JP2024055536A - Vehicle air conditioning system - Google Patents

Abstract

[Problem] To provide a vehicle air conditioner capable of suppressing a decrease in the air-conditioning comfort of the vehicle cabin while shortening the charging time for rapid charging. [Solution] A vehicle air conditioner 100 includes a blower 31 that generates blown air, a heat pump system 1 and a PTC heater 32 that heat the blown air, and an air conditioner ECU that controls the blower 31, the heat pump system 1, and the PTC heater 32. The heat pump system 1 is configured to be capable of cooling a battery 121 that stores power for running the vehicle. The air conditioner ECU is configured to cool the battery 121 using the heat pump system 1 when heating of the vehicle cabin is required while the battery 121 is being rapid charged, while activating the PTC heater 32 if an occupant is present in the vehicle cabin. [Selected Figure] Figure 1

Description

The present invention relates to an air conditioning system for vehicles.

Conventionally, there is known a vehicle air conditioner equipped with a heat pump system for heating and cooling the passenger compartment (see, for example, Patent Document 1). This heat pump system is configured to be capable of cooling a battery that stores electricity for running the vehicle.

JP 2021-172246 A

Here, if the battery temperature rises during rapid charging and battery input is limited, the time required from the start of charging to completion (charging time) may become longer.

The present invention has been made to solve the above problems, and the object of the present invention is to provide a vehicle air conditioner that can reduce the charging time for quick charging while suppressing a decrease in the air conditioning comfort of the vehicle cabin.

The vehicle air conditioning system according to the present invention includes a blower that generates blown air, a heat pump system and an electric heater that heat the blown air, and a control device that controls the blower, the heat pump system, and the electric heater. The heat pump system is configured to be capable of cooling a battery that stores power for running the vehicle. When heating of the passenger compartment is required while the battery is being quick-charged, the control device is configured to operate the electric heater if an occupant is present in the passenger compartment while cooling the battery using the heat pump system.

In this way, the heat pump system cools the battery during rapid charging, suppressing the rise in battery temperature and reducing the likelihood of battery input restrictions, thereby shortening the charging time during rapid charging. In addition, if there is an occupant in the vehicle cabin, the electric heater is activated to heat the blown air, thereby suppressing a decrease in the comfort of the air conditioning in the vehicle cabin.

The vehicle air conditioning system of the present invention can reduce the charging time for quick charging while suppressing any decrease in the comfort of the air conditioning in the vehicle cabin.

1 is a diagram showing a heat pump system of a vehicle air conditioner according to an embodiment of the present invention; 2 is a block diagram showing an air conditioner ECU of the vehicle air conditioner according to the embodiment; FIG. 5 is a flowchart for explaining the operation of the vehicle air conditioner according to the present embodiment when heating of the vehicle compartment is required during rapid charging.

One embodiment of the present invention is described below.

First, the configuration of a vehicle air conditioner 100 according to one embodiment of the present invention will be described with reference to Figs. 1 and 2. The vehicle air conditioner 100 is applied to, for example, a plug-in hybrid vehicle (hereinafter simply referred to as "vehicle") equipped with an internal combustion engine 110 and an electric motor (not shown) as a driving force source for vehicle running. The vehicle is equipped with a battery pack 120, which houses a battery 121. The battery 121 is a high-voltage battery that can be charged and discharged, and is configured to store power for driving the electric motor for vehicle running. The vehicle is also configured to be capable of normal charging and rapid charging of the battery 121 using an external power source (not shown). Rapid charging allows for a shorter charging time than normal charging. As shown in Fig. 1, the vehicle air conditioner 100 includes a heat pump system 1, an air conditioner ECU 2 (see Fig. 2), and an interior air conditioning unit 3.

-Heat pump system-
The heat pump system 1 is configured to cool and heat the vehicle interior and also cool the battery 121. The operation modes of the heat pump system 1 include a cooling mode, a heating mode, a battery-only cooling mode, and a cooling and battery cooling mode. Details of each operation mode will be described later. The heat pump system 1 includes a refrigerant circuit 10 in which a refrigerant, which is a heat medium, is circulated, and a coolant circuit 20 in which a coolant, which is a heat medium, is circulated.

[Refrigerant circuit]
The refrigerant circuit 10 includes refrigerant passages 10a to 10h, a compressor 11, an intermediate heat exchanger 12, an exterior heat exchanger 13, an interior heat exchanger 14, an accumulator 15, a battery heat exchanger 16, and expansion valves 17a to 17c.

The compressor 11 is configured to circulate the refrigerant in the refrigerant circuit 10. The discharge port of the compressor 11 is connected to the refrigerant inlet of the intermediate heat exchanger 12 by a refrigerant passage 10a. The intermediate heat exchanger 12 is provided to function as a condenser in the heating mode to warm the cooling water in the cooling water circuit 20. The intermediate heat exchanger 12 has a refrigerant flow section and a cooling water flow section, and is configured to exchange heat between the refrigerant flowing through the refrigerant flow section and the cooling water flowing through the cooling water flow section. The refrigerant outlet of the intermediate heat exchanger 12 is connected to the refrigerant inlet of the outdoor heat exchanger 13 by a refrigerant passage 10b. An expansion valve 17a is provided in the refrigerant passage 10b. The expansion valve 17a is an electronic valve whose opening degree can be adjusted, and is configured to reduce the pressure of the refrigerant passing through it by narrowing its opening degree in the heating mode to expand it. Note that the expansion valve 17a is fully opened in the cooling mode, etc., so that it does not exert a decompression effect.

The exterior heat exchanger 13 is disposed in the engine compartment and is configured to exchange heat between the refrigerant passing through it and the outside air. The exterior heat exchanger 13 functions as a condenser during cooling mode and functions as an evaporator during heating mode. The refrigerant outlet of the exterior heat exchanger 13 is connected to the refrigerant inlet of the interior heat exchanger 14 by a refrigerant passage 10c. The refrigerant passage 10c is provided with a check valve 18a, an electromagnetic valve 19a, and an expansion valve 17b in this order from the upstream side in the flow direction of the refrigerant. The check valve 18a is provided to prevent the refrigerant from flowing backward (flow toward the exterior heat exchanger 13). The electromagnetic valve 19a is configured to open and close the refrigerant passage 10c and is provided to switch the circulation path of the refrigerant. The expansion valve 17b is an electronic valve whose opening degree can be adjusted, and is configured to reduce the pressure of the passing refrigerant and expand it by narrowing the opening degree during cooling mode and cooling battery cooling mode.

The indoor heat exchanger 14 is disposed in the casing 33 of the indoor air conditioning unit 3 and is provided to cool the blown air in the casing 33. The indoor heat exchanger 14 functions as an evaporator in the cooling mode and the cooling battery cooling mode, and is configured to exchange heat between the refrigerant passing through the interior and the blown air. The refrigerant outlet of the indoor heat exchanger 14 is connected to the refrigerant inlet of the accumulator 15 by the refrigerant passage 10d. The refrigerant passage 10d is provided with an evaporation pressure adjustment valve 14a, which adjusts the evaporation pressure of the refrigerant in the indoor heat exchanger 14. The accumulator 15 is provided to separate the gas and liquid of the refrigerant, and the refrigerant outlet of the accumulator 15 is connected to the suction port of the compressor 11 by the refrigerant passage 10e.

The refrigerant passage 10f is provided to bypass the indoor heat exchanger 14. One end (upstream end) of the refrigerant passage 10f is connected to the refrigerant passage 10c between the refrigerant outlet of the outdoor heat exchanger 13 and the check valve 18a, and the other end (downstream end) of the refrigerant passage 10f is connected to the refrigerant passage 10d between the evaporation pressure control valve 14a and the refrigerant inlet of the accumulator 15. The refrigerant passage 10f is provided with a solenoid valve 19b. The solenoid valve 19b is configured to be able to open and close the refrigerant passage 10f, and is provided to switch the circulation path of the refrigerant.

Refrigerant passage 10g is arranged to bypass outdoor heat exchanger 13. Refrigerant passage 10g is used in a parallel dehumidification heating mode, the description of which is omitted. One end of refrigerant passage 10g is connected to refrigerant passage 10b, and the other end is connected to refrigerant passage 10c. Refrigerant passage 10g is provided with solenoid valve 19c. Solenoid valve 19c is configured to be able to open and close refrigerant passage 10g, and is provided to switch the circulation path of the refrigerant.

The refrigerant passage 10h is provided to bypass the indoor heat exchanger 14. One end (upstream end) of the refrigerant passage 10h is connected to the refrigerant passage 10c between the check valve 18a and the solenoid valve 19a, and the other end (downstream end) of the refrigerant passage 10h is connected to the refrigerant passage 10d between the evaporation pressure regulating valve 14a and the refrigerant inlet of the accumulator 15. The refrigerant passage 10h is provided with the solenoid valve 19d, the expansion valve 17c, the battery heat exchanger 16, and the check valve 18b in order from the upstream side of the refrigerant flow direction. The solenoid valve 19d is configured to be able to open and close the refrigerant passage 10h, and is provided to switch the circulation path of the refrigerant. The expansion valve 17c is an electronic valve whose opening degree can be adjusted, and is configured to reduce the pressure of the passing refrigerant and expand it by narrowing its opening degree in the battery only cooling mode and the air conditioning battery cooling mode. The check valve 18b is provided to prevent the backflow of the refrigerant (flow toward the battery heat exchanger 16). The battery heat exchanger 16 is disposed in the battery pack 120 and is provided to cool the battery 121 housed in the battery pack 120. The battery heat exchanger 16 is provided with a refrigerant flow section through which a refrigerant flows, with a refrigerant inlet connected to an expansion valve 17c and a refrigerant outlet connected to a check valve 18b. The battery heat exchanger 16 functions as an evaporator in the battery only cooling mode and the air-conditioning battery cooling mode, and is configured to cool the battery 121 using the heat of vaporization. For example, the battery 121 is placed on the battery heat exchanger 16, and the battery 121 is directly cooled by the battery heat exchanger 16.

The refrigerant circuit 10 is provided with temperature sensors 41 to 47 and pressure sensors 48 and 49. The temperature sensor 41 detects the temperature of the refrigerant discharged from the compressor 11. The temperature sensor 42 and pressure sensor 48 detect the temperature and pressure of the refrigerant that has passed through the intermediate heat exchanger 12, respectively. The temperature sensor 43 detects the temperature of the refrigerant that has passed through the exterior heat exchanger 13, and the temperature sensor 45 detects the temperature of the refrigerant that has passed through the indoor heat exchanger 14. The temperature sensor 44 detects the temperature of the indoor heat exchanger 14 (evaporator temperature). The temperature sensors 46 and 47 detect the temperature of the refrigerant before and after passing through the battery heat exchanger 16, and the pressure sensor 49 detects the pressure of the refrigerant that has passed through the battery heat exchanger 16.

[Cooling water circuit]
The coolant circuit 20 includes coolant passages 20a to 20d, a water pump 21, an intermediate heat exchanger 12, a three-way valve 22, and a heater core 23. The water pump 21 is electrically driven and configured to circulate the coolant in the coolant circuit 20 when the internal combustion engine 110 is stopped. The discharge port of the water pump 21 is connected to the coolant inlet of the intermediate heat exchanger 12 through a coolant passage 20a. The coolant outlet of the intermediate heat exchanger 12 is connected to the coolant inlet of the three-way valve 22 through a coolant passage 20b. The coolant passage 20b is provided with a temperature sensor 40 that detects the temperature of the coolant (coolant temperature) that has passed through the intermediate heat exchanger 12. The three-way valve 22 is provided to switch the coolant circulation path. One of the coolant outlets of the three-way valve 22 is connected to the coolant inlet of the heater core 23 through a coolant passage 20c. The heater core 23 is disposed in a casing 33 and is provided to heat the blown air in the casing 33. The heater core 23 is configured to exchange heat between the coolant passing through the heater core 23 and the blown air during a heating mode, etc. A coolant outlet of the heater core 23 is connected to the suction port of the water pump 21 through a coolant passage 20d.

The cooling water circuit 20 is provided with a cooling water passage 20e. In the cooling water passage 20e, a water pump 24, a water jacket of the internal combustion engine 110, and a switching valve 25 are provided in order from the upstream side in the flow direction of the cooling water. One end (upstream end) of the cooling water passage 20e is connected to the cooling water passage 20d, and the other end (downstream end) of the cooling water passage 20e is connected to the cooling water passage 20c. The cooling water passage 20e upstream of the water pump 24 is connected to the other cooling water outlet of the three-way valve 22 by the cooling water passage 20f. The water pump 24 is configured to circulate the cooling water in the cooling water circuit 20 when the internal combustion engine 110 is operating. The water jacket is a cooling water flow section formed in the internal combustion engine 110, and is provided to remove heat from the internal combustion engine 110 by the flowing cooling water. Therefore, the cooling water flowing through the water jacket is warmed by the internal combustion engine 110. The switching valve 25 is a flow shutting valve (FSV) that opens and closes the cooling water passage 20e. The cooling water circuit 20 is also provided with a radiator (not shown) that expels heat from the cooling water to the outside air, but for the sake of simplicity, the description is omitted.

In such a cooling water circuit 20, when the internal combustion engine 110 is operating, the switching valve 25 is opened and the cooling water inlet of the three-way valve 22 is connected to the other cooling water outlet. Then, when the water pump 24 is driven, the cooling water discharged from the water pump 24 is heated as it passes through the water jacket, and the heated cooling water flows into the heater core 23. The cooling water flowing out from the heater core 23 is sucked into the water pump 24 via the intermediate heat exchanger 12 and the three-way valve 22, and is sucked into the water pump 24 by bypassing the intermediate heat exchanger 12 and the three-way valve 22. Also, when the internal combustion engine 110 is stopped, the switching valve 25 is closed and the cooling water inlet of the three-way valve 22 is connected to one of the cooling water outlets. Therefore, in the cooling water circuit 20, a cooling water circulation path that does not pass through the internal combustion engine 110 is formed. For example, in heating mode, the water pump 21 is driven, and the coolant discharged from the water pump 21 is heated as it passes through the intermediate heat exchanger 12. The heated coolant flows into the heater core 23 via the three-way valve 22, and the coolant flowing out of the heater core 23 is sucked into the water pump 21.

-Indoor air conditioning unit-
The interior air conditioning unit 3 is provided to blow, into the vehicle interior, conditioned air whose temperature has been adjusted by the heat pump system 1. The interior air conditioning unit 3 includes a blower 31, an interior heat exchanger 14, a heater core 23, a PTC heater 32, and a casing 33.

The casing 33 constitutes a passage for the blown air generated by the blower 31. The casing 33 has an outside air inlet 34a and an inside air inlet 34b formed at the upstream end in the flow direction of the blown air. The outside air inlet 34a is provided to introduce outside air (air outside the vehicle cabin), and the inside air inlet 34b is provided to introduce inside air (air inside the vehicle cabin). An inside/outside air switching door 34 and the blower 31 are provided near the outside air inlet 34a and the inside air inlet 34b. The inside/outside air switching door 34 is provided to adjust the opening area of the outside air inlet 34a and the inside air inlet 34b to adjust the ratio of inside and outside air introduced into the casing 33.

The indoor heat exchanger 14 is disposed downstream of the blower 31 in the flow direction of the blown air. An air mix door 35 and a partition wall 36 are provided downstream of the indoor heat exchanger 14 in the casing 33. The partition wall 36 forms a heating passage 33a and a bypass passage 33b in the casing 33. The heater core 23 and the PTC heater 32 are disposed in the heating passage 33a. The blown air passing through the heating passage 33a is heated when the temperature of the cooling water in the heater core 23 is higher than the temperature of the blown air, and is heated when the PTC heater 32 is in operation. The bypass passage 33b is provided so that the blown air can bypass the heater core 23 and the PTC heater 32. The air mix door 35 is configured to adjust the ratio of the air volume passing through the heating passage 33a and the bypass passage 33b to adjust the temperature of the conditioned air supplied to the vehicle cabin. The PTC heater 32 is provided to assist the heater core 23 in heating the blown air. The PTC heater 32 has multiple PTC elements, and each PTC element is a heating element that generates heat when electricity is applied. Therefore, the heating capacity of the PTC heater 32 can be adjusted by adjusting the number of PTC elements that are energized. The PTC heater 32 is an example of an "electric heater" in the present invention.

Casing 33 has air outlets 37a-39a formed at the downstream end in the flow direction of the blown air. Air outlets 37a-39a are provided with doors 37-39 for adjusting the opening area, respectively. Air outlet 37a is a face air outlet for blowing conditioned air toward the upper bodies of passengers in the vehicle cabin, air outlet 38a is a foot air outlet for blowing conditioned air toward the feet of passengers in the vehicle cabin, and air outlet 39a is a defroster air outlet for blowing conditioned air toward the inner surface of the windshield (not shown).

-Air Conditioner ECU-
The air conditioner ECU 2 is configured to control the heat pump system 1 and the indoor air conditioning unit 3. As shown in FIG. 2, the above-mentioned temperature sensors 40 to 47 and pressure sensors 48 and 49, an inside air temperature sensor 51, an outside air temperature sensor 52, a solar radiation sensor 53, and a window surface humidity sensor 54 are connected to the air conditioner ECU 2, and the detection results of each sensor are input. The inside air temperature sensor 51 detects the temperature of the air inside the vehicle cabin (inside air temperature), and the outside air temperature sensor 52 detects the temperature of the air outside the vehicle cabin (outside air temperature). The solar radiation sensor 53 detects the amount of solar radiation irradiated into the vehicle cabin. The window surface humidity sensor 54 is provided to calculate the relative humidity of the air inside the vehicle cabin near the windshield. In addition, a battery ECU 6 is connected to the air conditioner ECU 2, and the battery ECU 6 is configured to manage the battery 121. A battery temperature sensor 61 that detects the temperature of the battery 121 is connected to the battery ECU 6, and the detection result of the battery temperature sensor 61 is input. The air conditioner ECU 2 is configured to control the heat pump system 1 and the indoor air conditioning unit 3 based on inputs from the various sensors and the battery ECU 6. The air conditioner ECU 2 is an example of the "control device" of the present invention.

-Heat pump system operation modes-
Next, a description will be given of the operation modes of the heat pump system 1. The following describes the case where the internal combustion engine 110 is stopped and the PTC heater 32 is in a non-operating state.

The cooling mode is a mode in which the blown air is cooled to cool the interior of the vehicle. In the cooling mode, the air conditioner ECU 2 opens the solenoid valve 19a, closes the solenoid valves 19b to 19d, fully opens the expansion valve 17a, drives the compressor 11, and controls the expansion valve 17b in a throttled state. The expansion valve 17c may be closed or open. As a result, the refrigerant discharged from the compressor 11 flows through the intermediate heat exchanger 12, the exterior heat exchanger 13, the solenoid valve 19a, the expansion valve 17b, the interior heat exchanger 14, and the accumulator 15 in this order, and is returned to the compressor 11. At this time, the exterior heat exchanger 13 functions as a condenser, and the interior heat exchanger 14 functions as an evaporator, so that the heat of vaporization of the refrigerant in the interior heat exchanger 14 cools the blown air passing through the interior heat exchanger 14.

The heating mode is a mode in which the blown air is heated to heat the interior of the vehicle. In the heating mode, the air conditioner ECU 2 closes the switching valve 25 and drives the water pump 21 with the cooling water inlet of the three-way valve 22 connected to one of the cooling water outlets. As a result, the cooling water discharged from the water pump 21 flows through the intermediate heat exchanger 12, the three-way valve 22, and the heater core 23 in this order, and is returned to the water pump 21. In addition, the air conditioner ECU 2 opens the solenoid valve 19b and closes the solenoid valves 19a, 19c, and 19d, drives the compressor 11, and controls the expansion valve 17a in a throttled state. The expansion valves 17b and 17c may be closed or open. As a result, the refrigerant discharged from the compressor 11 flows through the intermediate heat exchanger 12, the expansion valve 17a, the exterior heat exchanger 13, the solenoid valve 19b, and the accumulator 15 in this order, and is returned to the compressor 11. At this time, the intermediate heat exchanger 12 functions as a condenser, and the exterior heat exchanger 13 functions as an evaporator, so the coolant passing through the intermediate heat exchanger 12 is warmed by the heat of condensation of the refrigerant in the intermediate heat exchanger 12. Then, the coolant and the blown air exchange heat in the heater core 23, so that the blown air passing through the heater core 23 is warmed.

The battery only cooling mode is a mode in which only the battery 121 is cooled. In the battery only cooling mode, the air conditioner ECU 2 opens the solenoid valve 19d, closes the solenoid valves 19a to 19c, fully opens the expansion valve 17a, drives the compressor 11, and controls the expansion valve 17c in a throttled state. The expansion valve 17b may be closed or open. As a result, the refrigerant discharged from the compressor 11 flows in the order of the intermediate heat exchanger 12, the exterior heat exchanger 13, the solenoid valve 19d, the expansion valve 17c, the battery heat exchanger 16, and the accumulator 15, and is returned to the compressor 11. At this time, the exterior heat exchanger 13 functions as a condenser, and the battery heat exchanger 16 functions as an evaporator, so that the battery 121 is cooled by the heat of vaporization of the refrigerant in the battery heat exchanger 16.

The air conditioning battery cooling mode is a mode in which the battery 121 is cooled while cooling the blown air to cool the interior of the vehicle. In the air conditioning battery cooling mode, the air conditioner ECU 2 opens the solenoid valves 19a and 19d, closes the solenoid valves 19b and 19c, fully opens the expansion valve 17a, drives the compressor 11, and controls the expansion valves 17b and 17c in a throttled state. As a result, the refrigerant discharged from the compressor 11 passes through the intermediate heat exchanger 12 and the exterior heat exchanger 13, and then flows through the solenoid valve 19a, the expansion valve 17b, the interior heat exchanger 14, and the accumulator 15 in this order, and also flows through the solenoid valve 19d, the expansion valve 17c, the battery heat exchanger 16, and the accumulator 15 in this order, and is returned to the compressor 11. At this time, the exterior heat exchanger 13 functions as a condenser, and the interior heat exchanger 14 and the battery heat exchanger 16 function as evaporators. The heat of vaporization of the refrigerant in the indoor heat exchanger 14 cools the ventilation air passing through the indoor heat exchanger 14, and the heat of vaporization of the refrigerant in the battery heat exchanger 16 cools the battery 121.

- Rapid battery charging -
Here, in the vehicle, the battery 121 can be rapidly charged using an external power source. Rapid charging is performed, for example, when the vehicle is parked at a charging stand (not shown) and a charging cable (not shown) of the charging stand is connected to an inlet (not shown) of the vehicle. Note that a my room mode and a remote air conditioning mode are set in this vehicle. The my room mode is for enabling the use of in-vehicle electrical devices such as the vehicle air conditioner 100 while the vehicle is parked. The remote air conditioning mode is for operating the vehicle air conditioner 100 before the user gets in to pre-condition the interior of the vehicle.

The vehicle air conditioner 100 is configured to cool the battery 121 using the heat pump system 1 when the battery 121 is being rapidly charged. This suppresses the temperature rise of the battery 121 and reduces the likelihood of input restrictions being imposed on the battery 121, thereby making it possible to shorten the rapid charging time.

The vehicle air conditioner 100 is configured to use the PTC heater 32 to heat the passenger compartment when heating is required during rapid charging of the battery 121. This makes it possible to suppress a decrease in the comfort of the passenger compartment. Specifically, the air conditioner ECU 2 is configured to operate the PTC heater 32 and the blower 31 based on the outside air temperature and the target blowing temperature if there is an occupant in the passenger compartment when heating of the passenger compartment is required during rapid charging. The target blowing temperature is the target temperature of the conditioned air supplied to the passenger compartment, and is calculated based on the passenger compartment set temperature, the inside air temperature, the outside air temperature, and the amount of solar radiation. On the other hand, the air conditioner ECU 2 is configured to operate the blower 31 without operating the PTC heater 32 if there is no occupant in the passenger compartment when heating of the passenger compartment is required during rapid charging.

[Operation when vehicle cabin heating is required during quick charging]
Next, the operation of the vehicle air conditioner 100 according to this embodiment when the vehicle interior is required to be heated during quick charging will be described with reference to Fig. 3. In this operation, for example, the inside air circulation is set. Note that the following steps are executed by the air conditioner ECU 2.

First, in step S1 of FIG. 3, it is determined whether or not there is an occupant in the vehicle cabin. For example, if the vehicle is set to the My Room mode, it is determined that there is an occupant in the vehicle cabin, and if the vehicle is set to the remote air conditioning mode, it is determined that there is no occupant in the vehicle cabin. If it is determined that there is an occupant in the vehicle cabin, the process proceeds to step S2. On the other hand, if it is determined that there is no occupant in the vehicle cabin, the process proceeds to step S3.

Next, in step S2, the heat pump system 1 is operated in the battery only cooling mode to cool the battery 121. In addition, in the indoor air conditioning unit 3, the PTC heater 32 is operated based on the outside air temperature and the target blowing temperature. For example, when the outside air temperature is below a predetermined value and when the target blowing temperature is equal to or higher than a predetermined value, the PTC heater 32 and the blower 31 are operated to send air heated by the PTC heater 32 to the vehicle compartment. These two predetermined values are respectively set in advance to determine whether or not it is necessary to operate the PTC heater 32. At this time, the lower the outside air temperature is, the greater the heat generation amount of the PTC heater 32 may be, or the higher the target blowing temperature is, the greater the heat generation amount of the PTC heater 32 may be. Note that when the outside air temperature is equal to or higher than a predetermined value and the target blowing temperature is less than a predetermined value, only the blower 31 is operated to send unconditioned air to the vehicle compartment.

In step S3, the heat pump system 1 is operated in the battery only cooling mode to cool the battery 121. In addition, in the interior air conditioning unit 3, only the blower 31 is operated to send unconditioned air into the vehicle compartment.

-effect-
In this embodiment, as described above, when heating of the vehicle compartment is required while the battery 121 is being rapid charged, the PTC heater 32 is operated if there is an occupant in the vehicle compartment while the battery 121 is being cooled by the heat pump system 1. In this way, the battery 121 is cooled by the heat pump system 1 during rapid charging, so that the temperature rise of the battery 121 is suppressed and the input limit of the battery 121 is less likely to be applied, thereby shortening the charging time of rapid charging. In addition, if there is an occupant in the vehicle compartment, the PTC heater 32 is operated to heat the blown air, thereby suppressing a decrease in the air-conditioning comfort of the vehicle compartment.

-Other embodiments-
It should be noted that the embodiments disclosed herein are illustrative in all respects and are not intended to be limiting. Therefore, the technical scope of the present invention is not interpreted solely by the above-described embodiments, but is defined by the claims. The technical scope of the present invention includes all modifications within the scope and meaning equivalent to the claims.

For example, in the above embodiment, an example was shown in which the present invention is applied to a vehicle equipped with an internal combustion engine 110 and an electric motor as a driving force source for vehicle running, but the present invention is not limited to this, and may also be applied to an electric vehicle equipped with only an electric motor as a driving force source for vehicle running.

In addition, in the above embodiment, an example was shown in which the heat pump system 1 cools the battery 121 when heating of the vehicle cabin is required during rapid charging. However, this is not limited to the above. When heating of the vehicle cabin is required during rapid charging, if there is an occupant in the vehicle cabin, the heat pump system heats the vehicle cabin if the battery temperature is below a predetermined value, and if the battery temperature exceeds the predetermined value, the PTC heater and blower are operated and the heat pump system cools the battery.

REFERENCE SIGNS LIST 1... heat pump system, 2... air conditioner ECU (controller), 31... blower, 32... PTC heater (electric heater), 100... vehicle air conditioner, 121... battery

Claims (1)

An air conditioner for a vehicle, comprising: a blower that generates blown air; a heat pump system and an electric heater that heat the blown air; and a control device that controls the blower, the heat pump system, and the electric heater, wherein the heat pump system is configured to be capable of cooling a battery that stores electric power for running the vehicle,
The control device is configured to, when heating of the vehicle cabin is required while the battery is being rapidly charged, cool the battery using the heat pump system, while operating the electric heater if there is an occupant in the vehicle cabin.

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