JP5668704B2 - Vehicle air conditioning system - Google Patents

Description

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

  Conventionally, a battery temperature control device described in Patent Document 1 is known. Patent Document 1 discloses a concept of using a refrigerant for air conditioning in a vehicle interior for battery air conditioning. 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.

JP 2010-272289 A

  When the battery is cooled by utilizing the air-conditioning refrigerant as in Patent Document 1, the refrigerant discharged from the electric compressor not only air-conditions the passenger compartment but also the air-conditioner. Therefore, the power consumption of the electric compressor increases. As a result, when the battery is cooled, the temperature of the evaporator for the air conditioning in the passenger compartment, which is cooling at the same time, may be too low, and frost may occur in which moisture on the evaporator surface freezes. When frost occurs, the conditioned air cannot pass through the evaporator, and the conditioned air may not be emitted from the outlet, or a frozen odor may be generated. The frozen odor is generated when an odor component adheres to the surface of frozen water.

  The present invention has been made paying attention to such problems existing in the prior art, and its purpose is to prevent the evaporator from being frosted even during battery cooling and to reduce the power consumption of the electric compressor. It is to provide a vehicle air conditioning system that can be reduced.

  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 electric compressor (2) that compresses the refrigerant, the refrigerant compressed by the electric compressor (2) is evaporated and cooled, and the conditioned air that is blown into the vehicle interior is cooled. An evaporator (8), a battery (101) cooled by a refrigerant, and a control device (50) for controlling at least the electric compressor (2). The control device (50) cools the battery (101). And the cooling of the evaporator (8) at the same time, the discharge amount reducing means (S1010) for decreasing the discharge amount of the refrigerant discharged from the electric compressor (2) as the temperature of the evaporator (8) decreases. , S1013) (S1301, S1316) have a control device (50) is cooled and the evaporator (8) evaporator when cooling and a are performed at the same time of the battery (101) in the electric compressor (2) The temperature (TE) of (8) is higher than the first predetermined temperature When the electric compressor (2) is stopped, the electric compressor (2) does not cool the battery (101) but cools the evaporator (8). Compressor stopping means (S1303) for stopping the electric compressor (2) when the temperature (TE) becomes lower than the second predetermined temperature, wherein the first predetermined temperature is lower than the second predetermined temperature. It is said.

According to this invention, when the cooling of the battery and the cooling of the evaporator are performed at the same time, the discharge amount of the electric compressor is reduced as the temperature of the evaporator decreases, so that the frost of the evaporator is prevented, The power consumption of the electric compressor can be reduced. In addition, the first predetermined temperature, which is the electric compressor stop temperature when the cooling of the battery (101) and the evaporator (8) are simultaneously performed, only cools the evaporator with the electric compressor. This is lower than the second predetermined temperature that is the electric compressor stop temperature in this case, and therefore, when only the evaporator is cooled by the electric compressor, it is possible to prevent the occurrence of frost due to the reduction of the air conditioning load in the vehicle interior. it can.

According to the second aspect of the present invention , the electric compressor (2) for compressing the refrigerant, the evaporation for cooling the conditioned air that is cooled by cooling the refrigerant compressed by the electric compressor (2) and blown into the vehicle interior. And a control device (50) for controlling at least the electric compressor (2). The control device (50) cools and evaporates the battery (101). The discharge amount reducing means (S1010, S1013) reduces the discharge amount of the refrigerant discharged from the electric compressor (2) as the temperature of the evaporator (8) decreases when the evaporator (8) is cooled at the same time. ) (S1301, S1316), and further includes a blower (21) for blowing air to the evaporator (8), and the control device (50) is a vehicle speed determining means for determining whether the speed of the vehicle is low or high ( S1003, S1306) and the vehicle speed is A first maximum rotational speed determining means (S1004, S1307) for determining the maximum rotational speed (IVOmax) of the electric compressor (2) according to the amount of air blown from the blower (21), and the speed of the vehicle. Is determined to be higher than the maximum number of rotations (IVOmax) determined according to the amount of air blown from the blower (21), the maximum number of rotations (IVOmax) of the electric compressor (2) is determined. 2 Maximum rotational speed determining means (S1005, S1308) and electric compressor (2) using maximum rotational speed (IVOmax) when battery (101) and evaporator (8) are not cooled at the same time Target rotational speed determining means (S1011, S1312) for determining the target rotational speed .

According to this invention, when the cooling of the battery and the cooling of the evaporator are performed at the same time, the discharge amount of the electric compressor is reduced as the temperature of the evaporator decreases, so that the frost of the evaporator is prevented, The power consumption of the electric compressor can be reduced. Further, since the maximum number of revolutions of the electric compressor is determined according to the amount of air blown from the blower at low speed, the electric compressor can be driven so that the noise in the passenger compartment is not excessively increased. In addition, since the noise of the electric compressor is drowned out by running noise at high speed, it is possible to determine the target rotational speed using a maximum rotational speed higher than the maximum rotational speed determined according to the blower volume at low speed. it can. Therefore, generation of noise can be suppressed while sufficiently air-conditioning the vehicle interior.

  In the invention according to claim 3, the control device (50) is configured so that the electric compressor (2) performs the cooling of the battery (101) and the cooling of the evaporator (8) at the same time. When the temperature (TE) of the battery becomes lower than the first predetermined temperature, the electric compressor (2) is stopped and the electric compressor (2) does not cool the battery (101) and cools the evaporator (8). If the temperature (TE) of the evaporator (8) becomes lower than the second predetermined temperature, the compressor stopping means (S1303) for stopping the electric compressor (2) is provided, and the first predetermined temperature. Is characterized by being lower than the second predetermined temperature.

  According to the present invention, the first predetermined temperature which is the electric compressor stop temperature when the cooling of the battery (101) and the evaporator (8) are simultaneously performed is only the cooling of the evaporator in the electric compressor. Since the temperature is lower than the second predetermined temperature, which is the temperature at which the electric compressor is stopped, when the electric compressor is only cooling the evaporator, the occurrence of frost due to the reduction of the air conditioning load in the vehicle interior Can be prevented.

  In the invention according to claim 4, the control device (50) is configured such that when the electric compressor (2) cools the evaporator (8) without cooling the battery (101), the evaporator (8) The electric compressor (2) is stopped when the temperature (TE) of the refrigerant becomes lower than the second predetermined temperature and the relationship between the temperature (TE) of the evaporator (8) and the target evaporator temperature (TEO) satisfies the predetermined relational expression. It is characterized by having a compressor stop means (S1303).

  According to the present invention, when the battery (101) is not cooled, the relationship between the temperature (TE) of the evaporator (8) and the target evaporator temperature (TEO) is a predetermined relational expression (for example, TEO-TE>). 1) Since the electric compressor is stopped when the condition is satisfied, frost is generated in the evaporator due to a reduction in the air-conditioning load in the vehicle cabin, whether or not the battery is cooled by the electric compressor. Can be reliably prevented, and the electric compressor can be stopped in consideration of the target evaporator temperature (TEO).

In the invention according to claim 5, the control device (50) has means (S1012) for determining the rotational speed of the electric compressor (2) in accordance with the temperature of the battery (101), and the evaporator (8). Means (S1013) for determining the rotational speed of the electric compressor (2) according to the temperature of the motor, and means (S1014) for controlling the electric compressor (8) at the smaller one of the determined rotational speeds It is characterized by having.

According to the present invention, the rotational speed of the electric compressor is determined according to the temperature of the battery, and when the temperature of the evaporator is too low, the rotational speed of the electric compressor is determined according to the temperature of the evaporator. By reducing the discharge amount of the refrigerant discharged from the compressor, it is possible to cool the battery and reduce the temperature rise of the battery while preventing frost .

  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. FIG. 11 is a partial flowchart showing details of a compressor rotation speed change amount determination process shown in FIG. 10. FIG. It is a characteristic view which shows the relationship between the target evaporator temperature used for the said embodiment, and target blowing temperature. It is a flowchart which shows the compressor rotation speed etc. determination processing in 2nd Embodiment of this invention. It is a partial schematic diagram explaining the flow of the refrigerant | coolant of the vehicle air conditioning system in 3rd 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.

  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 constituting the control device receives a command signal for the air conditioning operation before boarding transmitted from the portable device 52. The air conditioning operation before boarding is performed by receiving and performing calculation according to a predetermined 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 or simply referred to as a blower) that introduces air into the vehicle interior and sends it to the vehicle interior, and an air conditioner electronic control device (hereinafter also referred to as air conditioner ECU 50) connected to the engine ECU 60 as shown in FIG. Say).

  The 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 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 an outside air introduction port for introducing vehicle compartment outside air (outside air) (Not shown) and an inside / outside air switching door 25 (FIG. 6) that constitutes an inside / outside air switching means for adjusting an opening ratio between the inside air introduction port and the outside air introduction port is provided.

  In the ventilation path in the air conditioning case 20 on the downstream side of the blower air with respect to the blower 21, the evaporator 8 (cooling heat exchanger) in FIG. A heater core 23, a condenser 3 (heating heat exchanger), 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 arrange | positioned so that the whole channel | path (ventilation path) immediately after the air blower 21 may be crossed, and all the air blown off from the air blower 21 passes. 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 an auxiliary heating means for heating the blown air flowing through the warm air side passage in the HOT cycle operation (heat pump operation) and the COOL cycle operation (cooler 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 the temperature is determined to be high, the battery ECU (not shown) or the air conditioner control device 50 constituting the control device opens the battery solenoid valve 104 and rotates the water pump 103. The battery is being cooled. Thus, the battery heat exchanger 102 for cooling the battery 101 is provided in 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 electric compressor 2, the condenser 3 that heats the air by exchanging heat between the refrigerant discharged from the electric compressor 2 and the air during the HOT cycle operation, and the refrigerant that flows in from the condenser 3. The first expansion valve 10 as a pressure reducing device for reducing pressure, the electromagnetic valve 14 provided to control the refrigerant flow from the first expansion valve 10 to the outdoor heat exchanger 5, and the first expansion valve 10 reduce the pressure. An outdoor heat exchanger 5 that evaporates the refrigerant, an electromagnetic valve 12 that is provided so as to control the refrigerant flow from the outdoor heat exchanger 5 to the electric compressor 2, and an accumulator 9 are connected in an annular shape by piping. Thus, a HOT cycle is formed.

  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 for engine cooling water 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 an air-conditioning blower or simply blower) 21, the outdoor fan 6, and the PTC heater 24 The operation of each device such as the three-way valve 4, the electromagnetic valves 11 to 14, the inside / outside air switching door 25, and the outlet switching door 26 is controlled. 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.

  Next, in step S2, each parameter etc. memorize | stored in RAM etc. in air-conditioner ECU50 of FIG. 6 is initialized (initialization). Next, a switch signal or the like from the operation panel 51 or the like is read in step S3. 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 outlet temperature TAO using a map (FIG. 12) that defines the relationship between the target outlet temperature TAO and the target evaporator temperature TEO. For example, when the target blowing temperature TAO reaches 10 ° C., the target evaporator temperature TEO, which 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 the minimum value of f (TAO) at that time and f (TW), 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.

(Determination of compressor speed, etc.)
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 the following flowchart, first, the compressor rotational speed change amount for preventing frost during the cooler operation is calculated by fuzzy control disclosed in Japanese Patent 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 FIGS. The map shown in FIG. 11 is a map showing the relationship between the temperature 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.

10 and 11, in step S1001, a compressor rotational speed change amount ΔfC for preventing frost during the COOL cycle is calculated. First, in step S1001, the air conditioner ECU 50 detects the temperature deviation 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). En is calculated using Equation 2 below. TEO is obtained from the target outlet temperature TAO according to the map shown in FIG. As can be seen from FIG. 12, TEO is selected in the range of 2 ° C. to 10 ° C.
(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 of FIG. 10 (a map described as an example in FIG. 11 described later) as the “COOL cycle time” of the electric motor 2a one second ago. The compressor rotational speed change amount ΔfC is calculated, and the compressor rotational 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.

  Next, in step S1002 of FIG. 10 and FIG. 11, similarly, a compressor rotation speed change amount ΔfH for preventing an abnormal 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. 11 describes an example of a map showing the relationship between the pressure deviation Pn, the deviation change amount PDOT, and the compressor rotation speed change amount ΔfH. Next, using this Pn, PDOT, and the map shown in FIG. 11 stored in the ROM of the air conditioner ECU 50, the compressor rotational speed change amount ΔfH that increases or decreases with respect to the compressor rotational speed fn−1 one second ago. Ask for. 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.

  Furthermore, in step S1003 which constitutes the vehicle speed determination means of FIG. 10, it is determined whether or not the vehicle speed exceeds 30 (km / h). When 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 which is the first maximum rotational speed determination means. When the vehicle speed is 30 (km / h) or higher and noise and vibration are not an issue, the compressor maximum rotation speed IVOmax = 7000 (rpm) is set in step S1005, which is the second maximum rotation speed determination means. .

  Next, in step S1006, it is determined whether or not it is a cooler (that is, a COOL cycle). In the case of a cooler, frost can be prevented by selecting ΔfC as Δf in step S1007. In the case of a heat pump cycle (that is, a HOT cycle), abnormal high pressure can be prevented by selecting ΔfH as Δf in step S1008.

  Furthermore, in step S1009, the temporary compressor rotation speed IVOd is selected by selecting the smaller one of the value obtained by adding Δf to the previous compressor rotation speed or the IVOmax set in S1004. The compressor speed is limited by IVOmax set in S1004.

  Next, in step S1010, it is determined 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 and the refrigerant flows into the battery heat exchanger 102 and the battery water pump 103 rotates to rotate the battery heat exchanger. When the cooling water cooled in 102 flows into the battery 101, it is determined that the battery is being cooled, and when not, it is determined that the battery is not being cooled.

  If it is determined in step S1010 that the battery is not being cooled, the target rotational speed of the current compressor is set to the compressor rotational speed IVOd obtained in step S1009 in step S1011 serving as target rotational speed determining means. If the temperature of the cooling water for battery cooling exceeds, for example, 40 ° C. and the battery is being cooled, the compressor target rotational speed f (BAT) corresponding to the battery temperature is determined in step S1012. Furthermore, in step S1013, the compressor maximum rotational speed IVOmax corresponding to the fin temperature (evafin temperature) of the evaporator is determined.

  Finally, in step S1014, the current compressor target rotational speed is determined as the smaller one of the compressor target rotational speed f (BAT) in step S1012 and the compressor maximum rotational speed IVOmax in step S1013. . In steps S1010 to S1013 and S1014, the maximum discharge amount of the refrigerant discharged from the electric compressor 2 as the temperature of the evaporator 8 decreases when the battery 101 and the evaporator 8 are simultaneously cooled. The discharge amount reducing means for reducing the discharge amount is configured.

  In the control shown in FIG. 10, battery cooling is performed to ensure running performance. However, when the air conditioning load is small, evaporation cooled by a refrigerant circuit parallel to the refrigerant circuit of the battery 101 (FIG. 1). There is a possibility that the temperature of the vessel 8 will be too low and frost will occur. Therefore, basically, the compressor speed is determined according to the battery temperature, but when the evaporator temperature is too low, the compressor speed is limited according to the decrease in the evaporator temperature to prevent frost. The current consumption of the compressor can be reduced. As a result, the output current of the battery 101 supplied to the electric motor 2a of the electric compressor 2 is reduced, so that the temperature rise of the battery 101 is reduced.

(Each valve ON / OFF decision)
Next, in step S11 of 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. 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.

(Operation of the first embodiment)
In the first embodiment, when the cooling of the battery 101 and the evaporator 8 are simultaneously performed, the discharge amount of the electric compressor 2 is reduced as in step S1013 as the evaporator temperature decreases. It is possible to reduce the power consumption of the electric compressor 2 while preventing the frost from forming moisture on the fins of the evaporator 8.

  Further, the control device 50 has a means S1012 for determining the rotational speed of the electric compressor 2 according to the battery temperature, and a means S1013 for determining the rotational speed of the electric compressor 2 according to the evaporator temperature. Means S1014 for controlling the electric compressor 2 at the smaller one of the determined rotational speeds is provided. Thus, the compressor rotational speed is determined according to the battery temperature, and when the evaporator temperature is too low, the rotational speed of the electric compressor 2 is determined according to the evaporator temperature and discharged from the electric compressor 2. Since the discharge amount of the refrigerant can be reduced, the battery is cooled while preventing the frost, so that the temperature rise of the battery 101 can be reduced.

  First speed determination means (step S1004) that determines the vehicle speed in step S1003, which constitutes vehicle speed determination means, and determines the maximum speed of the electric compressor 2 according to the amount of air blower 21 (blower voltage) at low speeds. Therefore, the electric compressor 2 can be driven so that the noise in the passenger compartment is not excessively increased. On the other hand, at the time of high speed, the noise of the electric compressor 2 is drowned out by the traveling noise, so that the second highest rotational speed determination means sets the highest rotational speed of the electric compressor 2 higher than that determined according to the air volume of the blower 21. This can be determined in step S1005. Therefore, generation of noise can be suppressed while sufficiently air-conditioning the vehicle interior.

  When it is determined in step S1010 that the battery is being cooled, the evaporator temperature is monitored in step S1013. If the evaporator temperature is lower than the predetermined temperature, the compressor rotational speed is decreased so that the battery is being cooled. The frost of the evaporator 8 can be prevented and the power consumption of the compressor can be reduced.

  If not according to the present invention, if battery cooling is performed to ensure traveling performance, the temperature of the evaporator may drop too much and cause frost when the air conditioning load is small. In the first embodiment according to the present invention, the compressor speed is basically determined according to the battery temperature, but when the evaporator temperature is too low, the compressor speed is limited to prevent frost. However, since the power consumption of the compressor can be reduced, the temperature rise of the battery can also be reduced.

(Modification of the first embodiment)
In step S1012, the compressor target rotational speed f (BAT) is calculated according to the battery temperature. However, the battery output (kw) or output current (ampere), and the cooling water temperature for cooling the battery are used. The compressor target rotational speed f (BAT) may be determined based on other battery temperature factors such as flow rate, air temperature, vehicle speed, accelerator opening, and motor torque. When the vehicle is not a hybrid vehicle but an electric vehicle (EV), the target compressor speed may be determined according to the travelable distance based on the current remaining battery power.

  Further, in step S1012 of FIG. 10, the compressor target rotational speed f (BAT) is calculated according to the battery temperature, and in step S1013, the maximum rotational speed IVOmax2 is calculated based on the evaporator fin temperature. In S1014, the current target rotational speed (rpm) required for battery cooling is determined by selecting the smaller one of f (BAT) and IVOmax2, but f (BAT) in step S1012 is not calculated. In addition, IVOmax2 in step S1013 may be set as the current target rotational speed (rpm).

(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. In FIG. 13, in step S1301, it is determined whether or not the battery 101 is being cooled. When the battery 101 is not being cooled, the target evaporator temperature TEO is compared with the evaporator temperature TE detected by the sensor in step S1302, and the relationship between the evaporator temperature TE and the target evaporator temperature TEO forms a predetermined relational expression ( When TEO-TE> 1) is satisfied, the electric compressor 2 is stopped for power saving in step S1303, which is a compressor stop means.

  On the other hand, if it is determined in step S1301 that the battery 101 is being cooled, the evaporator temperature TE is compared with −2 ° C. in step S1315, and the evaporator temperature TE satisfies (TE <−2 ° C.). When the temperature is lower than the predetermined temperature, in step S1303, the electric compressor 2 is stopped for power saving. When the evaporator temperature TE does not satisfy (TE <−2 ° C.) in step S1315, the current target rotational speed of the electric compressor 2 of this time is determined in step S1316 according to the fin temperature (evafin temperature) of the evaporator 8. To decide.

  As described above, in FIG. 13, the air conditioner ECU 50 that constitutes the control device has step S1303 that is compressor stopping means for stopping the electric compressor 2 in accordance with the temperature TE of the evaporator (8). When the electric compressor 2 simultaneously cools the battery 101 and the evaporator 8 (YES in step S1301), the electric compressor 2 does not cool the battery 101 and cools the evaporator 8. The temperature TE of the evaporator 8 is set to be lower than when the operation is performed (NO in step S1301). Further, in this embodiment, the target evaporator temperature TEO is selected according to the target outlet temperature TAO within a range of 2 ° C. to 10 ° C. as shown in FIG.

  In step S1301, when the battery is not being cooled (NO), the evaporator temperature TE and the target evaporator temperature TEO do not satisfy the predetermined relational expression (TEO-TE> 1) (NO in step S1302). In step S1304, the compressor rotational speed change amount for preventing frost during the cooler operation is calculated by fuzzy control disclosed in Japanese Patent Application Laid-Open No. 2000-318435. This calculation is the same as step S1001 in FIG. Next, in step S1305, similarly, a compressor rotation speed change amount for preventing abnormal high pressure during heat pumping is calculated. This calculation is the same as step S1002 in FIG.

  Next, in step S1306, it is determined whether or not the vehicle speed exceeds 30 (km / h). If the vehicle speed is a low speed not exceeding 30 (km / h), the maximum rotational speed IVOmax corresponding to the blower voltage (the value related to the blower air volume or the rotational speed) is determined in step S1307 constituting the first maximum rotational speed determination means. Is calculated. If the vehicle speed is higher than 30 (km / h), the maximum rotation speed IVOmax is set to 7000 rpm in step S1308, which is the second maximum rotation speed determination means.

  In step S1309, it is determined whether it is a cooler (COOL cycle). In the case of a cooler, frost can be prevented by selecting ΔfC in step S1310. In the case of a heat pump cycle, abnormal high pressure can be prevented by selecting ΔfH in step S1311.

  Next, in step S1312, which constitutes the target rotational speed determination means, the smaller one of the value obtained by adding Δf to the previous compressor rotational speed and the maximum rotational speed IVOmax is selected, and the current target rotational speed is selected. And As a result, the current target rotational speed of the electric compressor 2 is limited by the set IVOmax.

  According to this, the electric compressor 2 can be driven so that the noise in the vehicle compartment does not become excessive. Further, since the noise of the electric compressor 2 is drowned out by the running noise at high speed, the target rotational speed can be determined using a higher maximum rotational speed than that determined according to the air flow rate of the blower 21 at low speed. it can. Therefore, generation of noise can be suppressed while sufficiently air-conditioning the vehicle interior.

(Third embodiment)
Next, a third embodiment of the present invention will be described. In each of the following embodiments, the same components as those in the above-described embodiment are denoted by the same reference numerals, description thereof is omitted, and different configurations and features will be described. In the above-described embodiment, the battery electromagnetic valve is provided only in the battery-side refrigerant flow path. However, as shown in FIG. 14, the evaporator electromagnetic valve 107 may be provided also on the evaporator 8 side. Thus, by providing the evaporator solenoid valve 107 and the battery solenoid valve 104 and combining the operations of the solenoid valves 104 and 107, the evaporator 8 only, the battery 101 alone, the evaporator 8 and the battery 101 are combined. You can choose both cooling.

(Other embodiments)
The present invention is not limited to the above-described embodiments, and can be modified or expanded as follows. In the above-described embodiment, 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 including an internal combustion engine. Furthermore, in the above-described embodiment, 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 as long as it is energized to heat the surrounding air or object by generating heat from a heating element or the like, or the PTC heater 24 may be omitted.

  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.

  Next, in the above embodiment, when the battery is cooled using the refrigerant discharged from the electric compressor, the maximum number of revolutions of the electric compressor is set higher than when the battery is not cooled. Although set, if the rotational speed of the electric compressor is increased, the refrigerant discharge amount of the electric compressor also increases. Therefore, when the battery is cooled by using the refrigerant discharged from the electric compressor, the maximum discharge amount of the refrigerant discharged by the electric compressor is larger than when the battery is not cooled. The same result can be obtained even if set to.

  Note that reducing the discharge amount of the refrigerant discharged from the electric compressor with a decrease in the temperature of the evaporator means that the discharge amount (maximum number of rotations) as in step S1013 of FIG. 10 according to the decrease in the temperature of the evaporator. This includes not only reducing the amount of refrigerant but also limiting the refrigerant discharge amount to a predetermined amount or less when the temperature of the evaporator drops to a predetermined amount.

2 Electric compressor 8 Evaporator 21 Blower 50 Control device 101 Battery S1010, S1013, S1301, S1316 Discharge amount reducing means S1012 Means for determining the number of rotations of the electric compressor according to the battery temperature S1013 Electric compression according to the evaporator temperature Means for determining the rotational speed of the machine S1014 Means for controlling the electric compressor with the smaller rotational speed S1303 Compressor stopping means S1003, S1306 Vehicle speed determining means S1004, S1307 First highest rotational speed determining means S1005, S1308 Second highest rotational speed Number determining means S1011, S1312 Target rotational speed determining means IVOmax Maximum rotational speed TE Evaporator temperature

Claims (5)

Electric compressor (2) for compressing refrigerant,
An evaporator (8) for cooling the conditioned air cooled by evaporating the refrigerant compressed by the electric compressor (2) and blown into the vehicle interior;
A battery (101) cooled by the refrigerant, and a control device (50) for controlling at least the electric compressor (2);
When the cooling of the battery (101) and the cooling of the evaporator (8) are performed at the same time, the control device (50) moves the electric compressor (2) as the temperature of the evaporator (8) decreases. ) discharge amount reducing means for reducing the discharge amount of the refrigerant discharged from the (S1010, S1013) have a (S1301, S1316),
When the electric compressor (2) simultaneously cools the battery (101) and the evaporator (8), the control device (50) is configured to control the temperature (TE) of the evaporator (8). When the temperature becomes lower than the first predetermined temperature, the electric compressor (2) is stopped, and the electric compressor (2) cools the evaporator (8) without cooling the battery (101). A compressor stop means (S1303) for stopping the electric compressor (2) when the temperature (TE) of the evaporator (8) becomes lower than a second predetermined temperature. The vehicle air conditioning system characterized in that the predetermined temperature is lower than the second predetermined temperature . Electric compressor (2) for compressing refrigerant,
An evaporator (8) that evaporates the refrigerant compressed by the electric compressor (2) and cools the conditioned air that is cooled and blown into the vehicle interior;
A battery (101) cooled by the refrigerant; and
A control device (50) for controlling at least the electric compressor (2);
When the cooling of the battery (101) and the cooling of the evaporator (8) are performed at the same time, the control device (50) moves the electric compressor (2) as the temperature of the evaporator (8) decreases. Discharge amount reducing means (S1010, S1013) (S1301, S1316) for reducing the discharge amount of the refrigerant discharged from
Furthermore, it has a blower (21) that blows air to the evaporator (8),
The control device (50)
Vehicle speed determining means (S1003, S1306) for determining whether the speed of the vehicle is low or high;
When it is determined that the speed of the vehicle is low, first maximum rotation speed determination means (S1004) that determines the maximum rotation speed (IVOmax) of the electric compressor (2) according to the amount of air blown from the blower (21). S1307),
When it is determined that the speed of the vehicle is high, the maximum rotation of the electric compressor (2) is set to a higher rotation speed than the maximum rotation speed (IVOmax) determined according to the amount of air blown from the blower (21). Second maximum rotational speed determining means (S1005, S1308) for determining the number (IVOmax);
The target rotation for determining the target rotational speed of the electric compressor (2) using the maximum rotational speed (IVOmax) when the cooling of the battery (101) and the evaporator (8) are not simultaneously performed. car dual air conditioning system that is characterized by having a number determining means (S1011, S1312), the. When the electric compressor (2) simultaneously cools the battery (101) and the evaporator (8), the control device (50) is configured to control the temperature (TE) of the evaporator (8). When the temperature becomes lower than the first predetermined temperature, the electric compressor (2) is stopped, and the electric compressor (2) cools the evaporator (8) without cooling the battery (101). A compressor stop means (S1303) for stopping the electric compressor (2) when the temperature (TE) of the evaporator (8) becomes lower than a second predetermined temperature. The vehicle air conditioning system according to claim 2 , wherein the predetermined temperature is lower than the second predetermined temperature. When the electric compressor (2) does not cool the battery (101) but cools the evaporator (8), the control device (50) cools the temperature (TE) of the evaporator (8). ) Is lower than the second predetermined temperature, and the relationship between the temperature (TE) of the evaporator (8) and the target evaporator temperature (TEO) satisfies the predetermined relational expression, the electric compressor (2) is stopped. The vehicle air conditioning system according to claim 1 or 3 , further comprising compressor stop means (S1303). The control device (50) has a determining means (S1012) for determining the number of revolutions of the electric compressor (2) according to the temperature of the battery (101), and according to the temperature of the evaporator (8). And determining means (S1013) for determining the rotational speed of the electric compressor (2), and means (S1014) for controlling the electric compressor at a smaller one of the determined rotational speeds. The vehicle air conditioning system according to any one of claims 1 to 4.

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