat insulating member is also wound around the expansion valve 18a for the right side battery and the expansion valve 18b for the left side battery.

The insulation is made of a porous elastomer. For example, the insulation is made of ethylene propylene diene rubber (EPDM).

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, as the air conditioning evaporator 16, a so-called tank-and-tube type heat exchanger is adopted.

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 cylindrical 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 the 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.

A so-called serpentine type heat exchanger is adopted as the right side battery evaporator 19a and the left side battery evaporator 19b.

The serpentine type heat exchanger has one or more refrigerant tubes. The refrigerant tube is a metal tube that allows the refrigerant to flow inside. The refrigerant tube is a single-hole or multi-hole flat tube. The refrigerant tube meanders with a large number of bent portions formed so that the flat surfaces face each other.

An air passage for passing air that exchanges heat with the refrigerant is formed between the flat surfaces of the refrigerant tube. When there are a plurality of refrigerant tubes, the plurality of refrigerant tubes are polymerized with each other in the direction in which the air passage extends. In other words, the plurality of refrigerant tubes are arranged in the air flow direction from one end to the other end.

As a result, a heat exchange core portion is formed that exchanges heat between the refrigerant flowing through the 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 serpentine type heat exchanger is the sum of the front area (in other words, the projected area) of the heat exchange core and the surface area of the heat exchange fins when viewed from the air flow direction. It can be defined by a value.

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.

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 for air conditioning. The heater core 23 is a heating heat exchange unit that heats the air conditioning air by radiating the heat of the heat medium to the air conditioning air. 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 air adjusted to an appropriate temperature for air-conditioning in the vehicle interior to an appropriate portion 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 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 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 adjusting unit that adjusts the outside air ratio, which is the ratio of the outside air in the air conditioning 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 air-conditioning air after passing through the air-conditioning evaporator 16 to flow by bypassing 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 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-conditioning air heated by the heater core 23 and the unheated air-conditioning air that has passed through the cold air bypass passage 35.

An opening hole for blowing out air-conditioning air mixed in the mixing space 36 and having its temperature adjusted into the vehicle interior is arranged in the downstream portion of the blown 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 (that is, the conditioned air) blown from each outlet into the vehicle interior 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 switch to the defroster mode by manually operating the air outlet mode off changeover switch provided on the operation panel 60. 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 is arranged below the vehicle with respect to the compressor 11 and the air conditioning evaporator 16. The battery pack 40 accommodates a right-side cooling blower 42a, a left-side cooling blower 42b, a right-side battery evaporator 19a, a left-side battery evaporator 19b, and the like inside a battery casing 41 that forms an air passage for cooling air. It was done. The battery casing 41 is a metal sealed case that has been subjected to electrical insulation treatment and heat insulation treatment.

A right cooling space 43a, a left cooling space 43b, 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 right cooling space 43a is a space in which the right cooling blower 42a, the right battery evaporator 19a, and the like are accommodated. The left cooling space 43b is a space in which the left cooling blower 42b, the left battery evaporator 19b, and the like are housed.

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

The right air passage 44a is an air passage for circulating cooling air that has passed through the right battery evaporator 19a. 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 air to one end face side of the plurality of battery cells.

The left air passage 44b is an air passage for circulating cooling air that has passed through the left battery evaporator 19b. 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.

The battery casing 41 is formed with a refrigerant inlet 41a and a refrigerant outlet 41b. The refrigerant inlet 41a is an inlet-side connecting portion to which the inlet-side refrigerant pipe 46 is connected. The inlet-side refrigerant pipe 46 forms a refrigerant flow path between the battery solenoid valve 14b and the refrigerant inlet 41a. The refrigerant that has flowed through the inlet-side refrigerant pipe 46 flows into the battery-side branch portion 13c via the refrigerant inlet 41a.

The refrigerant outlet 41b is an outlet-side connection portion to which the outlet-side refrigerant pipe 47 is connected. The outlet-side refrigerant pipe 47 forms a refrigerant flow path between the refrigerant outlet 41b and the merging portion 13b. The refrigerant merged at the merging portion 13b flows into the outlet-side refrigerant pipe 47 via the refrigerant outlet 41b.

A part of the inlet-side refrigerant pipe 46 is composed of an inlet-side rubber hose 46a, and the remaining portion of the inlet-side refrigerant pipe 46 is composed of an inlet-side metal pipe. The inlet-side rubber hose 46a is provided to reduce the stress applied to the inlet-side refrigerant pipe 46. The inlet-side rubber hose 46a is an inlet-side elastic member that can be elastically deformed.

For example, the inlet rubber hose 46a has an inner layer made of butyl rubber (IIR), a reinforcing layer made of resin, and an outer layer made of ethylene propylene diene rubber (EPDM). For example, the inlet side metal tube is made of an aluminum alloy.

The inner diameter of the inlet-side rubber hose 46a is larger than the inner diameter of the inlet-side metal pipe portion of the inlet-side refrigerant pipe 46. The inlet-side rubber hose 46a is arranged in a portion of the inlet-side refrigerant pipe 46 closer to the refrigerant inlet 41a than the battery solenoid valve 14b. The inlet-side rubber hose 46a is located below the vehicle with respect to the compressor 11 and the air-conditioning evaporator 16.

A part of the outlet-side refrigerant pipe 47 is composed of an outlet-side rubber hose 47a, and the remaining portion of the outlet-side refrigerant pipe 47 is composed of an outlet-side metal pipe. The outlet-side rubber hose 47a is provided to reduce the stress applied to the outlet-side refrigerant pipe 47. The outlet-side rubber hose 47a is an outlet-side elastic member that can be elastically deformed.

The materials of the outlet-side rubber hose 47a and the outlet-side refrigerant pipe 47 are the same as those of the inlet-side rubber hose 46a and the inlet-side metal pipe.

The inner diameter of the outlet-side rubber hose 47a is larger than the inner diameter of the outlet-side metal pipe portion of the outlet-side refrigerant pipe 47. The outlet-side rubber hose 47a is arranged in a portion of the outlet-side refrigerant pipe 47 that is closer to the refrigerant outlet 41b than the merging portion 13b. The outlet-side rubber hose 47a is located below the vehicle with respect to the compressor 11 and the air-conditioning evaporator 16.

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 occupants. 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.

On the input side of the air conditioning control device 50, there are 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. Various sensor groups such as a temperature sensor 56b, a cooling evaporator inlet temperature sensor 56c, a cooling evaporator pressure sensor 57, a water temperature sensor 58, a battery temperature sensor 59, and a humidity sensor 59a are connected.

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 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 portion 13d.

The cooling evaporator inlet temperature sensor 56c detects the minimum temperature TEBmin of the cooling evaporator temperature, which is the temperature of the refrigerant pipe from the expansion valve 18b for the left battery to the evaporator 19b for the left battery.

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 battery evaporator 19a and the left 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 switches provided on the operation panel 60 include an air conditioner switch 60a, an auto switch 60b, a suction port mode changeover switch 60c, an outlet mode changeover switch 60d, an air volume setting switch 60e, an economy switch 60f, and a temperature. There is a setting switch 60g and the like.

The air-conditioning switch 60a is an air-conditioning cooling requesting unit that requires the air-conditioning evaporator 16 to cool the air-conditioning 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 an 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 control device 50 and the vehicle control device 80 are connected to each other so as to be able to communicate with 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, in the air conditioning control device 50, the cooling flow rate control unit 50a is configured to control the operation of the right-side battery expansion valve 18a and the left-side battery expansion valve 18b, which are cooling flow rate adjusting units. The cooling flow rate control unit 50a is also a throttle opening degree control unit. Further, among the air conditioning control devices 50, the configuration that controls the operation of the electric actuator 38d for the outlet mode door driven by the outlet mode door is the outlet mode control unit 50b.

Next, the operation of the vehicle air conditioner 1 of the present embodiment in the above configuration will be described with reference to FIGS. 4 to 28. FIG. 4 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. 4, 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.

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, the air-conditioning solenoid valve 14a is opened when the air-conditioning evaporator 16 is required to cool the air-conditioning air based on the operation signal of the air-conditioning switch 60a read in step S2. ..

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 right-side cooling blower 42a and the left-side cooling blower 42b 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. 5, 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 blowing temperature TAO rises from the cryogenic temperature region to the intermediate temperature region, the air conditioning blower voltage is lowered according to the rise in the target blowing temperature TAO, and the air blowing amount of the air conditioning blower 32 is lowered. 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 conditioning blower voltage is set to the minimum value (min), and the air volume of the air conditioning blower 32 is set to the minimum air volume.

Regarding the amount of air blown by the right side cooling blower 42a and the left side cooling blower 42b, the cooling blower voltage applied to the right side cooling blower 42a and the left side cooling blower 42b is applied regardless of the target blowing temperature TAO and the battery temperature TB. As a predetermined reference voltage, the air volume of the right side cooling blower 42a and the left side cooling blower 42b is set as the reference air volume. The reference air volume of the right side cooling blower 42a and the left side cooling blower 42b is set to be equal to or less than the minimum air volume of the air conditioning blower 32.

Therefore, the amount of air blown by the right-side cooling blower 42a and the left-side cooling blower 42b is equal to or less than the air-conditioning blower 32. In other words, the air volume of the cooling air that exchanges heat with the low-pressure refrigerant in the cooling evaporative unit (in this embodiment, the total air volume that exchanges heat between the right battery evaporator 19a and the left battery evaporator 19b) is air conditioning. The air volume of the air conditioning air that exchanges heat with the low-pressure refrigerant at the cooling unit is less than or equal to that of the 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 the present 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 air is not sufficiently cooled by the air-conditioning evaporator 16 and the air-conditioning air is used. 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, the front window glass is liable to become cloudy, and the battery cooling operation is performed even though the dehumidification of the air conditioning air is insufficient. This is the case when it is determined that it is 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. 6, 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 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. Details of step S9 will be described with reference to FIGS. 7 and 8.

In step S9, as shown in the control characteristic diagram of FIG. 7, 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. 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. 7).

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. 7). , 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 the control map stored in the air conditioning control device 50 in advance. In the present embodiment, as shown in the control characteristic diagram of FIG. 8, 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. 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 conditioning blower 32 is operating. If it is determined in step S102 that the air conditioning blower 32 is operating, the process proceeds to step S103. If it is determined in step S102 that the air conditioning 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 conditioned air blown into the vehicle interior by lowering the target opening SW. Can be quickly reduced.

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. 10, 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. 10, 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. 10, 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. 4 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. 11 and 12.

First, in step S301, the amount of change Δf_C of 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 deviation En-1 from the 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 air is cooled in the cooling evaporation unit, even if some error occurs, the cooling of the battery and the air-conditioning feeling of the occupant are not adversely affected.

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. do. Further, the deviation change rate Edot (Edot = En− (En-1)) obtained by subtracting the previously calculated deviation En-1 from the 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 a value equivalent to the temperature of the air-conditioning air blown out from the air-conditioning evaporator 16, the air-conditioning evaporator temperature TE can be appropriately adjusted without causing overshoot or the like. ..

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.

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 air can be cooled to a desired temperature. It may disappear.

Therefore, when the refrigerant circuit is switched to the air-conditioning battery cycle, the upper limit of the number of revolutions of the compressor 11 can be cooled so that both the air-conditioning air and the cooling air can be cooled to an appropriate temperature. Need to be decided. 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. 11, 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.

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, step S303 is an upper limit value determining unit that determines the upper limit value of the refrigerant discharge capacity of the compressor 11.

Specifically, in step S303, as shown in the chart of FIG. 13, when the refrigerant circuit of the refrigeration cycle device 10 is switched to the battery independent cycle, the battery temperature TB rises regardless of the vehicle speed. Therefore, it is decided to increase the upper limit of the air-conditioning battery requirement. 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.

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

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 second standard upper limit value (5000 rpm in this embodiment). decide.

Further, 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. 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 correction amount f (battery temperature) to the second reference upper limit value is used for air conditioning. Determine the upper limit of battery requirements.

Therefore, in the refrigerating cycle device 10 of the present embodiment, the refrigerant filling amount can be determined based on the time when the air conditioning battery cycle is switched.

More specifically, if the refrigerant filling amount is determined based on the time when the air conditioning battery cycle is switched, the refrigerant may be overfilled when the battery alone cycle or the air conditioning single cycle is switched. There is. On the other hand, in the present embodiment, the upper limit of the rotation speed of the compressor 11 is reduced when the cycle is switched to the battery independent cycle or the air conditioning independent cycle, so that the abnormal increase in the refrigerant pressure on the high pressure side is suppressed. Can be done.

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.

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. 11, 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 air temperature decreases, so that the refrigerating machine oil stays in the air conditioning evaporator 16, the right battery evaporator 19a, the left 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 battery evaporator 19a, and the left 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 shown in FIG. 12, the degree of rotation speed correction (hereinafter referred to as raising level) of the compressor 11 when starting 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. 12, 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 when starting the cooling of 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. 12, 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 expansion valve 18a for the right-hand battery and the expansion valve 18b for the left-side battery in step S14 is not performed every control cycle τ in which the main routine of FIG. 4 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. 14 to 25.

First, in step S401 shown in FIG. 14, 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. 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 the following step S407, the opening degree of 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 set to 5%, and the process proceeds to step S15.

As a result, it is possible to prevent the battery solenoid valve 14b and the cooling flow rate adjusting units 18a and 18b from being closed together, so that the battery solenoid valve 14b and the cooling flow rate adjusting units 18a and 18b are confined. As the temperature of the refrigerant rises, the pressure inside the refrigerant pipe rises to prevent the pipe from being damaged. Further, since the refrigerant between the battery solenoid valve 14b and the cooling flow rate adjusting units 18a and 18b is sucked out to the compressor 11 by the negative pressure due to the operation of the compressor 11, the refrigerating machine oil in the refrigerant is sucked into the compressor 11. Returned.

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 air-condition the vehicle interior, the process proceeds to step S404. If the occupants require air conditioning in the passenger compartment, air conditioning in the passenger compartment is being performed. Therefore, when the battery cooling is executed, when the flow rate of the refrigerant flowing into the cooling evaporator increases, the flow rate of the refrigerant flowing into the air conditioning evaporator 16 decreases, and the temperature and humidity of the air conditioning air rise. There is a risk.

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. 16, 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. 16, 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 KTamd (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 KTamd, it is determined that window fogging is unlikely to occur and the anti-fog requirement is low.

If 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 the temperature of the air-conditioning air is low enough to prevent window anti-fog, that is, Determine the presence or absence of anti-fog ability.

Specifically, when the air-conditioning evaporator temperature TE is equal to or lower than the target air-conditioning evaporator temperature TEO, the air-conditioning evaporator 16 has sufficiently cooled the air-conditioning air, and the air-conditioning air is sufficient. It is judged that the dehumidification is done. 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.

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 air, and the air-conditioning air is sufficiently dehumidified. Is not done. 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 anti-fog capacity, 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.

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 there is anti-fog ability as compared with the case where the determination is made using the actual air-conditioning evaporator temperature TE.

Specifically, as shown in FIG. 17, 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 air-conditioning evaporator temperature TE is in the process of rising, the evaporation occurs when the air-conditioning evaporator temperature TE becomes equal to or higher than the value obtained by adding the correction values β1 and the hysteresis β2 to the target air-conditioning evaporator temperature TEO. 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 anti-fog 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. 17, the hysteresis β2 is a hysteresis width for preventing control hunting.

As shown in FIG. 18, 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 anti-fog 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. 19, 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 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 mode is not switched to the defroster mode, it is determined whether the anti-fog requirement is high or low, as in the case where the mode is switched to the defroster mode. 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, 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 air is low enough to prevent window fogging, which is sufficient for fogging. Judge that it has the 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 air is not lowered to the extent that window fogging can be prevented, and sufficient antifogging ability is provided. Judge that there is none. 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. 20, 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 the present 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. 21, 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 anti-fog 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.

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. 22, 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.

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, as shown in FIG. 23, the reference elapsed time Timer is set to a shorter time as the battery temperature TB rises. 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. 14, 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 S408. In step S408, it is determined to open the battery solenoid valve 14b, and the process proceeds to step S409.

Here, a case where the battery solenoid valve 14b is determined to be opened in step S408 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 evaporator may increase sharply, and the flow rate of the refrigerant flowing into the air conditioning evaporator 16 connected in parallel to the cooling evaporator may decrease sharply. There is. As a result, the cooling of the air conditioning 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 S409, by opening the battery solenoid valve 14b in step S408, 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 S409 that the battery solenoid valve 14b changes from the closed state to the open state, the process proceeds to step S410.

In step S410, it is determined in step S408 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 S410 that the refrigerant circuit has been switched from the air conditioning independent cycle to the air conditioning battery cycle, the process proceeds to step S411.

In step S411, the time for executing the gradual change control (hereinafter, referred to as the time limit LTop) is determined, and the process proceeds to step S412. In step S411, as shown in the control characteristic diagram of FIG. 24, the time limit LTop during normal operation in which oil recovery control is not executed and the time limit LTop during oil recovery control are determined. Therefore, step S411 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 air temperature Tam rises.

In step S412, 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 S413. In step S412, as shown in the control characteristic diagram of FIG. 25, the limit opening LDop during normal operation and the limit opening LDop during oil recovery control are determined. Therefore, step S412 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 air 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 conditioning 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 S413, 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 S415. In step S413, the aperture opening degree 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 S413, the throttle opening ODop of the cooling flow rate adjusting unit is increased within the range of being equal to or less than the limited opening LDop. Further, in step S413, 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 S409 that the battery solenoid valve 14b has not changed from the closed state to the open state, the process proceeds to step S414. If it is determined in step S410 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 S414. When the process proceeds to step S414, it is not necessary to execute the gradual change control, so the limit opening degree LDop is set to 100%.

In step S415 shown in FIG. 15, it is determined whether or not the oil recovery control is executed. If it is determined in step S415 that the oil recovery control is being executed, the process proceeds to steps S416 to S417. If it is determined in step S415 that the oil recovery control has not been executed, the process proceeds to steps S418 to S419.

In step S416 and step S418, the value of the frost formation determination flag is determined, and the process proceeds to step S420. 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 S416, 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 S417, the right side oil return opening degree DRoil and the left side oil return opening degree DRoil are set to the limit opening degree LDop determined in step S412.

In step S418, 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, when the minimum temperature TEBmin becomes the predetermined fourth reference frost temperature KTEB4 (0 ° C. in this embodiment) or higher, the temperature is set. 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.

In step S419, the right oil return opening DRoil and the left oil return opening DRoil are set to 0%.

In the present embodiment, the temperature detected by the cooling evaporator inlet temperature sensor 56c in steps S416 and S418 is set to 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 S420, the frost formation determination flag is used to determine whether or not frost formation has occurred in the cooling evaporation unit. If the frost formation determination flag is "Yes" in step S420, the process proceeds to step S421. In step S421, 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 S420, the process proceeds to step S422. In step S422, it is determined whether or not the refrigerant circuit is an air conditioning battery cycle.

If it is determined in step S422 that the refrigerant circuit is an air conditioning battery cycle, the process proceeds to step S423. In step S423, the minimum oil circulation opening Dmin is determined to be 1%, and the process proceeds to step S425.

If it is determined in step S422 that the refrigerant circuit is not an air conditioning battery cycle (that is, if the refrigerant circuit is a battery independent cycle), the process proceeds to step S424. In step S424, the minimum oil circulation opening Dmin is determined to be 2%, and the process proceeds to step S425.

As a result, when the refrigerant circuit is a battery-only cycle, the oil circulation minimum opening Dmin is larger than when the refrigerant circuit is an air-conditioning battery cycle.

That is, in the case of a single battery cycle, the refrigerating machine oil returns to the compressor 11 even via the air conditioning evaporator 16, so that the refrigerating machine oil is sufficient even if the minimum opening of the expansion valve 18a for the right side battery and the expansion valve 18b for the left side battery is small. It is possible to return to the compressor 11. On the other hand, in the case of a single battery cycle, the refrigerating machine oil does not return to the compressor 11 via the air conditioning evaporator 16, but returns only via the right battery evaporator 19a and the left battery evaporator 19b, so that the expansion valve 18a for the right battery By increasing the minimum opening degree of the expansion valve 18b for the left side battery, the circulation amount of the refrigerating machine oil is secured, and the refrigerating machine oil can be sufficiently returned to the compressor 11.

In step S425, the right throttle opening ODR of the expansion valve 18a for the right battery is determined, and the process proceeds to step S426. The right throttle opening ODR is determined so that the right superheat degree SHBR of the refrigerant on the outlet side of the right battery evaporator 19a approaches a predetermined target cooling side superheat degree SHBO (10 ° C. in this embodiment). ..

Specifically, in step S425, 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 S425 of FIG. 15, as the value obtained by subtracting the target cooling side superheat degree SHBO (10 ° C. in the present embodiment) from the right side superheat degree SHBR increases. Therefore, it is determined to increase the right side change amount fR (right side superheat degree).

Further, in step S425, 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 S413. The larger value of the smaller value, the right oil return opening DRoil, and the minimum oil circulation opening Dmin is defined as the right throttle opening ODR.

In step S426, 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 S426, as shown in the control characteristic diagram described in step S426 of FIG. 15, 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.

Further, in step S426, 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 aperture during the gradual change control during normal operation determined in step S413. The smaller value of the opening ODop, the left oil return opening DLoil, and the oil circulation minimum opening Dmin, whichever is the largest, is defined as the left throttle 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.

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. 26, 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.

Next, in step S16, a control signal and a control voltage are output from the air conditioning control device 50 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. 27. The control process for oil recovery control shown in FIG. 27 is executed in parallel with the control process of the main routine shown in FIG.

First, in step S801, it is determined whether or not it is the start of the air conditioning operation in which the air conditioning air is cooled by the air conditioning evaporator 16. Specifically, in step S801, the time when the air conditioner switch 60a is turned on (ON) from the non-turned state (OFF) state is determined to be the start time of the air conditioning operation.

Therefore, the start of the air conditioning operation is the time when the air conditioning solenoid valve 14a changes from the closed state to the open state. 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.

If it is determined in step S801 that the air conditioning operation has started, the process proceeds to step S802. If it is determined in step S801 that it is not the start of the air conditioning operation, the process proceeds to step S806.

Here, if it is not the start of the air conditioning operation, it is possible that the air conditioning in the vehicle interior has already been performed, and if the oil recovery control is executed, the air conditioning in the vehicle interior may be affected. Therefore, in step S806, it is determined not to execute the oil recovery control, and the control process for the oil recovery control is terminated.

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 S806.

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 S806.

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 retained 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 S420, it is determined whether or not frost formation has occurred in the cooling evaporation portion by using the frost formation determination flag. When the frost formation determination flag is determined to be "none" in step S804, the process proceeds to step S805. When the frost formation determination flag is determined to be "Yes" in step S804, the process proceeds to step S806.

In step S805, the oil recovery control is executed, and the process proceeds to step S807. 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 air-conditioning evaporation unit and 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 S807, it is determined whether or not the oil recovery control is completed. Specifically, in step S807, 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 S411. 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 S807 that the oil recovery control is completed, the process proceeds to step S808. In step S808, 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 S807 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 S804 described above, the oil recovery control is executed at the start of the air conditioning operation. That is, the oil recovery control is executed when it is required that the air conditioning air is cooled by the air conditioning evaporator 16 by the operation of the occupant. In other words, the oil recovery control is executed when the cooling of the air conditioning air is started in the air conditioning evaporator 16.

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 and the battery cooling operation is prohibited, the compressor 11 is stopped, so that any refrigerant circuit may be used.

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 refrigerating 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 in 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 of 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 air blown from the air-conditioning blower 32 and evaporates. As a result, the air conditioning 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 air cooled by the air conditioning evaporator 16. As a result, the air conditioning air 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 air blown from the air conditioning blower 32 flows into the air conditioning evaporator 16 and is cooled. A part of the air conditioning 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 heated by the heater core 23 and the air-conditioning air 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 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 is executed in which the refrigerant is prohibited from flowing into the air-conditioning evaporation section and the refrigerant is allowed to flow into the cooling evaporation section. ..

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 right cooling blower 42a and evaporates. As a result, the cooling 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 left cooling blower 42b and evaporates. As a result, the cooling 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 right side cooling blower 42a and the left side cooling blower 42b. The cooling air blown from the right-side cooling blower 42a and the left-side cooling blower 42b flows into the right-side battery evaporator 19a and the left-side battery evaporator 19b to be cooled.

The cooling 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 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 refrigerating 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 in 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 of 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, as in the case of switching to the air conditioning independent cycle. Then, the air conditioning air is cooled by the air conditioning evaporator 16 in the same manner as when the cycle is switched 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 air is cooled by the right-side battery evaporator 19a and the left-side battery evaporator 19b in the same manner as when the battery is switched to the single battery 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-conditioning air 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 achieved. It will be 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.

Further, in the vehicle air conditioner 1 of the present embodiment, a part of the inlet side refrigerant pipe 46 is an elastically deformable inlet side rubber hose 46a, and at least a part of the outlet side refrigerant pipe 47 is an elastically deformable outlet. The side elastic member 47a. According to this, stress and vibration can be absorbed by elastic deformation of the inlet side elastic member 46a and the outlet side elastic member 47a, so that damage to the cooling refrigerant pipe can be suppressed.

Further, in the vehicle air conditioner 1 of the present embodiment, the inlet side elastic member 46a is arranged in a portion of the inlet side refrigerant pipe 46 closer to the inlet side connection portion 41a than the branch portion 13a, and the outlet side elastic member 46a. The 47a is arranged in a portion of the outlet-side refrigerant pipe 47 that is closer to the outlet-side connection portion 41b than the confluence portion 13b. As a result, the stress applied to the inlet side refrigerant pipe 46 and the outlet side refrigerant pipe 47 can be reduced by connecting the inlet side refrigerant pipe 46 and the outlet side refrigerant pipe 47 with the casing 41.

In the present embodiment, the inner diameter of the inlet-side elastic member 46a is larger than the inner diameter of the inlet-side refrigerant pipe 46, and the inner diameter of the outlet-side elastic member 47a is larger than the inner diameter of the outlet-side refrigerant pipe 47. .. Therefore, the refrigerating machine oil tends to stay in the inlet-side elastic member 46a and the outlet-side elastic member 47a.

In the present embodiment, the inlet side elastic member 46a and the outlet side elastic member 47a are located below the compressor 11.

In view of these points, in the vehicle air-conditioning apparatus 1 of the present embodiment, as described in the control process for oil recovery control, when the air-conditioning evaporator 16 starts cooling the air-conditioning air, the air-conditioning air is cooled. Perform oil recovery control.

Further, in the vehicle air conditioner 1 of the present embodiment, the right-side battery evaporator 19a and the left-side battery evaporator 19b form a flow path for the refrigerant, and one refrigerant exchanges heat between the refrigerant and the cooling air. It has a tube 191.

As a result, it is possible to prevent the refrigerating machine oil from staying in the refrigerant tube 191 even if the cooling air has an air volume distribution.

Further, in the vehicle air conditioner 1 of the present embodiment, the expansion valve 18a for the right battery and the evaporator 19a for the right battery, and the expansion valve 18b for the left battery and the evaporator 19b for the left battery are parallel to each other in the flow of the refrigerant. It has become. According to this, it is possible to secure a large heat exchange area while suppressing the retention of refrigerating machine oil.

In this embodiment, there are a plurality of battery evaporators. Specifically, there are a right side battery evaporator 19a and a left side battery evaporator 19b as battery evaporators. Ideally, each of the right-side battery evaporator 19a and the left-side battery evaporator 19b can be individually controlled to reach the target superheat degree, but one battery is used to adjust the superheat degree of one battery evaporator. When the expansion valve opens and closes, the flow rate of the refrigerant to the other cooling evaporator changes. Therefore, the degree of superheat fluctuates, and the other expansion valve for the battery tries to match the degree of superheat with the target, so that the control is hunted. As a result, the temperatures of the plurality of battery evaporators become unstable.

Therefore, it is possible to control the control of the cooling evaporator as a whole by allowing the deviation of the superheat degree of each cooling evaporator to some extent and controlling the opening degree of each battery expansion valve in conjunction with each other. ..

In view of this point, in the present embodiment, as described in step S14 (more specifically, step S426), the superheat degree SHBR of the refrigerant on the outlet side of the right battery evaporator 19a and the left battery evaporator. When the difference from the superheat degree SHBL of the refrigerant on the outlet side of 19b is within the reference range (in this embodiment, −5 ° C. or higher and + 5 ° C. or lower), the throttle opening of the expansion valve 18a for the right battery and the throttle opening for the left battery The throttle opening of the expansion valve 18b is made the same as each other.

Thereby, the control hunting of the right-side battery evaporator 19a and the left-side battery evaporator 19b can be suppressed, and the control of the right-side battery evaporator 19a and the left-side battery evaporator 19b can be stabilized.

Further, in the vehicle air conditioner 1 of the present embodiment, as described in step S14 (more specifically, steps S423 to S424), the right side battery expansion valve 18a and the left side battery expansion valve 18b have the lowest oil circulation. Set the opening to Dmin or more. The oil circulation minimum opening Dmin is the minimum drawing opening that allows the refrigerating machine oil retained in at least one of the right-side battery evaporator 19a and the left-side battery evaporator 19b to be returned to the compressor 11. As a result, the retention of refrigerating machine oil can be further suppressed.

Further, in the vehicle air conditioner 1 of the present embodiment, as described in step S14 (more specifically, steps S423 to S424), when the refrigerant circuit is a battery independent cycle, the refrigerant circuit is an air conditioner battery cycle. The minimum oil circulation opening Dmin is made larger than in the case of.

According to this, in the battery independent cycle in which the refrigerating machine oil cannot be recovered from the air conditioning evaporator 16, the refrigerating machine oil is easily recovered from the right side battery evaporator 19a and the left side battery evaporator 19b, so that the refrigerating machine oil recovery is insufficient. Therefore, it is possible to prevent the compressor 11 from becoming insufficiently lubricated.

Further, in the vehicle air conditioner 1 of the present embodiment, the battery casing 41 accommodates the battery 70, the right-side battery evaporator 19a, and the left-side battery evaporator 19b, and forms a cooling air passage.

According to this, since the viscosity of the refrigerating machine oil in the right side battery evaporator 19a and the left side battery evaporator 19b can be lowered by the heat of the battery 70, the right side battery evaporator 19a and the left side battery evaporator 19b can be used. Refrigerating machine oil can be easily recovered.

In the vehicle air-conditioning device 1 of the present embodiment, as described in the control process for oil recovery control, the oil recovery control is executed when the air-conditioning evaporator 16 starts cooling the air-conditioning air.

Therefore, the oil recovery control can be completed at the initial stage of air conditioning, and the oil recovery control is not executed during air conditioning. As a result, after the air-conditioned state in the vehicle interior is stabilized, the oil recovery control is executed and the temperature and humidity of the blown air blown into the vehicle interior do not change. That is, it is possible to prevent the occupant from deteriorating the air-conditioning feeling and the anti-fog ability during the air-conditioning in which the air-conditioning state in the vehicle interior is stable.

Further, in the vehicle air conditioner 1 of the present embodiment, during oil recovery control, the battery solenoid valve 14b is opened to allow the refrigerant to flow to the right side battery evaporator 19a and the left side battery evaporator 19b, which are cooling evaporators. .. According to this, the refrigerating machine oil retained in the right-side battery evaporator 19a and the left-side battery evaporator 19b can be reliably returned to the compressor 11.

Further, in the vehicle air conditioner 1 of the present embodiment, the lower limit value for oil recovery is determined to be higher than the lower limit value of the rotation speed of the compressor 11 during normal operation in step S306, which is the lower limit value determination unit. do. According to this, at the time of oil recovery control, the difference between high and low pressure between the high pressure side refrigerant and the low pressure side refrigerant of the refrigeration cycle device 10 is widened, and the refrigerating machine oil staying in the cycle is returned to the compressor 11 in a short time. Can be done.

Further, the lower limit value determining unit determines to raise the lower limit value for oil recovery as the outside air temperature Tam decreases. According to this, even if the oil viscosity decreases as the outside air temperature decreases, the high-low pressure difference between the high-pressure side refrigerant and the low-pressure side refrigerant of the refrigeration cycle device 10 is effectively expanded and stays in the cycle. The refrigerating machine oil used can be returned to the compressor 11 in a short time.

Further, in the vehicle air conditioner 1 of the present embodiment, when the refrigerant flows into the cooling evaporation section, the amount of increase in the throttle opening per unit time of the expansion valve 18a for the right battery and the expansion valve 18b for the left battery increases. It is set to be less than the standard increase amount. According to this, it is possible to suppress a sudden decrease in the flow rate of the refrigerant flowing into the air-conditioning evaporator 16 connected in parallel with the cooling evaporator. Therefore, it is possible to suppress deterioration of the air-conditioning feeling of the occupant and deterioration of the anti-fog ability.

Further, in the vehicle air conditioner 1 of the present embodiment, in step S412 which is the limit opening degree determining unit, the limit opening degree which is the upper limit of the throttle opening of the expansion valve 18a for the right side battery and the expansion valve 18b for the left side battery. Determine the LDop. Then, when the refrigerant flows into the cooling evaporation section, the expansion valve 18a for the right battery and the expansion valve 18a for the left battery and the left side are arranged so that the throttle opening of the expansion valve 18a for the right battery and the expansion valve 18b for the left battery is equal to or less than the limit opening LDop. Controls the operation of the battery expansion valve 18b.

According to this, since the flow rate of the refrigerant flowing into the cooling evaporation section can be limited, it is easy to prevent the frosting of the cooling evaporation section. Further, it is possible to suppress a decrease in the flow rate of the refrigerant flowing into the air conditioning evaporator 16.

Further, the limit opening degree determining unit increases the limit opening degree LDop used at the time of oil recovery control as the outside air temperature Tam decreases. According to this, even if the oil viscosity decreases as the outside air temperature decreases, it is easy to secure the flow velocity of the refrigerant and return the refrigerating machine oil staying in the cycle to the compressor 11 in a short time.

Further, in the vehicle air conditioner 1 of the present embodiment, in step S411, which is a time limit determination unit, it is determined to increase the time limit LTop as the outside air temperature Tam decreases. According to this, when the oil viscosity decreases as the outside air temperature decreases, the execution time of the oil recovery control can be lengthened. Therefore, the refrigerating machine oil remaining in the cycle can be effectively returned to the compressor 11.

Further, in the vehicle air conditioner 1 of the present embodiment, when the upper limit value of the refrigerant discharge capacity of the compressor 11 at the time of oil recovery control is switched to the air conditioning independent cycle in step S303, which is the upper limit value determination unit. Determine to a value higher than the upper limit of.

According to this, when the air conditioning single cycle is switched to the air conditioning battery cycle in which the oil recovery control is executed, the refrigerant discharge capacity of the compressor 11 is increased and the flow rate of the refrigerant flowing into the air conditioning evaporation section is reduced. Can be suppressed. Therefore, it is possible to suppress deterioration of the air-conditioning feeling of the occupant and deterioration of the anti-fog ability.

Further, in the vehicle air conditioner 1 of the present embodiment, the oil recovery control is executed when the trip counter Tctt becomes equal to or more than a predetermined reference number of times KTctt. According to this, it is possible to prevent unnecessary oil recovery control from being executed.

Further, in the vehicle air conditioner 1 of the present embodiment, the execution of the oil recovery control is prohibited when the cooling of the cooling air in the cooling evaporation unit is started. According to this, it is possible to prevent unnecessary oil recovery control from being executed.

Further, in the vehicle air conditioner 1 of the present embodiment, when the temperature of the cooling evaporation unit becomes equal to or lower than the reference frost temperature (KTEB1, KTEB3), the execution of the oil recovery control is prohibited. According to this, it is possible to prevent the cooling evaporation section from being unnecessarily cooled when frost is formed on the cooling evaporation section.

Further, the reference frost temperature (KTEB1) used when the oil recovery control is executed is set to a temperature lower than the reference frost temperature (KTEB3) used when the oil recovery control is not executed. There is. According to this, when the oil recovery control is executed, it is more difficult to determine that frost is formed on the cooling evaporation portion than when the oil recovery control is not executed.

Here, in the vehicle air-conditioning device 1 of the present embodiment, oil recovery control is executed when the air-conditioning evaporator 16 starts cooling the air-conditioning air (that is, when the air-conditioning in the vehicle interior is started). do. Therefore, it is unlikely that frost has formed on the cooling evaporation section when the oil recovery control is executed. Therefore, the compressor 11 can be protected by giving priority to the execution of the oil recovery control.

Further, in the vehicle air conditioner 1 of the present embodiment, a plurality of cooling evaporators are provided 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 right side cooling space 43a and the left side cooling space 43b 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.
Further, in the vehicle air-conditioning device 1 of the present embodiment, the air volume of the cooling air that exchanges heat with the refrigerant in the right-side battery evaporator 19a and the left-side battery evaporator 19b is changed to the refrigerant and heat in the air-conditioning evaporator 16. The air volume of the air conditioning air to be replaced is less than that. According to this, even if the refrigerant is evaporated to cool the cooling air in the right side battery evaporator 19a and the left side battery evaporator 19b, it affects the cooling of the air conditioning air in the air conditioning evaporator 16. Hateful.

Further, 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.

(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 the 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 the right-side battery evaporator 19a and the left-side battery evaporator 19b are adopted as the cooling evaporation unit has been described, but the number of the cooling evaporation unit 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. , 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 liquid, 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 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 S413 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 S413 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 S411 and the time limit LDop is determined according to the outside air temperature Tam in step S412 has been described. Not limited. For example, the time limit LTop may be a fixed value (for example, 30 seconds), and the time limit LDopp may be 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. 27 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 right side cooling blower 42a and the left side cooling blower 42b when the oil recovery control is executed in step S805 is not mentioned, but in the oil recovery control, the right side cooling blower The 42a and the left side cooling blower 42b may be operated or stopped in the same manner as in normal operation. 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.

Further, in the above-described embodiment, the expansion valve 18a for the right battery is a cooling pressure reducing unit and also a cooling flow rate adjusting unit for adjusting the flow rate of the refrigerant flowing into the evaporator 19a for the right battery, but evaporation for the right battery. A cooling flow rate adjusting unit for adjusting the flow rate of the refrigerant flowing into the vessel 19a may be provided separately from the expansion valve 18a for the right battery.

Similarly, the expansion valve 18b for the left side battery is a cooling pressure reducing unit and also a cooling flow rate adjusting unit for adjusting the flow rate of the refrigerant flowing into the evaporator 19b for the left side battery, but flows into the evaporator 19b for the left side battery. A cooling flow rate adjusting unit for adjusting the refrigerant flow rate may be provided separately from the left side battery expansion valve 18b.

10 Refrigeration cycle device 11 Compressor 13a Branch part 13b Confluence part 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)
46 Inlet side refrigerant piping 46a Inlet side elastic member (inlet side rubber hose)
47 Outlet side refrigerant piping 47a Outlet side elastic member (outlet side rubber hose)

Claims (21)

A compressor (11) that sucks in refrigerant, compresses it, and discharges it.
A radiator (12) that dissipates heat from the refrigerant discharged from the compressor, and
An air-conditioning decompression unit (15) that decompresses the refrigerant radiated by the radiator, and
An air-conditioning evaporation unit (16) that evaporates the refrigerant decompressed by the air-conditioning decompression unit to cool the air-conditioning air blown into the vehicle interior.
Cooling decompression units (18a, 18b) arranged in parallel with the air-conditioning decompression unit in the flow of the refrigerant and depressurizing the refrigerant dissipated by the radiator.
The cooling evaporative unit (19a, 19b) that cools the object to be cooled (70) by evaporating the refrigerant decompressed by the cooling decompression unit, and the cooling evaporative unit (19a, 19b).
A branching portion (13a) for branching the refrigerant flowing from the radiator to the decompressing portion for air conditioning to the decompressing portion for cooling.
A confluence section (13b) that merges the refrigerant flowing out of the cooling evaporation section with the refrigerant flowing from the air conditioning evaporation section to the compressor.
An inlet-side refrigerant pipe (46) through which the refrigerant flows from the branch portion to the air-conditioning decompression portion,
An outlet-side refrigerant pipe (47) through which the refrigerant flows from the cooling evaporation section to the confluence section is provided.
At least a part of the inlet-side refrigerant pipe is an elastically deformable inlet-side elastic member (46a).
A vehicle air conditioner in which at least a part of the outlet-side refrigerant pipe is an elastically deformable outlet-side elastic member (47a). A casing (41) for accommodating the object to be cooled so as to be cooled is provided.
The casing is formed with an inlet side connection portion (41a) to which the inlet side refrigerant pipe is connected and an outlet side connection portion (41b) to which the outlet side refrigerant pipe is connected.
The inlet-side elastic member is arranged in a portion of the inlet-side refrigerant pipe that is closer to the inlet-side connection portion than the branch portion.
The vehicle air conditioner according to claim 1, wherein the outlet-side elastic member is arranged in a portion of the outlet-side refrigerant pipe that is closer to the outlet-side connection portion than the confluence portion. The inner diameter of the inlet-side elastic member is larger than the inner diameter of the inlet-side refrigerant pipe.
The vehicle air conditioner according to claim 1 or 2, wherein the inner diameter of the outlet-side elastic member is larger than the inner diameter of the outlet-side refrigerant pipe. The vehicle air conditioner according to any one of claims 1 to 3, wherein the inlet side elastic member and the outlet side elastic member are located below the vehicle with respect to the compressor (11). Refrigerant oil is mixed in the refrigerant.
When the air-conditioning evaporation unit starts cooling the air-conditioning air, the oil recovery control for returning the refrigerating machine oil retained in at least one of the air-conditioning evaporation unit and the cooling evaporation unit to the compressor is performed. The vehicle air conditioner according to any one of claims 1 to 4 to be executed. The vehicle air conditioner according to claim 5, wherein in the oil recovery control, the refrigerant is circulated through the cooling evaporation unit. A lower limit value determining unit (S306) for determining the lower limit value of the refrigerant discharge capacity of the compressor is provided.
The lower limit value determining unit according to claim 5 or 6, wherein the lower limit value determination unit determines the lower limit value at the time of executing the oil recovery control to a value higher than the lower limit value at the time of normal operation in which the oil recovery control is not executed. Air conditioner for vehicles. The vehicle air conditioner according to claim 7, wherein the lower limit value determining unit raises the lower limit value as the outside air temperature (Tam) decreases. A cooling flow rate adjusting unit (18a, 18b) for adjusting the flow rate of the refrigerant flowing into the cooling evaporation unit, and a cooling flow rate adjusting unit (18a, 18b).
A cooling flow rate control unit (50a) for controlling the operation of the cooling flow rate adjusting unit is provided.
When the refrigerant flows into the cooling evaporative unit, the cooling flow rate control unit increases the amount of increase in the throttle opening of the cooling flow rate adjusting unit per unit time to be equal to or less than a predetermined reference increase amount. The vehicle air conditioner according to any one of claims 5 to 8, wherein the operation of the cooling flow rate adjusting unit is controlled. A limit opening determination unit (S412) for determining a limit opening (LDop), which is an upper limit value of the throttle opening of the cooling flow rate adjusting unit, is provided.
The cooling flow rate control unit is a cooling flow rate adjusting unit so that when the refrigerant flows into the cooling evaporation unit, the throttle opening of the cooling flow rate adjusting unit is equal to or less than the limit opening. The vehicle air conditioner according to claim 9, wherein the operation is controlled. The vehicle air conditioner according to claim 10, wherein the limit opening degree determining unit increases the limit opening degree used when executing the oil recovery control as the outside air temperature (Tam) decreases. A time limit determination unit (S411) for determining a time limit (LTop) for executing the oil recovery control is provided.
The vehicle air conditioner according to any one of claims 5 to 11, wherein the time limit determination unit increases the time limit as the outside air temperature (Tam) decreases. The upper limit value determination unit (S303) for determining the upper limit value of the refrigerant discharge capacity of the compressor is provided.
The upper limit value determining unit is in an operation mode in which the upper limit value at the time of executing the oil recovery control is prohibited from flowing the refrigerant into the air-conditioning evaporation unit and flowing the refrigerant into the cooling evaporation unit. The vehicle air conditioner according to any one of claims 5 to 12, wherein the value is determined to be higher than the upper limit value in the above. When the period from start to stop of the vehicle system is defined as one run,
The vehicle air conditioner according to any one of claims 5 to 13, wherein the execution of the oil recovery control is permitted when the vehicle has traveled more than a predetermined reference number of times (KTct). The vehicle air conditioner according to any one of claims 5 to 14, wherein the oil recovery control is prohibited when cooling of the object to be cooled is started. The oil recovery control is any one of claims 5 to 15, which is prohibited when the temperature (TEBR, TEBL) of the cooling evaporation unit becomes equal to or lower than a predetermined reference frosting temperature (KTEB1, KTEB3). The vehicle air conditioner described in. The reference frost temperature (KTEB1) used when the oil recovery control is executed is set to a temperature lower than the reference frost temperature (KTEB3) used when the oil recovery control is not executed. The vehicle air conditioner according to claim 16. The vehicle air conditioner according to any one of claims 1 to 17, wherein the cooling evaporation unit is provided in plurality. A cooling flow rate adjusting unit (18a, 18b) for adjusting the flow rate of the refrigerant flowing into the cooling evaporation unit is provided.
The vehicle air conditioner according to claim 18, wherein a plurality of cooling flow rate adjusting units are provided so that the flow rate of the refrigerant flowing into each of the cooling evaporation units can be individually adjusted. The air-conditioning evaporator is an air-conditioning evaporator (16) that exchanges heat between the refrigerant and the air-conditioning air.
The cooling evaporator is a cooling evaporator (19a, 19b) that exchanges heat between the refrigerant and the cooling air sprayed on the object to be cooled.
Claims 1 to 19 that the air volume of the cooling air that exchanges heat with the refrigerant in the cooling evaporation unit is equal to or less than the air volume of the air conditioning air that exchanges heat with the refrigerant in the air conditioning evaporation unit. The vehicle air conditioner according to any one of the above. The 20th claim, wherein the heat exchange area between the refrigerant and the air conditioning air in the air conditioning evaporator is larger than the heat exchange area between the refrigerant and the cooling air in the cooling evaporator. Vehicle air conditioner.

Images