JP5668700B2 - Vehicle air conditioning system - Google Patents

Description

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

  Conventionally, a battery temperature control device described in Patent Document 1 is known. This patent document 1 discloses a concept of using a refrigerant for air conditioning for battery cooling. Further, in order to reduce the amount of electric power required for heating the battery, a DC / DC converter and a charger, which are high-power components, are arranged in the battery coolant passage. And the refrigerant | coolant supplied to a battery is heated using the exhaust heat from a DC / DC converter and a charger. Moreover, it has the bypass flow path which detours a battery and circulates a refrigerant | coolant. Thereby, the electric energy required for heating of a battery can be reduced.

  Conventionally, an air conditioning measure for an electric vehicle described in Patent Document 2 is known. This patent document 2 discloses the idea of regulating the maximum compressor speed according to the blower air volume for the purpose of reducing operating noise. Specifically, in order to reduce the blowing noise during the Lo operation of the blower and reduce the hunting of the refrigerant compressor, the motor that drives the compressor has its rotation speed varied according to the output frequency of the inverter. Yes. The inverter has a minimum output frequency when the temperature control lever manually operated by the passenger is set to the minimum capacity position (minimum cooling capacity, minimum heating capacity).

  The output frequency is maximized when the temperature control lever is set to the maximum capacity position (maximum cooling capacity, maximum heating capacity). The output frequency is varied according to the operation position of the temperature control lever by the air conditioning control device. In addition, the air conditioning control device adjusts the frequency characteristics of the inverter so that when the air volume level set by the air volume changeover switch is “Lo” level, the maximum number of revolutions of the motor is lower than when it is “Me2” level or higher. It has changed.

JP 2010-272289 A JP 7-315041 A

  When cooling a battery with a large mass using a refrigerant for air conditioning, if the battery cooling and the evaporator cooling are performed at the same time, the evaporator temperature rises and the blowout temperature rises, so the passenger may feel uncomfortable . Further, when the air conditioning load is large, there is a possibility that the battery cannot be sufficiently cooled. However, Patent Documents 1 and 2 do not disclose suggestions for solving this problem.

  The present invention has been made by paying attention to such problems existing in the prior art, and its purpose is to reduce the air conditioning during normal operation when cooling the battery using the power of the compressor. An object of the present invention is to provide a vehicle air conditioning system capable of ensuring sufficient air conditioning performance and sufficient battery cooling performance while maintaining quietness.

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

In order to achieve the above object, the present invention employs the following technical means. That is, in the first aspect of the present invention, the compressor (2) that compresses the refrigerant, the evaporator (8) that cools the conditioned air that air-conditions the interior of the vehicle by evaporating the refrigerant, and the refrigerant are used. When the battery (101) is provided and the battery (101) is cooled by the refrigerant, the maximum rotational speed (IVOmax) of the compressor (2) is compared to when the battery (101) is not cooled. Or a means (S1005, S1007) for setting a maximum amount of refrigerant discharged from the compressor, and a means for determining whether the vehicle speed of the vehicle exceeds a predetermined vehicle speed (S1003). ) And an air conditioner blower (21) for blowing conditioned air,
If the predetermined vehicle speed is not exceeded, the maximum rotational speed (IVOmax) is set high according to the rotational speed of the air-conditioning blower (21), or the maximum discharge amount is set large.
When the vehicle speed exceeds the predetermined vehicle speed, the maximum rotational speed (IVOmax) or the maximum discharge amount is set according to whether or not the battery (101) is cooled by the refrigerant .

According to the present invention, when the battery is cooled using the refrigerant discharged from the compressor, whether the maximum rotational speed of the compressor is set higher than when the battery is not cooled. Alternatively, since the maximum discharge amount is set to a large value, priority can be given to suppressing the rise in the temperature of the conditioned air flowing through the evaporator rather than the noise rise. As a result, passenger comfort can be maintained, and the battery cooling performance is improved. In addition, since the vehicle interior noise during battery cooling is somewhat increased, the vehicle speed can be suppressed or mild vehicle acceleration can be recommended to the user operating the vehicle. Furthermore, if the vehicle speed is reduced or the vehicle is operated with mild acceleration, the need to cool the battery is reduced. In addition, when the vehicle speed is low and the vehicle speed does not exceed the predetermined vehicle speed, for example, the maximum rotational speed (IVOmax) of the compressor (2) is set high in accordance with the rotational speed of the air conditioning blower (21). In consideration of the above, the upper limit rotational speed is set, and quiet air conditioning can be performed. In addition, in the case of high-speed traveling, it is possible to reduce passenger discomfort due to an increase in the blowing temperature without worrying about in-vehicle noise. Furthermore, although the amount of heat generated by the battery increases at high speeds, the battery can be sufficiently cooled. Thus, passenger comfort can be maintained and battery cooling performance is improved. In addition, the vehicle interior noise during battery cooling slightly increases, so that the user who controls the vehicle can suppress the vehicle speed or recommend mild vehicle acceleration, leading to safe driving. Furthermore, if the vehicle speed is suppressed or the vehicle is operated with mild acceleration, the battery need not be cooled as a result, and the vehicle interior noise is reduced.

  In the invention according to claim 2, when cooling the conditioned air by the evaporator (8) and cooling the battery (101) at the same time, the cooling performance is lowered because the battery is cooled to the user. It is characterized by having means (S1104) for notifying the user.

  According to the present invention, since the battery is cooled, the user is notified that the cooling performance is lowered, so that the user's dissatisfaction with the increased air-conditioning air blowing temperature can be reduced. Furthermore, the notification can recommend a vehicle speed control operation or a mild acceleration operation to a user who operates the vehicle. And by this recommendation, the rise of the blowing temperature of an air-conditioning wind can be suppressed and the comfort of air-conditioning can be maintained by reducing battery temperature and reducing the necessity of battery cooling.

  In the invention according to claim 3, whether or not the battery is cooled by the cooling medium flowing through the battery heat exchanger (102) cooled by the refrigerant and the battery (101) is cooled by the refrigerant is determined for the battery. It is characterized by determining whether or not the refrigerant is flowing in the heat exchanger (102).

  According to the present invention, it can be easily determined whether or not the battery (101) is being cooled.

The invention according to claim 4 is characterized in that the notification by the notification means (S1104) is a pop-up display in which warning characters are superimposed on the normal display on the display.

  According to this invention, since the battery cooling is performed, the notification that the cooling performance is deteriorated is a pop-up display in which warning characters are superimposed on the normal display on the display. Leads to suppression.

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

It is a schematic diagram explaining the flow of the refrigerant | coolant at the time of the COOL cycle of the vehicle air conditioning system in 1st Embodiment of this invention. It is a schematic diagram explaining the flow of the refrigerant | coolant at the time of the HOT cycle in the said embodiment. It is a schematic diagram explaining the flow of the refrigerant | coolant at the time of the DRY EVA cycle in the said embodiment. It is a schematic diagram explaining the flow of the refrigerant | coolant at the time of the DRY ALL cycle in the said embodiment. It is a graph which shows the operation state of the solenoid valve which switches each cycle in the said embodiment, and a three-way valve. It is a block block diagram which shows the connection of the solenoid valve etc. to the air-conditioner ECU in the said embodiment. It is the flowchart which showed the basic control processing by the air-conditioner ECU in the said embodiment. It is a flowchart which shows the cycle and PTC selection processing of FIG. It is a flowchart which shows the blower voltage determination process of FIG. It is a flowchart which shows the compressor rotation speed etc. determination processing of FIG. It is a partial flowchart which shows control of the display part of the air conditioner which shows 2nd Embodiment of this invention.

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

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

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described in detail with reference to FIGS. In the first embodiment, a vapor compression refrigerator is applied to a vehicle air conditioning system including an air conditioner for a hybrid vehicle and a battery cooling device. FIG. 1 is a schematic diagram illustrating a refrigerant flow during a COOL cycle of the vehicle air conditioning system according to the first embodiment of the present invention. FIG. 2 is a schematic diagram for explaining the refrigerant flow during the HOT cycle in the embodiment. FIG. 3 is a schematic diagram illustrating the refrigerant flow during the DRY EVA cycle in the embodiment. FIG. 4 is a schematic diagram illustrating the refrigerant flow during the DRY ALL cycle in the above embodiment. FIG. 5 is a chart showing the operating state of each electromagnetic valve and three-way valve in each cycle. FIG. 6 is a block diagram showing the connection to the air conditioner ECU in the embodiment.

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

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

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

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

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

  In each cycle shown in FIGS. 1 to 4, the operation states of the electromagnetic valves 11 to 14 and the three-way valve 4 are shown in the chart of FIG. 5. In FIGS. 1 to 4, the path through which the refrigerant flows in each cycle is indicated by a bold solid line, and the path through which the refrigerant does not flow is indicated by a broken line.

  In FIG. 1, a vehicle air conditioning system 100 is a device using a heat pump cycle 1 (hereinafter also simply referred to as a heat pump) that is an accumulator type refrigeration cycle. An indoor blower 21 (air conditioner blower) that introduces air into the vehicle interior and sends it to the vehicle interior, and an air conditioner electronic control unit (hereinafter also referred to as an air conditioner ECU 50) connected to the engine ECU 60 as shown in FIG.

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

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

  In the ventilation path in the air conditioning case 20 on the downstream side of the blower air from the indoor blower 21, the evaporator 8 in FIG. 1 (also referred to as a cooling heat exchanger or an evaporator) in order from the upstream side to the downstream side. An air mix door 22, a heater core 23, a condenser 3 (heat exchanger for heating), and a PTC heater 24 (electric auxiliary heat source) are arranged.

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

  The evaporator 8 is disposed so as to cross the entire passage (ventilation path) immediately after the indoor blower 21, and all the air blown out from the indoor blower 21 passes therethrough. The evaporator 8 functions as a cooling heat exchanger that dehumidifies and cools the blown air by the endothermic action of the refrigerant flowing inside during the COOL cycle operation and the dehumidification cycle operation.

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

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

  The PTC (positive temperature coefficient) heater 24 is installed such that at least its heat transfer portion is located only in the warm air side passage, and is arranged further downstream of the blown air than the condenser 3. The PTC heater 24 is auxiliary heating means for heating the blown air flowing through the hot air side passage in the HOT cycle operation and the COOL cycle operation. The PTC heater 24 includes a plurality of energization heating element units, and generates heat by energizing an arbitrary number of energization heating element units with a switch or a relay, thereby warming the surrounding air.

  This energization heating element portion is configured by fitting a PTC element into a resin frame formed of a heat-resistant resin material (for example, 66 nylon, polybutadiene terephthalate, etc.). Further, the PTC heater 24 may further include a heat exchange fin portion that transmits heat generated from the energized heat generating element portion.

  The heat exchange fin portion includes a corrugated fin obtained by forming a thin aluminum plate into a wave shape, and an aluminum plate that keeps the corrugated fin in a certain shape and secures a contact area with the PTC element and the electrode plate. . The corrugated fin and the aluminum plate are joined by brazing.

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

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

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

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

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

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

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

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

  The temperature of the battery is determined by a sensor signal that detects the temperature of the cooling water flowing in the battery. When it is determined that the battery is at a predetermined temperature (40 ° C.) or higher and is at a high temperature, the battery ECU (not shown) opens the battery electromagnetic valve 104 and rotates the water pump 103 so that the battery is being cooled.

  In this way, the battery heat exchanger 102 that cools the battery 101 has a refrigerant circuit connected in parallel with the evaporator 8. Therefore, since the refrigerant flow rate is taken to the battery side during the battery cooling, the cooling action of the conditioned air by the evaporator 8 is reduced and the temperature of the conditioned air is increased.

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

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

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

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

  In the first dehumidification cycle, as shown in FIG. 3, the electric compressor 2, the condenser 3, the first expansion valve 10, and the electromagnetic flow provided to control the refrigerant flow from the first expansion valve 10 to the evaporator 8. The valve 13, the evaporator 8 that evaporates the refrigerant depressurized by the first expansion valve 10, and the accumulator 9 are connected in a ring shape by piping.

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

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

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

  Thereby, the second dehumidification cycle operation path is as follows: electric compressor 2 → condenser 3 → three-way valve 4 → first expansion valve 10 → electromagnetic valve 13 → evaporator 8 → accumulator 9 → electric compressor 2 path, It is comprised by the path | route of the 1st expansion valve 10-> outdoor heat exchanger 5-> solenoid valve 12-> accumulator 9. In this second dehumidification cycle operation path, the refrigerant decompressed by the first expansion valve 10 flows into the evaporator 8 without flowing into the outdoor heat exchanger 5 and cools the blown air, and then passes through the accumulator 9. And a path to be sucked into the electric compressor 2 via the accumulator 9 after flowing into the outdoor heat exchanger 5 and absorbing heat from the air.

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

  The outdoor heat exchanger 5 is arranged outside the vehicle compartment such as an engine compartment and exchanges heat between the outside air and the refrigerant. The outdoor heat exchanger 5 forcibly receives air from the outdoor fan 6 and functions as an evaporator during HOT cycle operation. It functions as a condenser during COOL cycle operation.

  The first expansion valve 10 includes a fixed expansion valve (for example, a capillary tube) such as a fixed throttle, a constant pressure expansion valve, a mechanical expansion valve, or the like. The first expansion valve 10 decompresses and expands the refrigerant supplied to the outdoor heat exchanger 5 during the HOT cycle operation.

  The second expansion valve 7 is provided with a temperature sensing cylinder, and is a temperature operation system that feeds back the outlet refrigerant temperature so that the evaporation state of the refrigerant at the outlet of the evaporator 8 has an appropriate degree of superheat and controls the refrigerant flow rate by an appropriate valve opening degree. Is adopted. In the HOT cycle and each dehumidification cycle, the low-pressure refrigerant decompressed by the second expansion valve 7 absorbs heat by the evaporator 8 and evaporates, and the refrigerant that has passed through the evaporator 8 flows into the accumulator 9. And the gas refrigerant in the accumulator 9 is sucked into the electric compressor 2.

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

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

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

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

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

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

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

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

  FIG. 7 is a flowchart showing basic control processing by the air conditioner ECU 50 in the embodiment. When the ignition switch is turned on and power is supplied to the air conditioner ECU 50, the control of FIG. 7 starts. Processes related to the subsequent steps are executed by the air conditioner ECU 50.

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

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

(Initialize)
Next, in step S2, each parameter etc. memorize | stored in RAM etc. in air-conditioner ECU50 of FIG. 6 is initialized (initialization).

(Read switch signal)
Next, a switch signal or the like from the operation panel 51 or the like is read in step S3.

(Read sensor signal)
Next, in step S4, signals from the various sensors are read.

(TAO calculation / target evaporator temperature calculation)
Next, in step S5, the target blowing temperature TAO of the air blown into the vehicle interior is calculated using the following formula 1 stored in the ROM.
(Formula 1) TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C
Here, Tset is the set temperature set by the temperature setting switch, Tr is the inside air temperature detected by the inside air sensor 42, Tam is the outside air temperature detected by the outside air sensor 43, and Ts is the solar radiation sensor 44. The amount of solar radiation detected. Kset, Kr, Kam, and Ks are gains, and C is a correction constant for the whole. And the control value of the actuator of the air mix door 22, the control value of the rotation speed of the water pump 31, etc. are calculated from the signals from the TAO and the various sensors. In step S5, the target evaporator temperature TEO is determined according to the target blowing temperature TAO using a map that defines the relationship between the target blowing temperature TAO and the target evaporator temperature TEO. For example, when the target blowing temperature TAO reaches 10 ° C., the target evaporator temperature TEO that has been constant until then is set to increase in proportion to the target blowing temperature TAO.

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

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

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

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

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

  As described above, for example, when the pre-air-conditioning flag is set and the outside air temperature is lower than −3 ° C., the efficiency of heating by the heat pump is deteriorated and the outdoor heat exchanger 5 is easily frosted. In order to perform the pre-air conditioning by 24, the PTC heater 24 is energized.

  Further, when the outside air temperature is −3 ° C. or higher, if the air outlet mode in the automatic operation is the face mode, it is determined that heating by the heat pump is not necessary, and pre-air conditioning by the COOL cycle is performed. When the outside air temperature is −3 ° C. or higher and the mode is other than the face mode, pre-air conditioning for heating by the HOT cycle is performed.

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

(Blower voltage determination)
Next, in step S7 shown in FIG. 7, the blower voltage (voltage applied to the blower motor of the indoor blower 21) corresponding to the target blowout temperature TAO is determined using the map stored in the ROM. This step S7 is specifically executed based on FIG. FIG. 9 is a flowchart showing the blower voltage determination process in step S7 of FIG.

  As shown in FIG. 9, it is determined in step S901 whether the blower control is automatic. In the case of auto, a temporary blower level f (TAO) serving as a base is calculated in step S902.

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

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

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

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

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

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

In FIG. 10, in step S1001, a compressor rotation speed change amount ΔfC for preventing frost during the COOL cycle is calculated. First, in step S1001, the air conditioner ECU 50 detects a temperature deviation En between the target evaporator temperature TEO calculated using the detection signals of various sensors and the actual evaporator temperature TE (temperature detected by an evaporator temperature sensor not shown). Is calculated using Equation 2 below.
(Formula 2) En = TEO-TE
Further, the deviation change amount EDOT is calculated using the following Equation 3.
(Formula 3) EDOT = En-En-1
Here, since En is updated once per second, En-1 is a value one second before En.

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

  The map shown in FIG. 10 is a map showing the relationship between the deviation En and the deviation change amount EDOT, and is stored in advance in the ROM. The compressor rotational speed change amount ΔfC in the temperature deviation En and the deviation change amount EDOT is obtained by the fuzzy control based on a predetermined membership function and rule stored in the ROM.

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

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

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

  Step S1002 in FIG. 10 describes a map showing the relationship among the pressure deviation Pn, the deviation change amount PDOT, and the compressor rotation speed change amount ΔfH. Next, using this Pn and PDOT and the map shown in FIG. 10 stored in the ROM of the air conditioner ECU 50, the amount of change in the compressor rotational speed that increases or decreases with respect to the electric compressor rotational speed fn-1 one second before. ΔfH is obtained.

  The pressure deviation Pn and the compressor rotation speed change amount ΔfH in the deviation change amount PDOT are obtained by fuzzy control based on a predetermined membership function and a predetermined rule stored in the ROM.

  Further, in step S1003, it is determined whether or not the vehicle speed exceeds 30 (km / h). If the vehicle speed is a low speed of 30 (km / h) or less, the maximum rotational speed IVOmax (rpm) corresponding to the blower voltage is calculated in step S1004. When the vehicle speed is 30 (km / h) or higher and noise and vibration are not a concern, it is determined in step S1005 whether or not the battery is being cooled. Whether the battery is being cooled or not is determined based on whether the battery solenoid valve 104 in FIG. 1 is opened, the refrigerant flows into the battery heat exchanger 102, and the water pump 103 rotates to supply the battery to the battery heat exchanger 102. If the cooling water cooled by the heat exchanger 102 is flowing, it is determined that the battery is being cooled, and if not, it is determined that the battery is not being cooled.

  If it is determined in step S1005 that the battery is not being cooled, the compressor maximum rotational speed IVOmax = 7000 (rpm) is set in step S1006. If the battery is being cooled, the compressor maximum rotational speed IVOmax = 10000 (rpm) is set in step S1007.

  Next, in step S1008, it is determined whether it is a cooler cycle. In the case of a cooler cycle, frost can be prevented by selecting ΔfC as Δf in step S1009. In the case of the heat pump cycle, abnormal high pressure can be prevented by selecting ΔfH as Δf in step S1010. Further, in step S1011, the current compressor speed is selected by selecting the smaller one of the value obtained by adding Δf to the previous compressor speed or the IVOmax set in S1004. The machine speed is limited by IVOmax set in S1004.

  As described above, the electric compressor 2 sets the upper limit rotational speed in consideration of in-vehicle noise, in-vehicle vibration, outside noise, and durability. When the cooling of the evaporator 8 and the cooling of the battery 101 are performed at the same time, the evaporator temperature rises compared to the case where the cooling is not performed simultaneously, and the temperature of the air-conditioning air blown into the vehicle compartment increases. This increase in the blowing temperature may cause the occupant to feel uncomfortable. Further, when the cooling of the evaporator 8 and the cooling of the battery 101 are performed at the same time, the battery 101 tends not to be sufficiently cooled when the air conditioning load is large.

  For this reason, when the battery 101 is being cooled, the upper limit of the compressor rotation speed is set higher than when the battery 101 is not being cooled, so that priority is given to suppressing the rise in the blowing temperature over the noise and vibration rise. As a result, passenger comfort can be maintained, and the cooling performance of the battery 101 is improved. In addition, since the vehicle interior noise during battery cooling is somewhat increased, the vehicle speed can be suppressed or mild vehicle acceleration can be recommended to the user operating the vehicle. Furthermore, if the vehicle speed is suppressed or the vehicle is operated at a mild acceleration, the need for cooling the battery 101 is reduced, so that vehicle interior noise is also reduced.

  Therefore, when the battery 101 is cooled using the power of the compressor 2, by setting the maximum number of revolutions of the compressor 2 high, sufficient air conditioning performance can be achieved while maintaining the quietness of the air conditioning operation at the normal time. A vehicle air conditioning system capable of ensuring sufficient battery cooling performance is obtained.

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

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

(Second Embodiment)
Next, a second embodiment of the present invention will be described. In the following embodiments, the same components as those in the first embodiment described above are denoted by the same reference numerals, description thereof will be omitted, and different configurations and features will be described. FIG. 11 is a partial flowchart showing the control of the display unit of the air conditioner according to the second embodiment of the present invention. In FIG. 11, this flowchart and the flowchart of FIG. 10 operate in parallel. The flowchart of FIG. 11 is a control flowchart of the air conditioner display provided in the driver's seat in the vehicle, and is executed in the meter ECU.

  In step S1101 in FIG. 11, it is determined whether or not the evaporator 8 is being cooled (that is, whether or not the evaporator 8 is operating in the COOL cycle in FIG. 1). If the evaporator is not being cooled, the process proceeds to step S1102, and a normal pop-up notification is not given to the user, and the normal operation state of the air conditioner is displayed. If the evaporator 8 is being cooled in step S1101, it is determined in step S1103 whether the battery is being cooled. When the cooling water of the battery 101 is low temperature (for example, less than 40 ° C.) and the battery is not being cooled, the process proceeds to step S1102.

  In step S1103, when the cooling water of the battery 101 is at a high temperature (40 ° C. or higher) and the battery is being cooled, the user is notified in step S1104 that “the cooling performance is reduced during the battery cooling” for 5 seconds. This notification may be performed by display on the display or by voice notification, but FIG. 11 shows a state where a pop-up display is made on the display. In addition, the pop-up display said to this invention means that the display which should be alert | reported overlaps on the display of a normal air-conditioning operation state, and displays it rather than adding the display which should be alert | reported to the vacant space. The alerting action is large.

(Other embodiments)
The preferred embodiments of the present invention have been described above, but the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention. For example, in the first embodiment described above, the present invention is applied to a hybrid vehicle. However, the present invention is not limited to a hybrid vehicle, and may be an electric vehicle (EV) without an engine.

  In the first embodiment described above, the PTC heater 24 is employed as the electric auxiliary heat source, but the present invention is not limited to this. The electric auxiliary heat source may be another device or may be omitted as long as it is energized to generate heat from a heating element or the like to heat surrounding air or an object.

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

  In the first embodiment, when the battery is cooled using the refrigerant discharged from the compressor, the maximum rotational speed of the compressor is set higher than when the battery is not cooled. When the rotation speed of the compressor is increased, the refrigerant discharge amount of the compressor is also increased. Therefore, when the battery is cooled by using the refrigerant discharged from the compressor, the maximum discharge amount of the refrigerant discharged by the compressor is set to be larger than when the battery is not cooled. You may do it.

2 Compressor (electric compressor)
8 Evaporator (cooling heat exchanger)
21 Blower for room 30 Engine 50 Air-conditioner ECU (control means)
DESCRIPTION OF SYMBOLS 100 Vehicle air-conditioning system 101 Battery IVOmax Maximum rotation speed of compressor S1005, S1007 Means for setting maximum maximum discharge amount S1104 Means for notification

Claims (4)

A compressor (2) for compressing the refrigerant;
An evaporator (8) that cools air-conditioned air that air-conditions the interior of the vehicle by evaporating the refrigerant, and a battery (101) that is cooled by the refrigerant,
Further, when the battery (101) is cooled by the refrigerant, the maximum rotational speed (IVOmax) of the compressor (2) is set higher than when the battery (101) is not cooled. or, or, up to the discharge amount more setting to means (S1005, S1007) Bei example of the refrigerant the compressor is discharged,
Furthermore, it has means (S1003) for determining whether or not the vehicle speed of the vehicle exceeds a predetermined vehicle speed, and an air conditioning blower (21) for blowing the conditioned air,
If the predetermined vehicle speed is not exceeded, the maximum rotational speed (IVOmax) is set high according to the rotational speed of the air-conditioning blower (21), or the maximum discharge amount is set large.
When the vehicle speed exceeds the predetermined vehicle speed, the maximum rotational speed (IVOmax) or the maximum discharge amount is set according to whether or not the battery (101) is cooled by the refrigerant. Air conditioning system. When performing the cooling of the conditioned air by the evaporator (8), at the same time the cooling of the battery (101), since performing battery cooling to a user means for notifying the cooling performance is reduced (S1104) The vehicle air conditioning system according to claim 1, further comprising:   Whether or not the battery is cooled by the cooling medium flowing through the battery heat exchanger (102) cooled by the refrigerant and the battery (101) is cooled by the refrigerant is determined by whether or not the battery heat exchanger ( 102). The vehicle air conditioning system according to claim 1 or 2, wherein the determination is made based on whether or not the refrigerant is flowing in 102). The vehicle air conditioning system according to claim 2, wherein the notification by the notification means (S1104) is a pop-up display in which a warning character is superimposed on a normal display on a display .

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