JP7221767B2 - Vehicle air conditioner - Google Patents

Description

TECHNICAL FIELD The present invention relates to a heat pump type air conditioner for air conditioning the interior of a vehicle.

2. Description of the Related Art Due to the emergence of environmental problems in recent years, vehicles such as electric vehicles and hybrid vehicles in which a driving motor is driven by electric power supplied from a battery mounted in the vehicle have become widespread. An air conditioner that can be applied to such a vehicle includes a refrigerant circuit in which an electric compressor, a radiator, a heat absorber, and an outdoor heat exchanger are connected. A heating mode that heats the vehicle interior by radiating heat in the radiator and absorbing heat in the outdoor heat exchanger, and a heating mode in which the refrigerant discharged from the compressor radiates heat in the radiator and heats up in the outdoor heat exchanger and heat absorber. The dehumidification heating mode heats and dehumidifies the cabin by absorbing heat, and the cooling mode cools the cabin by radiating the refrigerant discharged from the compressor in the outdoor heat exchanger and absorbing the heat in the heat absorber. (See, for example, Patent Literature 1).

In addition, for example, when a battery is charged and discharged in a high-temperature environment due to self-heat generation due to charging and discharging, deterioration progresses, and eventually there is a risk of malfunction and damage. Therefore, the temperature of the battery is to be controlled, and a separate heat exchanger for the battery is provided in the refrigerant circuit. A device has also been developed in which an operation mode for cooling the battery can be executed by circulating the heat-exchanged heat medium through the battery (see, for example, Patent Documents 2 and 3).

JP 2014-213765 A Japanese Patent No. 5860360 Japanese Patent No. 5860361

In such a vehicle air conditioner, the system design time assumes how the air conditioner will be used. It is designed to be within the operating limit of the compressor: the overall life of the compressor), but there are cases where it is used beyond that range. In particular, since an electric compressor is driven by an inverter device, the switching elements of the inverter device often fail when used beyond the lifetime operating time (operating limit of the compressor).

In this way, if the compressor is used beyond its operating limit and breaks down, it will not be possible to air-condition the vehicle interior and cool the battery, shortening the service life of the vehicle, including the battery (subject to temperature control). I had a problem.

SUMMARY OF THE INVENTION The present invention has been made to solve such conventional technical problems. The object is to provide a harmonizing device.

A vehicle air conditioner of the present invention includes a compressor that compresses a refrigerant, an air flow passage that circulates air supplied to the vehicle interior, and heats the air that is supplied to the vehicle interior from the air flow passage by radiating heat from the refrigerant. an outdoor heat exchanger provided outside the passenger compartment; an auxiliary heating device for heating the air supplied from the air flow passage into the passenger compartment; and a control device. A heating mode is executed in which the refrigerant discharged from the compressor is radiated by a radiator, and after decompressing the radiated refrigerant, heat is absorbed by an outdoor heat exchanger. has an operating limit index accumulating unit that accumulates an index that can determine the, when the integrated value of the index exceeds a predetermined upper limit value, the compressor is stopped instead of the heating mode, and the auxiliary heating device It is characterized by executing an auxiliary heating/heating mode for heating the air supplied to the passenger compartment.

In the vehicle air conditioner of the invention of claim 2, in the above invention, the index capable of determining the operating limit of the compressor is the operating time of the compressor, the number of times the compressor is started, the number of times the compressor is stopped, and the number of times the compressor is driven. The number of times the degree of change in the temperature of the switching element of the inverter device exceeds a predetermined value, the number of times the degree of change in the current flowing through the switching element exceeds a predetermined value, and the degree of change in the rotation speed of the motor of the compressor exceeds a predetermined value or a combination thereof, or all of them.

In the vehicle air conditioner of the invention of claim 3, in each of the above inventions, if the integrated value of the index exceeds the upper limit, the control device is provided on the condition that the heating capacity of the auxiliary heating device satisfies the required heating capacity. , the auxiliary heating heating mode.

The vehicle air conditioner of the invention of claim 4 comprises a heat absorber for absorbing heat from the refrigerant and cooling the air supplied from the air flow passage into the vehicle interior in each of the above inventions. Then, the refrigerant discharged from the compressor is radiated by a radiator, and after decompressing the heat-dissipated refrigerant, a dehumidifying heating mode in which heat is absorbed by a heat absorber and an outdoor heat exchanger, and the refrigerant discharged from the compressor There is a dehumidifying cooling mode in which heat is released by a radiator and an outdoor heat exchanger, and after decompressing the released refrigerant, heat is absorbed by a heat absorber, and the refrigerant discharged from the compressor is released by an outdoor heat exchanger to release heat. It is characterized by having one of cooling modes, a combination thereof, or all of them, in which the refrigerant is depressurized and then heat is absorbed by a heat absorber.

A vehicle air conditioner according to a fifth aspect of the invention comprises a heat absorber for absorbing heat from the refrigerant to cool the air supplied from the air flow passage to the vehicle interior, and the control device comprises: A dehumidifying and heating mode in which the discharged refrigerant is radiated by a radiator, the radiated refrigerant is decompressed, and then heat is absorbed by a heat absorber and an outdoor heat exchanger, and the refrigerant discharged from the compressor is circulated by the outdoor heat exchanger. It has a cooling mode in which heat is absorbed by a heat absorber after the heat is released and the refrigerant that has released heat is decompressed. It is characterized by executing an auxiliary heating dehumidifying heating mode in which the auxiliary heating device generates heat in the cooling mode instead of the mode.

According to a sixth aspect of the invention, there is provided an air conditioner for a vehicle, comprising: a suction switching damper for controlling air introduced into an air flow passage between inside air and outside air; A heat absorber is provided for cooling the air supplied from the flow passage into the passenger compartment , and the control device heats the refrigerant discharged from the compressor with the radiator, reduces the pressure of the heat-dissipated refrigerant, and cools the heat absorber. It has a dehumidifying heating mode in which heat is absorbed by an outdoor heat exchanger, and when there is a request for dehumidifying the interior of the vehicle when the integrated value of the index exceeds the upper limit, the compressor is stopped instead of the dehumidifying heating mode. Further, an outside air introduction auxiliary heating/heating mode is executed in which outside air is forcibly introduced into the air circulation passage to heat the auxiliary heating device.

According to a seventh aspect of the present invention, there is provided an air conditioner for a vehicle, which includes a device temperature adjustment device having a heat exchanger for a temperature control target that cools a temperature control target provided in a vehicle with a refrigerant in each of the above inventions, and a control device is to radiate heat from the refrigerant discharged from the compressor in an outdoor heat exchanger, reduce the pressure of the radiated refrigerant, and then absorb heat in the heat exchanger for the temperature control target , thereby cooling the temperature control target. It is characterized by having an operation mode.

In the vehicle air conditioner of the invention of claim 8, in the above invention, the control device determines whether or not the device temperature adjustment device is provided, and if the device temperature adjustment device is provided, the device temperature adjustment device is provided. It is characterized by lowering the upper limit value as compared with the case where there is no.

A vehicular air conditioner according to a ninth aspect of the invention is provided with a predetermined notification device in each of the above inventions, and the control device executes a predetermined notification operation by the notification device when the integrated value of the index exceeds an upper limit value. characterized by

A vehicle air conditioner according to a tenth aspect of the present invention is characterized in that the auxiliary heating device is composed of an electric heater in each of the above inventions.

According to the present invention, a compressor for compressing a refrigerant, an air flow passage through which air supplied to the vehicle interior flows, and a radiator for radiating heat from the refrigerant and heating the air supplied from the air flow passage to the vehicle interior. , an outdoor heat exchanger provided outside the vehicle, an auxiliary heating device for heating the air supplied to the vehicle from the air flow passage, and a control device. In a vehicle air conditioner that performs a heating mode in which the heat is released from the heat-dissipated refrigerant by a radiator, the pressure of the released refrigerant is reduced, and heat is absorbed by an outdoor heat exchanger, the control device determines the operating limit of the compressor. It has an operation limit index accumulating unit that accumulates possible indexes, and when the integrated value of the indexes exceeds a predetermined upper limit, the compressor is stopped instead of the heating mode, and the vehicle interior is heated by the auxiliary heating device. Since the auxiliary heating heating mode that heats the air supplied to the mode is executed, and the vehicle interior is heated by the auxiliary heating device without operating the compressor.

That is, by heating the passenger compartment with the auxiliary heating device without heating the passenger compartment by operating the compressor, the operating time of the compressor up to the operation limit is ensured, and the part is used for the operation time of the compressor. The dehumidification heating mode, dehumidification cooling mode, cooling mode, and the operation mode for cooling the object to be temperature controlled according to the invention of claim 7, so that the period in which the vehicle interior can be air-conditioned and the life of the vehicle can be extended. Become.

In this case, as an index capable of determining the operating limit of the compressor, as in the invention of claim 2, the operating time of the compressor, the number of times the compressor is started, the number of times the compressor is stopped, and the switching of the inverter device that drives the compressor. The number of times the degree of temperature change of the element exceeds a predetermined value, the number of times the degree of change in the current flowing through the switching element exceeds a predetermined value, and the number of times the degree of rotation speed change of the compressor motor exceeds a predetermined value, any of, or a combination thereof, or all of them are conceivable.

Further, when the integrated value of the index capable of determining the operating limit of the compressor exceeds the upper limit value, the control device By executing the auxiliary heating/heating mode, it is possible to secure the operation time of the compressor while realizing comfortable vehicle interior heating.

Further, when there is a request for dehumidification of the vehicle interior in a state where the integrated value of the index capable of determining the operating limit of the compressor exceeds the upper limit value, instead of the dehumidification heating mode as in the invention of claim 5 If the control device executes the auxiliary heating dehumidifying heating mode in which the auxiliary heating device generates heat in the cooling mode, it becomes possible to dehumidify the passenger compartment while suppressing the load on the compressor as much as possible. It becomes possible to ensure the operation time of the compressor.

Alternatively, as in the invention of claim 6, the control device stops the compressor instead of the dehumidification heating mode, and the suction switching damper forcibly introduces outside air into the air flow passage to heat the auxiliary heating device. You may make it perform an introduction auxiliary|assistant heating heating mode.

In particular, if a device temperature control device is provided as in the invention of claim 7, it becomes possible to cool the temperature controlled object provided in the vehicle by executing the operation mode for cooling the temperature controlled object. As in the invention of claim 8, the control device determines whether or not the device temperature adjustment device is provided, and when the device temperature adjustment device is provided, the upper limit value is set as compared with the case where the device temperature adjustment device is not provided. By lowering the temperature, it is possible to extend the cooling time of the object to be temperature controlled using the heat exchanger for the object to be temperature controlled.

In addition, a predetermined notification device is provided as in the invention of claim 9, and when the integrated value of the index capable of determining the operating limit of the compressor exceeds the upper limit value, the notification device performs a predetermined notification operation. If it is executed, it is possible to prompt replacement maintenance of the compressor at an early stage, execute the auxiliary heating/heating mode instead of the heating mode, and substitute the dehumidifying/heating mode for the auxiliary heating/dehumidifying/heating mode or outside air. When the introductory auxiliary heating/heating mode is being executed, it is possible to notify the user of them.

The above is particularly effective when the auxiliary heating device is composed of an electric heater as in the tenth aspect of the invention.

1 is a configuration diagram of a vehicle air conditioner according to an embodiment to which the present invention is applied; FIG. FIG. 2 is a block diagram of an electric circuit of the control device of the vehicle air conditioner of FIG. 1; It is a figure explaining the operation mode which the control apparatus of FIG. 2 performs. FIG. 3 is a configuration diagram of a vehicle air conditioner for explaining a heating mode by a heat pump controller of the control device of FIG. 2; FIG. 3 is a configuration diagram of the vehicle air conditioner for explaining a dehumidifying heating mode by the heat pump controller of the control device in FIG. 2 ; FIG. 3 is a configuration diagram of the vehicle air conditioner for explaining a dehumidifying cooling mode by the heat pump controller of the control device of FIG. 2; FIG. 3 is a configuration diagram of a vehicle air conditioner for explaining a cooling mode by a heat pump controller of the control device of FIG. 2; A block diagram of a vehicle air conditioner for explaining the air conditioning (priority) + battery cooling mode and the battery cooling (priority) + air conditioning mode (both operating modes for cooling an object to be temperature controlled) by the heat pump controller of the control device in FIG. is. FIG. 3 is a configuration diagram of the vehicle air conditioner for explaining a battery cooling (single) mode (an operation mode for cooling a temperature-controlled object) by the heat pump controller of the control device in FIG. 2 ; FIG. 3 is a configuration diagram of the vehicle air conditioner for explaining a defrosting mode by the heat pump controller of the control device of FIG. 2; FIG. 3 is a control block diagram relating to compressor control of a heat pump controller of the control device of FIG. 2 ; 3 is another control block diagram relating to compressor control of the heat pump controller of the control device of FIG. 2. FIG. 3 is a block diagram illustrating control of a solenoid valve 69 in air conditioning (priority)+battery cooling mode of the heat pump controller of the control device of FIG. 2; FIG. 3 is yet another control block diagram relating to compressor control of the heat pump controller of the control device of FIG. 2. FIG. 3 is a block diagram illustrating control of the electromagnetic valve 35 in the battery cooling (priority) + air conditioning mode of the heat pump controller of the control device of FIG. 2. FIG. 3 is a flowchart for explaining control based on the cumulative operating time of the compressor by the heat pump controller of the control device of FIG. 2; 3 is a diagram for explaining the integration of the operating time of the compressor by the operation limit index integration unit of the heat pump controller of the control device of FIG. 2; FIG. 3 is a diagram illustrating an example of a notification operation by an air conditioning controller of the control device of FIG. 2; FIG. 2 is a schematic cross-sectional view of a compressor of the vehicle air conditioner of FIG. 1. FIG. FIG. 20 is an electric circuit diagram of the inverter device of the compressor of FIG. 19; FIG. 11 is a diagram for explaining a case where the degree of change in temperature of a switching element of the inverter device of the compressor of FIG. 10, the degree of change in current flowing through the switching element, and the degree of change in the number of revolutions of a motor exceed predetermined values;

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail based on the drawings. FIG. 1 shows a configuration diagram of a vehicle air conditioner 1 according to one embodiment of the present invention. A vehicle of an embodiment to which the present invention is applied is an electric vehicle (EV) in which an engine (internal combustion engine) is not mounted, and electric power charged in a battery 55 mounted in the vehicle is supplied to a driving motor (electric motor). , not shown), and the electric compressor 2 of the vehicle air conditioner 1 of the present invention, which will be described later, is also driven by the electric power supplied from the battery 55. shall be

That is, the vehicle air conditioning apparatus 1 of the embodiment provides a heating mode, a dehumidifying heating mode, a dehumidifying cooling mode, a cooling mode, and a defrosting mode by the heat pump operation using the refrigerant circuit R in an electric vehicle in which heating cannot be performed by engine waste heat. , air conditioning (priority) + battery cooling mode, battery cooling (priority) + air conditioning mode, and battery cooling (single) mode are switched and executed to control the air conditioning in the passenger compartment and the temperature of the battery 55. It is.

Among these modes, the air conditioning (priority) + battery cooling mode, the battery cooling (priority) + air conditioning mode, and the battery cooling (single) mode are embodiments of the operation modes for cooling the object to be temperature controlled in the present invention.

The vehicle is not limited to an electric vehicle, and the present invention is also effective for a so-called hybrid vehicle that shares an engine and a driving motor. In addition, the vehicle to which the vehicle air conditioner 1 of the embodiment is applied can charge the battery 55 from an external charger (rapid charger or normal charger). Furthermore, the battery 55, the motor for running, and the inverter for controlling the motor for running are subject to temperature control mounted on the vehicle according to the present invention. do.

A vehicle air conditioner 1 of the embodiment performs air conditioning (heating, cooling, dehumidification, and ventilation) in a vehicle interior of an electric vehicle, and includes an electric compressor 2 that compresses a refrigerant and The high-temperature and high-pressure refrigerant discharged from the compressor 2 is provided in the air flow passage 3 of the HVAC unit 10 through which air is circulated. and an outdoor expansion valve 6 consisting of a motor-operated valve (electronic expansion valve) that decompresses and expands the refrigerant during heating, functions as a radiator that releases heat from the refrigerant during cooling, and functions as an evaporator that absorbs heat from the refrigerant during heating. An outdoor heat exchanger 7 for exchanging heat between the refrigerant and the outside air, an indoor expansion valve 8 comprising a mechanical expansion valve for decompressing and expanding the refrigerant, and an indoor expansion valve 8 provided in the air flow passage 3 for cooling and cooling. A refrigerant circuit R is configured by sequentially connecting a heat absorber 9, which evaporates the refrigerant during dehumidification and causes the refrigerant to absorb heat from inside and outside the vehicle, an accumulator 12, and the like, through refrigerant pipes 13. FIG.

The compressor 2 of the embodiment includes a motor 99 in a housing 98 as shown in FIG. An inverter device 102 is further attached to the housing 98 , and this inverter device 102 drives the motor 99 to drive the compression element 101 of the compressor 2 . The compression element 101 is driven by the rotating shaft 100 of the motor 99 to suck the refrigerant from the refrigerant circuit R, compress it, and discharge it to the refrigerant circuit R again.

The outdoor expansion valve 6 decompresses and expands the refrigerant flowing from the radiator 4 into the outdoor heat exchanger 7, and can also be fully closed. Furthermore, the indoor expansion valve 8 , which is a mechanical expansion valve in the embodiment, decompresses and expands the refrigerant flowing into the heat absorber 9 and adjusts the degree of superheat of the refrigerant in the heat absorber 9 .

The outdoor heat exchanger 7 is provided with an outdoor blower 15 . The outdoor blower 15 forcibly blows outside air through the outdoor heat exchanger 7 to exchange heat between the outside air and the refrigerant. The heat exchanger 7 is configured to be ventilated with outside air.

In addition, the outdoor heat exchanger 7 has a receiver dryer section 14 and a supercooling section 16 in sequence on the downstream side of the refrigerant. It is connected to the receiver-dryer section 14 via the opened solenoid valve 17 (for cooling), and the refrigerant pipe 13B on the outlet side of the supercooling section 16 is connected to the check valve 18, the indoor expansion valve 8, and the solenoid valve 35 (cabin (for heat absorber valve device) are sequentially connected to the refrigerant inlet side of the heat absorber 9 . Moreover, the receiver dryer section 14 and the supercooling section 16 structurally constitute a part of the outdoor heat exchanger 7 . The direction of the indoor expansion valve 8 is the forward direction of the check valve 18 .

In addition, the refrigerant pipe 13A coming out of the outdoor heat exchanger 7 is branched into a refrigerant pipe 13D, and the branched refrigerant pipe 13D is connected to the heat absorber 9 via a solenoid valve 21 (for heating) that is opened during heating. It is communicatively connected to the refrigerant pipe 13C on the refrigerant outlet side. The refrigerant pipe 13C is connected to the inlet side of the accumulator 12, and the outlet side of the accumulator 12 is connected to the refrigerant pipe 13K on the refrigerant suction side of the compressor 2. As shown in FIG.

Furthermore, a strainer 19 is connected to the refrigerant pipe 13E on the refrigerant outlet side of the radiator 4, and the refrigerant pipe 13E is connected to the refrigerant pipe 13J and the refrigerant pipe 13F before the outdoor expansion valve 6 (refrigerant upstream side). One branched refrigerant pipe 13J is connected to the refrigerant inlet side of the outdoor heat exchanger 7 via the outdoor expansion valve 6 . The other branched refrigerant pipe 13F is located downstream of the check valve 18 and upstream of the indoor expansion valve 8 via an electromagnetic valve 22 (for dehumidification) that is opened during dehumidification. 13B is connected in communication.

As a result, the refrigerant pipe 13F is connected in parallel to the series circuit of the outdoor expansion valve 6, the outdoor heat exchanger 7 and the check valve 18, and the outdoor expansion valve 6, the outdoor heat exchanger 7 and the check valve 18 is a bypass circuit. A bypass solenoid valve 20 is connected in parallel to the outdoor expansion valve 6 .

Further, the air flow passage 3 on the air upstream side of the heat absorber 9 is formed with an outside air suction port and an inside air suction port (represented by a suction port 25 in FIG. 1). 25 is provided with an intake switching damper 26 for switching the air introduced into the air flow passage 3 between inside air (inside air circulation), which is the air inside the vehicle compartment, and outside air (outside air introduction), which is the air outside the vehicle compartment. Furthermore, an indoor air blower (blower fan) 27 for supplying the introduced inside air and outside air to the air flow passage 3 is provided on the air downstream side of the suction switching damper 26 .

The intake switching damper 26 of the embodiment opens and closes the external air intake port and the internal air intake port of the intake port 25 at an arbitrary ratio, so that the air (external air and internal air) flowing into the heat absorber 9 of the air flow passage 3 is switched. It is configured so that the ratio of inside air can be adjusted between 0% and 100% (the ratio of outside air can also be adjusted between 100% and 0%).

Further, in the air flow passage 3 on the leeward side (air downstream side) of the radiator 4, an auxiliary heater 23 is provided as an auxiliary heating device comprising a PTC heater (electric heater) in the embodiment. It is possible to heat the air supplied to the vehicle interior. Furthermore, in the air flow passage 3 on the air upstream side of the radiator 4, the air (inside air or outside air) in the air flow passage 3 after flowing into the air flow passage 3 and passing through the heat absorber 9 is radiated. An air mix damper 28 is provided for adjusting the ratio of ventilation to the vessel 4 and the auxiliary heater 23 .

Furthermore, the air flow passage 3 on the air downstream side of the radiator 4 has outlets for FOOT, VENT, and DEF (representatively indicated by outlet 29 in FIG. 1). The air outlet 29 is provided with an air outlet switching damper 31 for switching and controlling air blowing from each of the air outlets.

Further, the vehicle air conditioner 1 includes a device temperature adjustment device 61 for circulating a heat medium in the battery 55 (a temperature controlled object) to adjust the temperature of the battery 55 . The device temperature adjustment device 61 of the embodiment includes a circulation pump 62 as a circulation device for circulating a heat medium in the battery 55, a refrigerant-heat medium heat exchanger 64 as a heat exchanger for temperature control target, and a heating A heating medium heater 63 is provided as a device, and these and the battery 55 are annularly connected by a heating medium pipe 66 .

In the embodiment, the inlet of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 is connected to the discharge side of the circulation pump 62, and the outlet of the heat medium flow path 64A is connected to the inlet of the heat medium heater 63. It is The outlet of the heat medium heater 63 is connected to the inlet of the battery 55 , and the outlet of the battery 55 is connected to the suction side of the circulation pump 62 .

As the heat medium used in the device temperature adjustment device 61, for example, water, refrigerant such as HFO-1234yf, liquid such as coolant, and gas such as air can be employed. In addition, water is used as a heat medium in the embodiment. The heat medium heater 63 is composed of an electric heater such as a PTC heater. Further, the battery 55 is surrounded by a jacket structure that allows a heat medium to flow in a heat exchange relationship with the battery 55 .

When the circulation pump 62 is operated, the heat medium discharged from the circulation pump 62 flows into the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64. As shown in FIG. The heat medium exiting the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 reaches the heat medium heater 63. If the heat medium heater 63 is generating heat, the heat medium is heated there, and then the battery 55 , where the heat medium exchanges heat with the battery 55 . Then, the heat medium that has exchanged heat with the battery 55 is sucked into the circulation pump 62 . As a result, the heat medium is circulated in the heat medium pipe 66 between the battery 55 , the refrigerant-heat medium heat exchanger 64 and the heat medium heater 63 .

On the other hand, one end of the branch pipe 67 is connected to the refrigerant pipe 13B located upstream of the indoor expansion valve 8 and downstream of the connecting portion between the refrigerant pipes 13F and 13B of the refrigerant circuit R. ing. In this branch pipe 67, an auxiliary expansion valve 68, which is a mechanical expansion valve in this embodiment, and an electromagnetic valve (for a chiller) 69 are provided in sequence. The auxiliary expansion valve 68 decompresses and expands the refrigerant flowing into a later-described refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64, and adjusts the degree of superheat of the refrigerant in the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64. do.

The other end of the branch pipe 67 is connected to the refrigerant channel 64B of the refrigerant-heat medium heat exchanger 64, and one end of the refrigerant pipe 71 is connected to the outlet of the refrigerant channel 64B. The other end is connected to the refrigerant pipe 13C on the refrigerant upstream side (refrigerant upstream side of the accumulator 12) from the junction with the refrigerant pipe 13D. The auxiliary expansion valve 68, the solenoid valve 69, the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, and the like also constitute a part of the refrigerant circuit R and at the same time constitute a part of the device temperature adjustment device 61. It will be.

When the solenoid valve 69 is open, the refrigerant (part or all of the refrigerant) coming out of the outdoor heat exchanger 7 flows into the branch pipe 67, is decompressed by the auxiliary expansion valve 68, and passes through the solenoid valve 69 to the refrigerant. - flows into the refrigerant flow path 64B of the heat medium heat exchanger 64 and evaporates there; After absorbing heat from the heat medium flowing through the heat medium flow path 64A in the course of flowing through the refrigerant flow path 64B, the refrigerant passes through the refrigerant pipe 71, the refrigerant pipe 13C, the accumulator 12, and is sucked into the compressor 2 from the refrigerant pipe 13K.

Next, FIG. 2 shows a block diagram of the control device 11 of the vehicle air conditioner 1 of the embodiment. The control device 11 includes an air-conditioning controller 45 and a heat pump controller 32, each of which is a microcomputer that is an example of a computer having a processor. is connected to a vehicle communication bus 65 that constitutes the The inverter device 102 of the compressor 2, the auxiliary heater 23, the circulation pump 62, and the heat medium heater 63 are also connected to the vehicle communication bus 65, and the air conditioning controller 45, the heat pump controller 32, and the inverter device of the compressor 2 102 , auxiliary heater 23 , circulation pump 62 and heat medium heater 63 are configured to transmit and receive data via vehicle communication bus 65 .

Further, the vehicle communication bus 65 includes a vehicle controller 72 (ECU) that controls the overall vehicle including running, a battery controller (BMS: Battery Management System) 73 that controls charging and discharging of the battery 55, and a GPS navigation device 74. is connected. The vehicle controller 72, the battery controller 73, and the GPS navigation device 74 are also composed of a microcomputer, which is an example of a computer having a processor. Information (data) is transmitted/received to/from these vehicle controller 72, battery controller 73, and GPS navigation device 74 via.

The air-conditioning controller 45 is a high-order controller that controls air-conditioning in the vehicle interior. A sensor 34, an HVAC intake temperature sensor 36 that detects the temperature of the air that is sucked into the air flow passage 3 from the intake port 25 and flows into the heat absorber 9, and an inside air temperature sensor 37 that detects the air (inside air) temperature in the passenger compartment. , an inside air humidity sensor 38 that detects the humidity of the air in the passenger compartment, an indoor CO ₂ concentration sensor 39 that detects the carbon dioxide concentration in the passenger compartment, and a blowout temperature sensor 41 that detects the temperature of the air blown out into the passenger compartment. For example, a photo sensor type solar radiation sensor 51 for detecting the amount of solar radiation in the vehicle interior, each output of a vehicle speed sensor 52 for detecting the moving speed (vehicle speed) of the vehicle, the set temperature in the vehicle interior and the driving An air-conditioning operation unit 53 is connected for performing air-conditioning setting operations such as mode switching and for displaying information. 53A in the figure is a display as a notification device provided in the air conditioning operation unit 53. As shown in FIG.

The output of the air conditioning controller 45 is connected to the outdoor fan 15, the indoor fan (blower fan) 27, the suction switching damper 26, the air mix damper 28, and the outlet switching damper 31. controlled by

The heat pump controller 32 is a controller that mainly controls the refrigerant circuit R, and the input of the heat pump controller 32 is a heat dissipation controller that detects the refrigerant inlet temperature Tcxin of the radiator 4 (also the discharge refrigerant temperature of the compressor 2). a radiator outlet temperature sensor 44 for detecting a refrigerant outlet temperature Tci of the radiator 4; a suction temperature sensor 46 for detecting a refrigerant suction temperature Ts of the compressor 2; A radiator pressure sensor 47 that detects the refrigerant pressure (pressure of the radiator 4: radiator pressure Pci), and the temperature of the heat absorber 9 (the temperature of the heat absorber 9 itself, or the air immediately after being cooled by the heat absorber 9 The temperature of (the object to be cooled by the heat absorber 9): hereinafter referred to as the heat absorber temperature Te), and the refrigerant temperature at the outlet of the outdoor heat exchanger 7 (refrigerant evaporation temperature of the outdoor heat exchanger 7 : Outdoor heat exchanger temperature sensor 49 for detecting the outdoor heat exchanger temperature TXO) and auxiliary heater temperature sensors 50A (driver's seat side) and 50B (passenger seat side) for detecting the temperature of the auxiliary heater 23 are connected. It is

The output of the heat pump controller 32 includes the outdoor expansion valve 6, the solenoid valve 22 (for dehumidification), the solenoid valve 17 (for cooling), the solenoid valve 21 (for heating), the solenoid valve 20 (for bypass), the solenoid valve 35 (for cabin) and solenoid valve 69 (for chiller) are connected and controlled by the heat pump controller 32 . The compressor 2 incorporates the inverter device 102 described above. Further, the auxiliary heater 23, the circulation pump 62, and the heat medium heater 63 each have a built-in controller. The controller transmits and receives data to and from the heat pump controller 32 via the vehicle communication bus 65 and is controlled by the heat pump controller 32 .

Also, the heat pump controller 32 has an operating limit index integrating section 70 . The operating limit index integrating unit 70 of this embodiment employs the operating time of the compressor 2 as an index capable of determining the operating limit of the compressor 2, and records the integrated operating time of the compressor 2. For example, It is configured with non-volatile memory. Control using the operation limit index integrating section 70 will be described in detail later.

Note that the circulation pump 62 and the heat medium heater 63 that constitute the equipment temperature adjustment device 61 may be controlled by the battery controller 73 . Further, the battery controller 73 is provided with the temperature of the heat medium on the outlet side of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 of the device temperature adjustment device 61 (heat medium temperature Tw: for the object to be temperature controlled in the present invention). The output of a heat medium temperature sensor 76 that detects the temperature of an object to be cooled by the heat exchanger) and the battery temperature sensor 77 that detects the temperature of the battery 55 (the temperature of the battery 55 itself: battery temperature Tcell) are connected. . In the embodiment, the remaining amount (accumulated amount) of the battery 55, information on charging of the battery 55 (information indicating that charging is in progress, charging completion time, remaining charging time, etc.), heat medium temperature Tw, and battery temperature Tcell are The information is transmitted from the battery controller 73 to the air conditioning controller 45 and the vehicle controller 72 via the vehicle communication bus 65 . The information regarding the charging completion time and the remaining charging time when charging the battery 55 is information supplied from an external charger such as a quick charger.

The heat pump controller 32 and the air conditioning controller 45 exchange data with each other via the vehicle communication bus 65, and control each device based on the output of each sensor and the setting input by the air conditioning operation unit 53. , in this embodiment, the outside air temperature sensor 33, the outside air humidity sensor 34, the HVAC intake temperature sensor 36, the inside air temperature sensor 37, the inside air humidity sensor 38, the indoor CO ₂ concentration sensor 39, the outlet temperature sensor 41, the solar radiation sensor 51, the vehicle speed Sensor 52, air volume Ga of air flowing into the air circulation passage 3 and circulating in the air circulation passage 3 (calculated by the air conditioning controller 45), air volume ratio SW by the air mix damper 28 (calculated by the air conditioning controller 45), indoor blower 27 voltage (BLV), information from the battery controller 73 described above, information from the GPS navigation device 74, and the output of the air conditioning operation unit 53 are transmitted from the air conditioning controller 45 to the heat pump controller 32 via the vehicle communication bus 65, and the heat pump It is configured to be controlled by the controller 32 .

Data (information) regarding control of the refrigerant circuit R is also transmitted from the heat pump controller 32 to the air conditioning controller 45 via the vehicle communication bus 65 . The air volume ratio SW by the air mix damper 28 described above is calculated by the air conditioning controller 45 within the range of 0≦SW≦1. When SW=1, the air mix damper 28 causes all of the air that has passed through the heat absorber 9 to flow through the radiator 4 and the auxiliary heater 23 .

Next, FIG. 20 shows an electric circuit diagram of the inverter device 102 built in the compressor 2. As shown in FIG. The inverter device 102 of the embodiment includes a control board 111 on which an inverter circuit 108 and a smoothing capacitor 109 are mounted, and an inverter control section 112 configured by a microcomputer (processor). The positive side DC bus 113 of the inverter circuit 108 is connected to the + terminal of the vehicle battery (vehicle HV power supply) 55 , and the negative side DC bus 114 is connected to the − terminal of the battery 55 . Smoothing capacitor 109 is connected between two DC buses 113 and 114 of inverter circuit 108 .

The inverter circuit 108 changes the switching states of a plurality of power semiconductor elements that form a bridge, converts direct current applied from the battery 55 into alternating current, and supplies the alternating current to the motor 99 . Specifically, it comprises three switching elements 116U, 116V, 116W forming the upper phase of the bridge and three switching elements 117U, 117V, 117W forming the lower phase of the bridge. DC power is supplied from the battery 55 to 113 and 114 . A free wheel diode is connected in anti-parallel to each of the switching elements 116U to 117W.

In inverter circuit 108, upper-phase switching elements 116U, 116V, and 116W and lower-phase switching elements 117U, 117V, and 117W are connected in series in a one-to-one correspondence, and each series circuit is connected to the positive side. They are connected between the DC bus 113 and the negative DC bus 114, respectively. Further, intermediate points MU, MV, and MW of each series circuit are nodes for outputting phase voltages Vu, Vv, and Vw of respective phases (U-phase, V-phase, and W-phase) of the output alternating current, and each intermediate point MU, MV , MW are connected to each phase of the motor 99 .

In the inverter circuit 108 of the embodiment, switching elements 116U, 116V, 116W, 117U, 117V, and 117W use IGBTs (Insulated Gate Bipolar Transistors). In addition, it is not limited to the IGBT, and may be a MOSFET or the like. A temperature sensor 122 is mounted on the control board 111 near the switching elements 116U to 117W. This temperature sensor 122 comprises a thermistor in the embodiment.

Furthermore, a shunt resistor 123 is connected to the DC bus line 114 on the negative side where the current from the motor 99 flows. When the current from the motor 99 flows through the shunt resistor 123, a potential difference is generated across the shunt resistor 123. By detecting the voltage across the shunt resistor 123, the phase currents Iu, Iv, and Iw are calculated, and each It is possible to calculate the currents flowing through the switching elements 116U to 117W. Incidentally, the phase current detector is not limited to the shunt resistor, and may be configured by a current transformer or the like.

On the other hand, inverter control section 112 includes motor control section 126 , PWM control section 127 , current detection section 128 , gate driver 129 , communication section 131 and temperature detection section 132 . The motor control unit 126 receives a command value transmitted from the heat pump controller 32 via the vehicle communication bus 65 and the communication unit 131, and based on this command value, generates a target waveform of the three-phase sine wave applied to the motor 99. (modulated wave) and outputs to PWM control section 127 . The PWM control unit 127 compares the amplitude of the modulated wave output by the motor control unit 126 and the carrier (triangular wave) to generate a duty (Duty: upper phase ON time), which is a drive signal. This duty is generated for each of the U-phase, V-phase, and W-phase, and sent to the gate driver 129 that drives (ON-OFF) the gates of the switching elements 116U to 117W.

A current detection unit 128 receives the voltage across the shunt resistor 123 and calculates phase currents Iu, Iv, and Iw from the resistance value of the shunt resistor 123 and currents flowing through the switching elements 116U to 117W. The calculated phase currents Iu, Iv, Iw and currents flowing through the switching elements 116U to 117W are input to the motor control unit 126. FIG.

Based on the output of the temperature sensor 122, the temperature detection unit 132 detects the temperatures of the switching elements 116U to 117W. The temperatures of the switching elements 116U to 117W detected by the temperature detection unit 132 are input to the motor control unit 126. FIG. Then, the motor control unit 126 of the inverter device 102 uses the communication unit 131 to transmit data regarding the current flowing through each of the switching elements 116U to 117W, the temperature of each of the switching elements 116U to 117W, and the rotation speed of the motor 99. , to the heat pump controller 32 via the vehicle communication bus 65 .

Next, the operation of the vehicle air conditioner 1 of the embodiment having the above configuration will be described. In this embodiment, the control device 11 (the air conditioning controller 45 and the heat pump controller 32) operates in a heating mode, a dehumidifying heating mode, a dehumidifying cooling mode, a cooling mode, an air conditioning (priority) + battery cooling mode, and a battery cooling mode. (Priority) + air conditioning mode, each battery cooling operation of battery cooling (single) mode, and defrost mode are switched and executed. These are shown in FIG.

Of these, the heating mode, the dehumidifying heating mode, the dehumidifying cooling mode, the cooling mode, and the air conditioning (priority) + battery cooling mode each air conditioning operation does not charge the battery 55 in the embodiment, and the ignition of the vehicle (IGN) is turned on and the air conditioning switch of the air conditioning operation unit 53 is turned on. However, during remote operation (pre-air conditioning, etc.), it is executed even when the ignition is off. Further, even when the battery 55 is being charged, it is executed when there is no battery cooling request and the air conditioning switch is turned on. On the other hand, each battery cooling operation of the battery cooling (priority) + air conditioning mode and the battery cooling (single) mode is executed when the battery 55 is being charged by connecting a quick charger (external power supply) plug, for example. It is a thing. However, the battery cooling (single) mode is executed when the air conditioning switch is off and there is a battery cooling request (during running at a high outside temperature, etc.) other than when the battery 55 is being charged.

Further, in the embodiment, the heat pump controller 32 operates the circulation pump 62 of the equipment temperature adjustment device 61 when the ignition is turned on or when the battery 55 is being charged even when the ignition is turned off. 4 to 10, the heat medium is circulated in the heat medium pipe 66 as indicated by the dashed lines. Furthermore, although not shown in FIG. 3, the heat pump controller 32 of the embodiment also executes a battery heating mode in which the battery 55 is heated by causing the heat medium heater 63 of the device temperature adjustment device 61 to generate heat.

(1) Heating Mode First, the heating mode will be described with reference to FIG. The control of each device is executed by the cooperation of the heat pump controller 32 and the air conditioning controller 45, but in the following description, the heat pump controller 32 is the main control unit, and the description will be simplified. FIG. 4 shows how the refrigerant flows (solid line arrows) in the refrigerant circuit R in the heating mode. When the heating mode is selected by the heat pump controller 32 (auto mode) or by manual air conditioning setting operation (manual mode) to the air conditioning operation unit 53 of the air conditioning controller 45, the heat pump controller 32 opens the solenoid valve 21 and the solenoid valve 17 , the solenoid valve 20, the solenoid valve 22, the solenoid valve 35 and the solenoid valve 69 are closed. Then, the compressor 2 and the fans 15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor fan 27 to the radiator 4 and the auxiliary heater 23 .

As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 . Since the air in the air circulation passage 3 is ventilated to the radiator 4, the air in the air circulation passage 3 exchanges heat with the high-temperature refrigerant in the radiator 4 and is heated. On the other hand, the refrigerant in the radiator 4 is cooled by the heat taken by the air, and is condensed and liquefied.

After leaving the radiator 4, the refrigerant liquefied in the radiator 4 reaches the outdoor expansion valve 6 through the refrigerant pipes 13E and 13J. The refrigerant that has flowed into the outdoor expansion valve 6 is decompressed there and then flows into the outdoor heat exchanger 7 . The refrigerant that has flowed into the outdoor heat exchanger 7 evaporates, and draws up heat from the outside air blown by the outdoor blower 15 while the vehicle is running (heat absorption). That is, the refrigerant circuit R becomes a heat pump. The low-temperature refrigerant leaving the outdoor heat exchanger 7 passes through the refrigerant pipes 13A, 13D, and the electromagnetic valve 21, reaches the refrigerant pipe 13C, further passes through the refrigerant pipe 13C, enters the accumulator 12, and is separated into gas and liquid there. After that, the gas refrigerant is sucked into the compressor 2 from the refrigerant pipe 13K, and the circulation is repeated. Since the air heated by the radiator 4 is blown out from the outlet 29, the vehicle interior is heated.

The heat pump controller 32 sets a target heater temperature TCO (of the radiator 4) calculated from a target outlet temperature TAO, which is a target temperature of the air to be blown into the passenger compartment (a target value of the temperature of the air to be blown into the passenger compartment). The target radiator pressure PCO is calculated from the target temperature), and the rotation speed of the compressor 2 is determined based on this target radiator pressure PCO and the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47. while controlling the valve opening degree of the outdoor expansion valve 6 based on the refrigerant outlet temperature Tci of the radiator 4 detected by the radiator outlet temperature sensor 44 and the radiator pressure Pci detected by the radiator pressure sensor 47, Controls the degree of subcooling of the refrigerant at the outlet of the radiator 4 .

Moreover, when the heating capacity (heating capacity) of the radiator 4 is insufficient for the required heating capacity, the heat pump controller 32 compensates for this deficiency with the heat generated by the auxiliary heater 23 . As a result, the vehicle interior can be heated without any problem even when the outside air temperature is low.

(2) Dehumidifying Heating Mode Next, the dehumidifying heating mode will be described with reference to FIG. FIG. 5 shows how the refrigerant flows (solid line arrows) in the refrigerant circuit R in the dehumidifying and heating mode. The heat pump controller 32 executes the dehumidifying and heating mode when there is a request for dehumidification of the vehicle interior (for example, when a defroster button provided in the air conditioning operation unit 53 of the air conditioning controller 45 is operated). In this dehumidification heating mode, the heat pump controller 32 opens the solenoid valves 21, 22 and 35, and closes the solenoid valves 17, 20 and 69. Then, the compressor 2 and the fans 15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor fan 27 to the radiator 4 and the auxiliary heater 23 .

As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 . Since the air in the air circulation passage 3 is ventilated to the radiator 4, the air in the air circulation passage 3 exchanges heat with the high-temperature refrigerant in the radiator 4 and is heated. On the other hand, the refrigerant in the radiator 4 is cooled by the heat taken by the air, and is condensed and liquefied.

After the refrigerant liquefied in the radiator 4 exits the radiator 4 , a part of it enters the refrigerant pipe 13 J through the refrigerant pipe 13 E and reaches the outdoor expansion valve 6 . The refrigerant that has flowed into the outdoor expansion valve 6 is decompressed there and then flows into the outdoor heat exchanger 7 . The refrigerant that has flowed into the outdoor heat exchanger 7 evaporates, and draws up heat from the outside air blown by the outdoor blower 15 while the vehicle is running (heat absorption). Then, the low-temperature refrigerant leaving the outdoor heat exchanger 7 reaches the refrigerant pipe 13C through the refrigerant pipe 13A, the refrigerant pipe 13D, and the electromagnetic valve 21, enters the accumulator 12 through the refrigerant pipe 13C, and is separated into gas and liquid there. After that, the gas refrigerant is repeatedly sucked into the compressor 2 through the refrigerant pipe 13K.

On the other hand, the remainder of the condensed refrigerant flowing through the refrigerant pipe 13E through the radiator 4 is branched, and the branched refrigerant flows through the solenoid valve 22 into the refrigerant pipe 13F and reaches the refrigerant pipe 13B. Next, the refrigerant reaches the indoor expansion valve 8, is decompressed by the indoor expansion valve 8, flows through the electromagnetic valve 35 into the heat absorber 9, and evaporates. At this time, moisture in the air blown out from the indoor fan 27 condenses and adheres to the heat absorber 9 due to the heat absorbing action of the refrigerant generated in the heat absorber 9, so that the air is cooled and dehumidified.

The refrigerant evaporated in the heat absorber 9 exits the refrigerant pipe 13C, joins the refrigerant from the refrigerant pipe 13D (refrigerant from the outdoor heat exchanger 7), passes through the accumulator 12, and is sucked into the compressor 2 from the refrigerant pipe 13K. repeat the cycle. The air dehumidified by the heat absorber 9 is reheated in the course of passing through the radiator 4 and the auxiliary heater 23 (if it is generating heat), so dehumidifying and heating the vehicle interior is performed.

In the embodiment, the heat pump controller 32 controls the rotation of the compressor 2 based on the target radiator pressure PCO calculated from the target heater temperature TCO and the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47. Alternatively, the rotation speed of the compressor 2 is controlled based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO, which is its target value. . At this time, the heat pump controller 32 controls the compressor 2 by selecting the lower compressor target rotational speed obtained from either the radiator pressure Pci or the heat absorber temperature Te. Further, the valve opening degree of the outdoor expansion valve 6 is controlled based on the heat absorber temperature Te.

Also in this dehumidification heating mode, if the heating capacity (heating capacity) of the radiator 4 is insufficient for the required heating capacity, the heat pump controller 32 compensates for this deficiency with the heat generated by the auxiliary heater 23. . As a result, even when the outside air temperature is low, the interior of the vehicle can be dehumidified and heated without any trouble.

(3) Dehumidifying Cooling Mode Next, the dehumidifying cooling mode will be described with reference to FIG. FIG. 6 shows how the refrigerant flows (solid line arrows) in the refrigerant circuit R in the dehumidifying cooling mode. In the dehumidifying cooling mode, the heat pump controller 32 opens the solenoid valves 17 and 35 and closes the solenoid valves 20 , 21 , 22 and 69 . Then, the compressor 2 and the fans 15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor fan 27 to the radiator 4 and the auxiliary heater 23 .

As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 . Since the air in the air circulation passage 3 is ventilated to the radiator 4, the air in the air circulation passage 3 exchanges heat with the high-temperature refrigerant in the radiator 4 and is heated. On the other hand, the refrigerant in the radiator 4 loses heat to the air, is cooled, and is condensed and liquefied.

The refrigerant exiting the radiator 4 passes through the refrigerant pipes 13E and 13J, reaches the outdoor expansion valve 6, and passes through the outdoor expansion valve 6, which is controlled to be slightly more open than in the heating mode or the dehumidifying heating mode (area with a large valve opening). It flows into the outdoor heat exchanger 7 . The refrigerant that has flowed into the outdoor heat exchanger 7 is air-cooled there by traveling or by outside air blown by the outdoor blower 15, and condenses. The refrigerant exiting the outdoor heat exchanger 7 passes through the refrigerant pipe 13A, the electromagnetic valve 17, the receiver-drier section 14, and the supercooling section 16, enters the refrigerant pipe 13B, and reaches the indoor expansion valve 8 via the check valve 18. After being decompressed by the indoor expansion valve 8, the refrigerant flows through the electromagnetic valve 35 into the heat absorber 9 and evaporates. Moisture in the air blown out from the indoor fan 27 condenses and adheres to the heat absorber 9 due to the heat absorbing action at this time, and the air is cooled and dehumidified.

The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 through the refrigerant pipe 13C, and is sucked into the compressor 2 through the refrigerant pipe 13K. The air cooled by the heat absorber 9 and dehumidified is reheated (heating capacity is lower than during dehumidifying heating) in the process of passing through the radiator 4 and the auxiliary heater 23 (if it is generating heat). Thus, dehumidification and cooling of the passenger compartment is performed.

The heat pump controller 32 absorbs heat based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO, which is the target temperature of the heat absorber 9 (target value of the heat absorber temperature Te). The rotation speed of the compressor 2 is controlled so that the device temperature Te becomes the target heat absorber temperature TEO, and the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47 and the target radiator pressure PCO Based on (the target value of the radiator pressure Pci), the amount of reheat required by the radiator 4 (reheating amount).

Also in this dehumidification cooling mode, if the heating capacity (reheating capacity) of the radiator 4 is insufficient for the required heating capacity, the heat pump controller 32 compensates for this deficiency with the heat generated by the auxiliary heater 23. do. As a result, dehumidification and cooling is performed without excessively lowering the temperature in the passenger compartment.

(4) Cooling Mode Next, the cooling mode will be described with reference to FIG. FIG. 7 shows how the refrigerant flows (solid line arrows) in the refrigerant circuit R in the cooling mode. In the cooling mode, the heat pump controller 32 opens the solenoid valves 17 , 20 and 35 and closes the solenoid valves 21 , 22 and 69 . Then, the compressor 2 and the fans 15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor fan 27 to the radiator 4 and the auxiliary heater 23 . Incidentally, the auxiliary heater 23 is not energized.

As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 . Although the air in the air flow passage 3 is ventilated to the radiator 4, the ratio is small (because it is only reheated (reheated) during cooling). The discharged refrigerant reaches the refrigerant pipe 13J through the refrigerant pipe 13E. At this time, since the solenoid valve 20 is open, the refrigerant passes through the solenoid valve 20 and flows into the outdoor heat exchanger 7 as it is, where it is air-cooled by running or by the outside air blown by the outdoor blower 15, and condensed and liquefied. do.

The refrigerant exiting the outdoor heat exchanger 7 passes through the refrigerant pipe 13A, the electromagnetic valve 17, the receiver-drier section 14, and the supercooling section 16, enters the refrigerant pipe 13B, and reaches the indoor expansion valve 8 via the check valve 18. After being decompressed by the indoor expansion valve 8, the refrigerant flows through the electromagnetic valve 35 into the heat absorber 9 and evaporates. Due to the endothermic action at this time, the air blown out from the indoor fan 27 and exchanging heat with the heat absorber 9 is cooled.

The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 through the refrigerant pipe 13C, and is sucked into the compressor 2 through the refrigerant pipe 13K. The air cooled by the heat absorber 9 is blown into the passenger compartment through the outlet 29, thereby cooling the passenger compartment. In this cooling mode, the heat pump controller 32 controls the rotation speed of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 .

(5) Air conditioning (priority) + battery cooling mode (operation mode for cooling temperature controlled object)
Next, the air conditioning (priority) + battery cooling mode will be described with reference to FIG. FIG. 8 shows how the refrigerant flows (solid line arrows) in the refrigerant circuit R in the air conditioning (priority) + battery cooling mode. In the air conditioning (priority) + battery cooling mode, the heat pump controller 32 opens the solenoid valves 17 , 20 , 35 and 69 and closes the solenoid valves 21 and 22 .

Then, the compressor 2 and the fans 15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor fan 27 to the radiator 4 and the auxiliary heater 23 . Note that the auxiliary heater 23 is not energized in this operation mode. Also, the heating medium heater 63 is not energized.

As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 . Although the air in the air flow passage 3 is ventilated to the radiator 4, the ratio is small (because it is only reheated (reheated) during cooling). The discharged refrigerant reaches the refrigerant pipe 13J through the refrigerant pipe 13E. At this time, since the solenoid valve 20 is open, the refrigerant passes through the solenoid valve 20 and flows into the outdoor heat exchanger 7 as it is, where it is air-cooled by running or by the outside air blown by the outdoor blower 15, and condensed and liquefied. do.

The refrigerant exiting the outdoor heat exchanger 7 passes through the refrigerant pipe 13A, the solenoid valve 17, the receiver dryer section 14, and the supercooling section 16 and enters the refrigerant pipe 13B. The refrigerant that has flowed into the refrigerant pipe 13B is divided after passing through the check valve 18, and one part flows directly through the refrigerant pipe 13B and reaches the indoor expansion valve 8. As shown in FIG. After the refrigerant flowing into the indoor expansion valve 8 is decompressed there, it flows through the electromagnetic valve 35 into the heat absorber 9 and evaporates. Due to the endothermic action at this time, the air blown out from the indoor fan 27 and exchanging heat with the heat absorber 9 is cooled.

The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 through the refrigerant pipe 13C, and is sucked into the compressor 2 through the refrigerant pipe 13K. The air cooled by the heat absorber 9 is blown into the passenger compartment through the outlet 29, thereby cooling the passenger compartment.

On the other hand, the rest of the refrigerant that has passed through the check valve 18 is split and flows into the branch pipe 67 and reaches the auxiliary expansion valve 68 . After the refrigerant is decompressed here, it flows through the solenoid valve 69 into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, where it evaporates. At this time, it exerts an endothermic action. The refrigerant evaporated in the refrigerant flow path 64B repeats the circulation of being sucked into the compressor 2 from the refrigerant pipe 13K through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12 in sequence (indicated by solid arrows in FIG. 8).

On the other hand, since the circulation pump 62 is in operation, the heat medium discharged from the circulation pump 62 reaches the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 through the heat medium pipe 66, where the refrigerant flow path It exchanges heat with the refrigerant that evaporates in 64B, absorbs heat, and cools the heat medium. The heat medium exiting the heat medium flow path 64 A of the refrigerant-heat medium heat exchanger 64 reaches the heat medium heater 63 . However, since the heating medium heater 63 does not generate heat in this operation mode, the heating medium passes through as it is, reaches the battery 55 , and exchanges heat with the battery 55 . As a result, the battery 55 is cooled, and the heat medium after cooling the battery 55 repeats the circulation of being sucked into the circulation pump 62 (indicated by the dashed arrow in FIG. 8).

In this air conditioning (priority)+battery cooling mode, the heat pump controller 32 keeps the solenoid valve 35 open, and based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48, The rotational speed of the compressor 2 is controlled as shown in FIG. Further, in the embodiment, based on the temperature of the heat medium detected by the heat medium temperature sensor 76 (heat medium temperature Tw: transmitted from the battery controller 73), the solenoid valve 69 is controlled to open and close as follows.

The heat medium temperature Tw is employed as the temperature of the object (heat medium) to be cooled by the refrigerant-heat medium heat exchanger 64 (heat exchanger for temperature control object) in the embodiment. It is also an index indicating the temperature of the target battery 55 (same hereafter).

FIG. 13 shows a block diagram of the opening/closing control of the solenoid valve 69 in this air conditioning (priority) + battery cooling mode. A heat medium temperature Tw detected by the heat medium temperature sensor 76 and a predetermined target heat medium temperature TWO as a target value of the heat medium temperature Tw are input to the temperature-controlled solenoid valve control unit 90 of the heat pump controller 32 . be. Then, the temperature-controlled solenoid valve control unit 90 sets an upper limit value TwUL and a lower limit value TwLL with a predetermined temperature difference above and below the target heat medium temperature TWO, and the solenoid valve 69 is closed. When the heat medium temperature Tw increases due to heat generation of the battery 55 or the like and rises to the upper limit value TwUL (when it exceeds the upper limit value TwUL or when it becomes equal to or higher than the upper limit value TwUL; the same applies hereinafter), the solenoid valve 69 is turned off. Open (instruction to open solenoid valve 69). As a result, the refrigerant flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, evaporates, and cools the heat medium flowing through the heat medium flow path 64A. be done.

After that, when the heat medium temperature Tw drops to the lower limit value TwLL (below the lower limit value TwLL or below the lower limit value TwLL; hereinafter the same), the solenoid valve 69 is closed (the solenoid valve 69 closing instruction ). Thereafter, the opening and closing of the electromagnetic valve 69 are repeated to control the heat medium temperature Tw to the target heat medium temperature TWO while giving priority to cooling the vehicle interior, thereby cooling the battery 55 . In this way, while preferentially air-conditioning (cooling) the vehicle interior, the refrigerant-heat medium heat exchanger 64 of the device temperature adjustment device 61 can also cool the battery 55 via the heat medium. Become.

(6) Switching of Air-Conditioning Operation The heat pump controller 32 calculates the aforementioned target blowout temperature TAO from the following equation (I). This target blowout temperature TAO is a target value for the temperature of the air blown out from the blowout port 29 into the vehicle interior.
TAO=(Tset−Tin)×K+Tbal(f(Tset, SUN, Tam))
... (I)
Here, Tset is the set temperature in the vehicle interior set by the air conditioning operation unit 53, Tin is the temperature of the interior air detected by the inside air temperature sensor 37, K is a coefficient, and Tbal is the set temperature Tset and the solar radiation sensor 51 detects. SUN and the outside air temperature Tam detected by the outside air temperature sensor 33 . In general, the lower the outside air temperature Tam is, the higher the target blowing temperature TAO is, and the higher the outside air temperature Tam is, the lower the target blowing temperature TAO is.

Then, the heat pump controller 32 selects one of the above-described air conditioning operations based on the outside air temperature Tam detected by the outside air temperature sensor 33 and the target air temperature TAO at startup. After startup, each air conditioning operation is selected and switched according to changes in operating conditions such as the outside air temperature Tam, the target blowout temperature TAO, the heat medium temperature Tw, environmental conditions, and setting conditions. For example, the transition from the cooling mode to the air conditioning (priority)+battery cooling mode is executed based on the input of a battery cooling request from the battery controller 73 . In this case, the battery controller 73 outputs a battery cooling request and transmits it to the heat pump controller 32 and the air conditioning controller 45 when, for example, the heat medium temperature Tw or the battery temperature Tcell rises above a predetermined value.

(7) Battery cooling (priority) + air-conditioning mode (operation mode for cooling temperature controlled object)
Next, the operation during charging of the battery 55 will be described. For example, when the charging plug of a quick charger (external power supply) is connected and the battery 55 is being charged (these information is transmitted from the battery controller 73), the ignition (IGN) of the vehicle is turned on/off. Regardless, when there is a battery cooling request and the air conditioning switch of the air conditioning operation unit 53 is turned on, the heat pump controller 32 executes the battery cooling (priority) + air conditioning mode. The flow of refrigerant in the refrigerant circuit R in the battery cooling (priority) + air conditioning mode is the same as in the air conditioning (priority) + battery cooling mode shown in FIG.

However, in the case of this battery cooling (priority) + air conditioning mode, in the embodiment, the heat pump controller 32 keeps the electromagnetic valve 69 open, and the heat detected by the heat medium temperature sensor 76 (transmitted from the battery controller 73) Based on the medium temperature Tw, the rotational speed of the compressor 2 is controlled as shown in FIG. 14, which will be described later. Further, in the embodiment, based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48, the opening/closing of the electromagnetic valve 35 is controlled as follows.

FIG. 15 shows a block diagram of the opening/closing control of the solenoid valve 35 in this battery cooling (priority) + air conditioning mode. A heat absorber temperature Te detected by the heat absorber temperature sensor 48 and a predetermined target heat absorber temperature TEO as a target value of the heat absorber temperature Te are input to the heat absorber electromagnetic valve control unit 95 of the heat pump controller 32 . Then, the heat absorber solenoid valve control unit 95 sets an upper limit value TeUL and a lower limit value TeLL with a predetermined temperature difference above and below the target heat absorber temperature TEO. When Te rises to the upper limit TeUL (exceeds the upper limit TeUL or exceeds the upper limit TeUL; hereinafter the same), the solenoid valve 35 is opened (instruction to open the solenoid valve 35). . As a result, the refrigerant flows into the heat absorber 9 and evaporates, cooling the air flowing through the air flow passage 3 .

After that, when the heat absorber temperature Te drops to the lower limit TeLL (below the lower limit TeLL or below the lower limit TeLL; hereinafter the same), the solenoid valve 35 is closed (the solenoid valve 35 closing instruction ). Thereafter, the opening and closing of the electromagnetic valve 35 are repeated to control the heat absorber temperature Te to the target heat absorber temperature TEO while giving priority to cooling the battery 55, thereby cooling the passenger compartment. In this manner, the refrigerant-heat medium heat exchanger 64 of the equipment temperature adjustment device 61 preferentially cools the battery 55 via the heat medium, while also air-conditioning (cooling) the vehicle interior. Become.

(8) Battery cooling (single) mode (operation mode for cooling temperature controlled object)
Next, regardless of ON/OFF of the ignition, when the charging plug of the quick charger is connected with the air conditioning switch of the air conditioning operation unit 53 turned off and the battery 55 is being charged, a battery cooling request is made. If there is, the heat pump controller 32 executes the battery cooling (alone) mode. However, it is executed when the air conditioning switch is OFF and there is a battery cooling request (during running at high outside temperature, etc.) other than when the battery 55 is being charged. FIG. 9 shows how the refrigerant flows (solid line arrows) in the refrigerant circuit R in this battery cooling (single) mode. In the battery cooling (alone) mode, the heat pump controller 32 opens solenoid valves 17, 20 and 69 and closes solenoid valves 21, 22 and 35.

Then, the compressor 2 and the outdoor fan 15 are operated. The indoor blower 27 is not operated, and the auxiliary heater 23 is not energized. In this operation mode, the heating medium heater 63 is also not energized.

As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 . Since the air in the air flow passage 3 is not ventilated to the radiator 4, it only passes through here, and the refrigerant exiting the radiator 4 reaches the refrigerant pipe 13J through the refrigerant pipe 13E. At this time, since the solenoid valve 20 is open, the refrigerant passes through the solenoid valve 20 and flows into the outdoor heat exchanger 7 as it is, where it is air-cooled by the outside air blown by the outdoor blower 15 and condensed and liquefied.

The refrigerant exiting the outdoor heat exchanger 7 passes through the refrigerant pipe 13A, the solenoid valve 17, the receiver dryer section 14, and the supercooling section 16 and enters the refrigerant pipe 13B. The refrigerant that has flowed into this refrigerant pipe 13 B passes through the check valve 18 , then all flows into the branch pipe 67 and reaches the auxiliary expansion valve 68 . After the refrigerant is decompressed here, it flows through the solenoid valve 69 into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, where it evaporates. At this time, it exerts an endothermic action. The refrigerant evaporated in the refrigerant flow path 64B repeats the circulation of being sucked into the compressor 2 through the refrigerant pipe 13K through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12 in sequence (indicated by solid arrows in FIG. 9).

On the other hand, since the circulation pump 62 is in operation, the heat medium discharged from the circulation pump 62 reaches the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 through the heat medium pipe 66, where the refrigerant flow path Heat is absorbed by the refrigerant that evaporates in 64B, and the heat medium becomes cooled. The heat medium exiting the heat medium flow path 64 A of the refrigerant-heat medium heat exchanger 64 reaches the heat medium heater 63 . However, since the heating medium heater 63 does not generate heat in this operation mode, the heating medium passes through as it is, reaches the battery 55 , and exchanges heat with the battery 55 . As a result, the battery 55 is cooled, and the heat medium after cooling the battery 55 repeats the circulation of being sucked into the circulation pump 62 (indicated by the dashed arrow in FIG. 9).

Also in this battery cooling (single) mode, the heat pump controller 32 cools the battery 55 by controlling the rotation speed of the compressor 2 based on the heat medium temperature Tw detected by the heat medium temperature sensor 76 as will be described later. In this manner, only the cooling of the battery 55 can be effectively performed when the vehicle interior does not need to be air-conditioned.

(9) Defrosting Mode Next, the defrosting mode of the outdoor heat exchanger 7 will be described with reference to FIG. FIG. 10 shows how the refrigerant flows (solid line arrows) in the refrigerant circuit R in the defrosting mode. As described above, in the heating mode, the refrigerant evaporates in the outdoor heat exchanger 7 and absorbs heat from the outside air to lower the temperature.

Therefore, the heat pump controller 32 detects the outdoor heat exchanger temperature TXO (refrigerant evaporation temperature in the outdoor heat exchanger 7) detected by the outdoor heat exchanger temperature sensor 49, and the refrigerant evaporation temperature TXObase when the outdoor heat exchanger 7 is not frosted. The difference ΔTXO (= TXObase - TXO) is calculated, and the outdoor heat exchanger temperature TXO is lower than the refrigerant evaporation temperature TXObase when no frost is formed, and the difference ΔTXO is expanded to a predetermined value or more. If it continues for a long time, it is determined that the outdoor heat exchanger 7 is frosted, and a predetermined frosting flag is set.

When the frost formation flag is set and the air conditioning switch of the air conditioning operation unit 53 is turned off, the charging plug of the quick charger is connected, and the battery 55 is charged, the heat pump controller 32 The defrosting mode of the outdoor heat exchanger 7 is executed as follows.

In this defrosting mode, the heat pump controller 32 sets the refrigerant circuit R to the above-described heating mode state and fully opens the outdoor expansion valve 6 . Then, the compressor 2 is operated, and the high-temperature refrigerant discharged from the compressor 2 is made to flow into the outdoor heat exchanger 7 through the radiator 4 and the outdoor expansion valve 6 to prevent frost formation on the outdoor heat exchanger 7. Let it melt (Fig. 10). Then, when the outdoor heat exchanger temperature TXO detected by the outdoor heat exchanger temperature sensor 49 becomes higher than a predetermined defrosting end temperature (for example, +3° C.), the heat pump controller 32 defrosts the outdoor heat exchanger 7. is completed and the defrosting mode is terminated.

(10) Battery Heating Mode Further, when the air conditioning operation is being performed or the battery 55 is being charged, the heat pump controller 32 performs the battery heating mode. In this battery heating mode, the heat pump controller 32 operates the circulation pump 62 and energizes the heat medium heater 63 . Incidentally, the electromagnetic valve 69 is closed.

As a result, the heat medium discharged from the circulation pump 62 reaches the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 through the heat medium pipe 66 and reaches the heat medium heater 63 through the heat medium flow path 64A. At this time, since the heat medium heater 63 is generating heat, the heat medium is heated by the heat medium heater 63 to raise its temperature, and then reaches the battery 55 and exchanges heat with the battery 55 . As a result, the battery 55 is heated, and the heat medium after heating the battery 55 is sucked into the circulation pump 62 to repeat circulation.

In this battery heating mode, the heat pump controller 32 controls the energization of the heat medium heater 63 based on the heat medium temperature Tw detected by the heat medium temperature sensor 76, thereby increasing the heat medium temperature Tw to a predetermined target heat medium temperature. Adjust to TWO and heat the battery 55 .

(11) Control of the compressor 2 by the heat pump controller 32 In addition, in the heating mode, the heat pump controller 32 controls the target rotation speed of the compressor 2 (compressor target rotation speed) according to the control block diagram of FIG. 11 based on the radiator pressure Pci. TGNCh is calculated, and in the dehumidification cooling mode, cooling mode, air conditioning (priority) + battery cooling mode, the target rotation speed of the compressor 2 (compressor target rotation speed) is calculated based on the heat absorber temperature Te according to the control block diagram of FIG. Calculate TGNCc. In the dehumidification heating mode, the lower direction of the compressor target rotation speed TGNCh and the compressor target rotation speed TGNCc is selected. In the battery cooling (priority) + air conditioning mode and the battery cooling (single) mode, the target rotation speed (compressor target rotation speed) TGNCw of the compressor 2 is calculated based on the heat medium temperature Tw according to the control block diagram of FIG. do.

(11-1) Calculation of Compressor Target Rotation Speed TGNCh Based on Radiator Pressure Pci First, control of the compressor 2 based on the radiator pressure Pci will be described in detail with reference to FIG. FIG. 11 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCh of the compressor 2 based on the radiator pressure Pci. The F/F (feedforward) manipulated variable calculator 78 of the heat pump controller 32 calculates the outside air temperature Tam obtained from the outside air temperature sensor 33, the blower voltage BLV of the indoor blower 27, and SW=(TAO−Te)/(Thp−Te). ) obtained by the air mix damper 28, the target supercooling degree TGSC which is the target value of the supercooling degree SC of the refrigerant at the outlet of the radiator 4, and the target heater temperature Thp which is the target value of the heater temperature Thp Based on the temperature TCO and the target radiator pressure PCO, which is the target value of the pressure of the radiator 4, the F/F operation amount TGNChff of the compressor target rotation speed is calculated.

The heater temperature Thp is the air temperature (estimated value) on the leeward side of the radiator 4. The radiator pressure Pci detected by the radiator pressure sensor 47 and the refrigerant outlet of the radiator 4 detected by the radiator outlet temperature sensor 44 It is calculated (estimated) from the temperature Tci. Further, the degree of supercooling SC is calculated from the refrigerant inlet temperature Tcxin and the refrigerant outlet temperature Tci of the radiator 4 detected by the radiator inlet temperature sensor 43 and radiator outlet temperature sensor 44 .

The target radiator pressure PCO is calculated by the target value calculator 79 based on the target supercooling degree TGSC and the target heater temperature TCO. Further, the F/B (feedback) manipulated variable calculation section 81 calculates the F/B manipulated variable TGNChfb of the compressor target rotation speed by PID calculation or PI calculation based on the target radiator pressure PCO and the radiator pressure Pci. Then, the F/F manipulated variable TGNChff calculated by the F/F manipulated variable calculator 78 and the F/B manipulated variable TGNChfb calculated by the F/B manipulated variable calculator 81 are added by the adder 82 to obtain TGNCh00 as the limit setter. 83.

In the limit setting unit 83, the lower limit rotation speed ECNpdLimLo and the upper limit rotation speed ECNpdLimHi for control are limited to TGNCh0, and then through the compressor OFF control unit 84, it is determined as the compressor target rotation speed TGNCh. In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 so that the radiator pressure Pci becomes the target radiator pressure PCO with the compressor target rotation speed TGNCh calculated based on the radiator pressure Pci.

The compressor OFF control unit 84 sets the radiator pressure Pci above or below the target radiator pressure PCO when the radiator 4 is in a light load state, the compressor target rotation speed TGNCh becomes the above-mentioned lower limit rotation speed ECNpdLimLo. of the predetermined upper limit value PUL and the lower limit value PLL that have been set to a predetermined forced stop value PSL higher than the upper limit value PUL (state of exceeding the forced stop value PSL, or state of being equal to or greater than the forced stop value PSL , the same below) continues for a predetermined time th1 (predetermined light load condition of the radiator 4 is established), the compressor 2 is stopped to enter an ON-OFF control mode in which the compressor 2 is ON-OFF controlled.

In the ON-OFF control mode of the compressor 2, when the radiator pressure Pci drops to the lower limit PLL (below the lower limit PLL or below the lower limit PLL; hereinafter the same), compression The compressor 2 is started and operated with the compressor target rotation speed TGNCh set to the lower limit rotation speed ECNpdLimLo, and when the radiator pressure Pci rises to the upper limit value PUL in this state, the compressor 2 is stopped again. That is, the operation (ON) and stop (OFF) of the compressor 2 at the lower limit rotation speed ECNpdLimLo are repeated. Then, after the radiator pressure Pci has decreased to the lower limit value PUL and the compressor 2 has been started, when the state in which the radiator pressure Pci does not exceed the lower limit value PUL continues for a predetermined time th2, the ON-OFF mode of the compressor 2 It terminates the control and returns to the normal mode.

(11-2) Calculation of Compressor Target Rotational Speed TGNCc Based on Heat Absorber Temperature Te Next, control of the compressor 2 based on the heat absorber temperature Te will be described in detail with reference to FIG. FIG. 12 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCc of the compressor 2 based on the heat absorber temperature Te. The F/F operation amount calculation unit 86 of the heat pump controller 32 calculates the outside air temperature Tam, the air volume Ga (which may be the blower voltage BLV of the indoor blower 27) circulating in the air circulation passage 3, the target radiator pressure PCO, Based on the target heat absorber temperature TEO, which is the target value of the heat absorber temperature Te, the F/F operation amount TGNCcff of the compressor target rotation speed is calculated.

Further, the F/B operation amount calculation unit 87 calculates the F/B operation amount TGNCcfb of the compressor target rotation speed by PID calculation or PI calculation based on the target heat absorber temperature TEO and the heat absorber temperature Te. Then, the F/F manipulated variable TGNCcff calculated by the F/F manipulated variable calculator 86 and the F/B manipulated variable TGNCcfb calculated by the F/B manipulated variable calculator 87 are added by the adder 88 to form TGNCc00, which is calculated by the limit setting unit. 89.

In the limit setting unit 89, the lower limit rotation speed TGNCcLimLo and the upper limit rotation speed TGNCcLimHi are set to TGNCc0, which is then set as the compressor target rotation speed TGNCc through the compressor OFF control unit 91. Therefore, if the value TGNCc00 added by the adder 88 is within the upper limit rotation speed TGNCcLimHi and the lower limit rotation speed 2). In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 so that the heat absorber temperature Te becomes the target heat absorber temperature TEO using the compressor target rotation speed TGNCc calculated based on the heat absorber temperature Te.

The compressor OFF control unit 91 sets the heat absorber 9 to a light load state, the compressor target rotation speed TGNCc becomes the above-described lower limit rotation speed TGNCcLimLo, and the heat absorber temperature Te is set above or below the target heat absorber temperature TEO. of the upper limit value TeUL and the lower limit value TeLL that have been set to a predetermined forced stop value TeSL that is lower than the lower limit value TeLL (a state that has fallen below the forced stop value TeSL, or a state that has become equal to or less than the forced stop value TeSL. , the same) continues for a predetermined time tc1 (a predetermined light load condition of the heat absorber 9 is satisfied), the ON-OFF control mode in which the compressor 2 is stopped (compressor OFF) and the ON-OFF control of the compressor 2 is performed. to go into.

In the ON-OFF control mode of the compressor 2 in this case, when the heat absorber temperature Te rises to the upper limit value TeUL (when it exceeds the upper limit value TeUL, or when it becomes equal to or higher than the upper limit value TeUL, hereinafter the same) , the compressor 2 is started (compressor ON), and the compressor target rotation speed TGNCc is set to the lower limit rotation speed TGNCcLimLo, and when the heat absorber temperature Te drops to the lower limit TeLL in this state, the compressor 2 is stopped again. (Compressor OFF). That is, the operation of the compressor 2 at the lower limit rotation speed TGNCcLimLo (compressor ON) and stopping (compressor OFF) are repeated. Then, after the heat absorber temperature Te rises to the upper limit value TeUL and the compressor 2 is started (compressor ON), when the state in which the heat absorber temperature Te does not fall below the upper limit value TeUL continues for a predetermined time tc2, This is to end the ON-OFF control mode of the compressor 2 and return to the normal mode.

(11-3) Calculation of Compressor Target Rotational Speed TGNCw Based on Heat Medium Temperature Tw Next, control of the compressor 2 based on the heat medium temperature Tw will be described in detail with reference to FIG. FIG. 14 shows the heat pump controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCw of the compressor 2 based on the heat medium temperature Tw in the battery cooling (priority) + air conditioning mode and the battery cooling (single) mode described above. 3 is a control block diagram of FIG.

In this figure, the F/F operation amount calculation unit 92 of the heat pump controller 32 uses the outside air temperature Tam, the flow rate Gw of the heat medium in the device temperature adjustment device 61 (calculated from the output of the circulation pump 62), and the battery 55 Compressor target rotation speed based on the amount of heat generated (transmitted from the battery controller 73), the battery temperature Tcell (transmitted from the battery controller 73), and the target heat medium temperature TWO, which is the target value of the heat medium temperature Tw A F/F operation amount TGNCcwff is calculated.

Further, the F/B operation amount calculation unit 93 calculates the F/B operation amount TGNCwfb of the compressor target rotation speed by PID calculation or PI calculation based on the target heat medium temperature TWO and the heat medium temperature Tw (transmitted from the battery controller 73). Calculate Then, the F/F manipulated variable TGNCwff calculated by the F/F manipulated variable calculator 92 and the F/B manipulated variable TGNCwfb calculated by the F/B manipulated variable calculator 93 are added by the adder 94 to obtain TGNCw00 as the limit setter. 96.

In the limit setting unit 96, the lower limit rotation speed TGNCwLimLo and the upper limit rotation speed TGNCwLimHi are set to TGNCw0, which is then set as the compressor target rotation speed TGNCw through the compressor OFF control unit 97. Therefore, if the value TGNCw00 added by the adder 94 is within the upper limit rotation speed TGNCwLimHi and the lower limit rotation speed 2). In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 so that the heat medium temperature Tw reaches the target heat medium temperature TWO using the compressor target rotation speed TGNCw calculated based on the heat medium temperature Tw.

(12) Control based on the accumulated operating time of the compressor 2 by the heat pump controller 32 Next, control based on the accumulated operating time of the compressor 2 by the heat pump controller 32 of the embodiment will be described with reference to FIGS. 16 to 18 . . As described above, in this type of vehicle air conditioner 1, the operable time of the system is designed on the assumption of how the vehicle interior air conditioning will be used. In this case, in particular, the cumulative operating time of the compressor 2 is within the lifetime operating time (the limit of the cumulative operating time from production to disposal; that is, the operating limit of the compressor 2: the overall life of the compressor 2). However, in some cases, it may be used beyond that range. In particular, since the electric compressor 2 is driven by the inverter device 102 as in the embodiment, if it is used beyond the lifetime operating time, the switching elements 116U to 117W of the inverter device 102 will deteriorate and break down. As a result, the vehicle interior cannot be air-conditioned, the battery 55 cannot be cooled, and the service life of the vehicle including the battery 55 is shortened.

Therefore, in this embodiment, the heat pump controller 32 uses the operating time of the compressor 2 as an index for determining the operating limit of the compressor 2, and operates the compressor 2 as much as possible based on the cumulative operating time of the compressor 2. Execute control that restricts driving in directions that do not Description will be made below with reference to the flow chart of FIG.

(12-1) Integrating Operating Time of Compressor 2 (Index for Determining Operating Limit of Compressor 2) In step S1 of FIG. 2 operation time is recorded in the non-volatile memory described above and integrated. FIG. 17 shows the integrated operating time of the compressor 2 recorded in the memory of the operation limit index integrating section 70. As shown in FIG. The operation limit index integration unit 70 of the embodiment integrates the operation time of the compressor 2 for each operation mode described above. In the figure, CountH is the cumulative operating time of the compressor 2 in the heating mode, CountHD is the cumulative operating time of the compressor 2 in the dehumidifying heating mode, CountCD is the cumulative operating time of the compressor 2 in the dehumidifying cooling mode, and CountC is the cooling mode. CountCB is the accumulated operating time of the compressor 2 in air conditioning (priority) + battery cooling mode, CountBC is the accumulated operating time of the compressor 2 in battery cooling (priority) + air conditioning mode, CountB is the accumulated operating time of the compressor 2 in the battery cooling (single) mode, and CountDEF is the accumulated operating time of the compressor 2 in the defrosting mode. Furthermore, the operation limit index accumulating unit 70 adds all of these accumulated operating times CountH, CountHD, CountCD, CountC, CountCB, CountBC, CountB, and CountDEF to obtain an accumulated operating time, which is an accumulated value of the total operating time of the compressor 2. Calculate CountTotal.

Next, in step S2, the heat pump controller 32 determines whether or not the accumulated operation time CountTotal calculated by the operation limit index accumulation unit 70 has exceeded the upper limit value SH1. Although this upper limit value SH1 is shorter than the lifetime operating time of the compressor 2 described above, it is a predetermined long value (e.g., 80% of the entire life of the compressor 2) at which the risk of the compressor 2 breaking down becomes high. Then, when the integrated operating time CountTotal is equal to or less than the upper limit value SH1, the heat pump controller 32 proceeds to step S3 and performs normal operation as described above.

(12-2) Cumulative Operating Time CountTotal>Upper Limit SH1 On the other hand, if the cumulative operating time CountTotal of the compressor 2 exceeds the upper limit SH1 in step S2, the heat pump controller 32 proceeds to step S4 to dehumidify the vehicle interior. Determine if there is a demand. This dehumidification request is, for example, operation of the differential button provided in the air conditioning operation section 53 of the air conditioning controller 45 as described above. Then, assuming that there is no dehumidification request now, the heat pump controller 32 proceeds to step S6 to determine whether or not the current operation mode is the heating mode. driving.

(12-3) Auxiliary heating/heating mode On the other hand, if the current operation mode is the heating mode in step S6, the heat pump controller 32 performs step on the condition that the maximum heating capacity Qmaxptc of the auxiliary heater 23 satisfies the required heating capacity Qtgt. Proceeding to S7, the auxiliary heating/heating mode is executed.

Here, in the heating mode, the heat pump controller 32 calculates the required heating capacity Qtgt required of the radiator 4 using the following formula (II).
Qtgt=(TCO−Te)×Cpa×ρ×Qair (II)
Te is the temperature of the heat absorber 9 detected by the heat absorber temperature sensor 48, TCO is the target heater temperature, Cpa is the specific heat of the air flowing into the radiator 4 [kj/kg K], and ρ Air density (specific volume) [kg/m ³ ], Qair is the amount of air passing through the radiator 4 [m ³ /h] (estimated from the blower voltage BLV of the indoor blower 27, etc.), and VSP is obtained from the vehicle speed sensor 52. The vehicle speed and FANVout are voltages of the outdoor blower 15 .

Also, the maximum heating capacity Qmaxptc of the auxiliary heater 23 is calculated from the specifications of the auxiliary heater 23 . Then, when Qmaxptc<Qtgt (when the heating capacity Qmaxptc does not satisfy the required heating capacity Qtgt), the heat pump controller 32 proceeds from step S6 to step S3 and performs normal operation.

If the heating mode is in step S6 and Qmaxptc≧Qtgt (the heating capacity Qmaxptc satisfies the required heating capacity Qtgt), the heat pump controller 32 proceeds to step S7, stops the compressor 2, and assists in step S8. The vehicle interior is heated by energizing the heater 23 . This is the auxiliary heating heating mode. That is, the heat pump controller 32 executes the auxiliary heating mode instead of the heating mode.

In this auxiliary heating/heating mode, the heat pump controller 32 controls energization of the auxiliary heater 23 based on the above-described target heater temperature TCO and the auxiliary heater temperature Tptc (for example, average value) detected by the auxiliary heater temperature sensors 50A and 50B. Heat the room. In the heating mode, the load on the compressor 2 is large and the number of revolutions is high.

In this way, when the heat pump controller 32 has the operating limit index integrating section 70 that integrates the operating time of the compressor 2, and the integrated operating time CountTotal of the compressor 2 exceeds the upper limit value SH1, instead of the heating mode, Since the compressor 2 is stopped and the auxiliary heating/heating mode is executed in which the auxiliary heater 23 heats the air supplied to the passenger compartment, when the cumulative operating time CountTotal of the compressor 2 exceeds the upper limit value SH1, Instead of the heating mode, the auxiliary heating/heating mode is executed, and the vehicle interior is heated by the auxiliary heater 23 without operating the compressor 2 .

That is, the vehicle interior is not heated by the operation of the compressor 2, and the interior of the vehicle is heated by the auxiliary heater 23, thereby securing the operation time of the compressor 2 up to the lifetime operation time, and the portion thereof is described above. Dehumidification heating mode, dehumidification cooling mode, cooling mode, air conditioning (priority) + battery cooling mode, battery cooling (priority) + air conditioning mode, battery cooling (single) mode, the period in which air conditioning is possible in the vehicle interior and the life of the vehicle extension can be achieved.

In this case, in the embodiment, when the cumulative operating time CountTotal of the compressor 2 exceeds the upper limit value SH1, the heat pump controller 32 is switched to the auxiliary heating/heating mode on the condition that the heating capacity Qmaxptc of the auxiliary heater 23 satisfies the required heating capacity Qtgt. Since it is set to be executed, it is possible to secure the operation time of the compressor 2 while realizing comfortable heating of the passenger compartment.

(12-4) Auxiliary Heating Dehumidification Heating Mode Here, if there is a dehumidification request in step S4, the heat pump controller 32 proceeds to step S5, instead of the dehumidification heating mode, the operation mode is set to the cooling mode, and the auxiliary heater 23 dehumidifies and heats the vehicle interior by energizing the In this case, the operation of the compressor 2 in the cooling mode is also suppressed as much as possible. Then, dehumidification and heating of the passenger compartment are performed by controlling the power supply to the auxiliary heater 23 at the target heater temperature TCO and the auxiliary heater temperature Tptc. This suppresses an increase in the cumulative operating time of the compressor 2 .

In this manner, when there is a request for dehumidifying the interior of the vehicle while the accumulated operating time CountTotal of the compressor 2 exceeds the upper limit value SH1, the heat pump 32 operates the auxiliary heater 23 in the cooling mode instead of the dehumidification heating mode. By executing the auxiliary heating dehumidification heating mode that generates heat, it becomes possible to dehumidify the vehicle interior while suppressing the load on the compressor 2 as much as possible. becomes.

(12-5) Outside Air Introduction Auxiliary Heating Mode Instead of the auxiliary heating/dehumidifying/heating mode, an outside air introduction auxiliary heating/heating mode shown by broken lines in FIG. 16 may be executed. That is, in the outside air introduction auxiliary heating/heating mode, the heat pump controller 32 stops the compressor 2 in step S5A, and the intake switching damper 26 forces outside air to be introduced into the air flow passage 3 in step S5B. By energizing the auxiliary heater 23, dehumidification and heating of the passenger compartment are performed. Also in this case, the auxiliary heater 23 is energized and controlled at the target heater temperature TCO and the auxiliary heater temperature Tptc. In this way, by performing dehumidification by introducing outside air and heating by the auxiliary heater 23 instead of the dehumidifying and heating mode, an increase in the cumulative operating time of the compressor 2 can be greatly suppressed, and the operating time of the compressor 2 can be secured. will be able to

(12-6) Lowering control of upper limit value SH1 Here, the heat pump controller 32 of the control device 11 is the vehicle air conditioner 1 such as the embodiment provided with the device temperature adjustment device 61 described above, and the air conditioner 1 is not provided. It is designed to be commonly used in vehicle air conditioners. Furthermore, the heat pump controller 32 automatically determines whether or not the equipment temperature adjustment device 61 is provided. Then, when the device temperature adjustment device 61 is provided, the upper limit value SH1 described above is lowered (for example, 60% of the overall life of the compressor 2) compared to when it is not provided.

Cooling of the battery 55 is an important issue in the vehicle air conditioner 1 provided with the equipment temperature adjustment device 61. Auxiliary heating/heating mode, auxiliary heating/dehumidifying/heating mode, external air introduction auxiliary heating/heating mode) can be performed to extend the coolable time of the battery 55 using the refrigerant-heat medium heat exchanger 64.

(12-7) Notification of Cumulative Operating Time CountTotal Exceeding Upper Limit SH1 In addition, the heat pump controller 32 of the embodiment, when the cumulative operating time CountTotal exceeds the upper limit SH1 in step S2, as shown in FIG. The cumulative operation time CountTotal is displayed on the display 53A of the air conditioning operation unit 53. FIG. Further, when the auxiliary heating/heating mode, the auxiliary heating/dehumidifying/heating mode, or the external air introduction auxiliary heating/heating mode is executed, it is also displayed that the operation of the compressor 2 is restricted.

In this manner, if the heat pump controller 32 executes a notification operation (display) on the display 53A when the accumulated operating time CountTotal of the compressor 2 exceeds the upper limit value SH1, replacement maintenance of the compressor 2 can be performed at an early stage. will be able to encourage Also, as described above, when the auxiliary heating/heating mode is executed instead of the heating mode, and the auxiliary heating/dehumidifying/heating mode or the external air introduction auxiliary heating/heating mode is executed instead of the dehumidifying/heating mode, the user is informed of them. It is possible to notify and avoid the inconvenience of giving unnecessary worries. Further, when the replacement maintenance of the compressor 2 is performed, the integrated operating time of the operation limit index integrating section 70 is reset.

(13) Other indicators that can determine the operating limit of the compressor 2 In the above-described embodiment, the operation time of the compressor 2 was used as an indicator that allows the operating limit of the compressor 2 to be determined. In addition to the operating time, the following can be considered as indicators that can determine the operating limit of the compressor 2, and they can be considered individually, or in combination with the operating time and the following, or based on all of the following including the operating time. A limit may be determined.

(13-1) Number of Starts and Stops of Compressor 2 That is, since a relatively large starting current flows through the motor 99 when the compressor 2 is started, the switching elements 116U to 117W of the inverter device 102 deteriorate. become. Therefore, when determining the operating limit of the compressor 2, the number of start-ups of the compressor 2 is adopted as an index capable of determining the operating limit of the compressor 2. The number of starts is integrated for each operation mode, and when the accumulated number of times of starting, which is the integrated value of the total number of times of starting, exceeds a predetermined upper limit value SH2, the heat pump controller 32 performs each control and operation of (12) described above. may be executed.

In addition, since the number of starts can also be said to be the number of stops, the number of stops of the compressor 2 is adopted as an index capable of determining the operation limit of the compressor 2. is integrated for each operation mode, and when the integrated number of times of stop, which is the integrated value of the total number of times of stop, exceeds a predetermined upper limit value SH2, the heat pump controller 32 performs each control and operation of (12) described above. may be executed.

(13-2) Degree of Temperature Change of Switching Elements 16U to 17W of Inverter Device 102 of Compressor 2 When current flows through switching elements 116U to 117W of inverter device 102, heat is generated, and the degree of temperature change is large. In this case, it is known that the switching elements 116U to 117W deteriorate. Therefore, when determining the operating limit of the compressor 2, the degree of temperature change of each of the switching elements 116U to 117W may be employed as an index for determining the operating limit of the compressor 2. FIG.

In that case, based on the temperature data of each of the switching elements 116U to 117W transmitted from the inverter device 102 of the compressor 2, for example, as indicated by the dashed line in FIG. , and the number of times the temperature change ΔT per predetermined time t1 exceeds this predetermined value ΔT1 as indicated by the solid line in the figure is integrated for each operation mode, and the integrated number of times, which is the integrated value of the total number of times, is a predetermined value. When the upper limit value SH3 is exceeded, the heat pump controller 32 executes each control and operation of (12) described above. It should be noted that the determination is not limited to the change in temperature rise as shown in FIG. 21, but may be determined based on the change in temperature drop.

(13-3) Degree of change in the current flowing through the switching elements 16U to 17W of the inverter device 102 of the compressor 2 Also, when the degree of change in the current flowing through the switching elements 116U to 117W of the inverter device 102 is large, each switching element It is known that deterioration of 116U to 117W progresses. Therefore, when determining the operating limit of the compressor 2, the degree of change in the current flowing through each of the switching elements 116U to 117W may be used as an index for determining the operating limit of the compressor 2. FIG.

In this case also, based on the data on the current flowing through each of the switching elements 116U to 117W transmitted from the inverter device 102 of the compressor 2, similarly, a predetermined large change in current per predetermined time t1 as indicated by the dashed line in FIG. A predetermined value .DELTA.I1 is set, and the number of times the change .DELTA.I in current per predetermined time t1 exceeds this predetermined value .DELTA.I1 as indicated by the solid line in FIG. When the number of times exceeds a predetermined upper limit value SH4, the heat pump controller 32 executes each control and operation of (12) described above. It should be noted that the judgment may be made not only by the rising change of the current value as shown in FIG. 21, but also by the decreasing change of the current value.

(13-4) Degree of Change in Rotational Speed of Compressor 2 It is also known that deterioration of the switching elements 116U to 117W progresses when the degree of change in the rotational speed of the motor 99 of the compressor 2 is large. . Therefore, when determining the operating limit of the compressor 2 , the degree of change in the rotation speed of the motor 99 of the compressor 2 may be used as an index for determining the operating limit of the compressor 2 .

In this case also, based on the data on the rotational speed of the motor 99 transmitted from the inverter device 102 of the compressor 2, as shown by the dashed line in FIG. , and the number of times the change ΔC in the number of rotations per predetermined time t1 exceeds this predetermined value ΔC1 as indicated by the solid line in the figure is integrated for each operation mode, and the integrated number of times, which is the integrated value of the total number of times, is When the predetermined upper limit value SH6 is exceeded, the heat pump controller 32 executes each control and operation of (12) described above. It should be noted that the determination is not limited to the upward change in the rotational speed as shown in FIG.

In the embodiment, in addition to the heating mode, there are dehumidifying heating mode, dehumidifying cooling mode, cooling mode, air conditioning (priority) + battery cooling mode, battery cooling (priority) + air conditioning mode, battery cooling (single) mode, defrosting mode, Although the present invention is applied to the vehicle air conditioner 1 that executes the battery heating mode, the invention of claim 1 is not limited to this, and the vehicle air conditioner that executes only the heating mode or any of the above operation modes in addition to it. It is also applicable to harmonizing devices.

Further, the configurations of the refrigerant circuit R and the control device 11 described in the embodiment are not limited to them, and needless to say, can be changed within the scope of the present invention.

1 Vehicle Air Conditioning Device 2 Compressor 3 Air Flow Path 4 Radiator 6 Outdoor Expansion Valve 7 Outdoor Heat Exchanger 8 Indoor Expansion Valve 9 Heat Absorber 11 Control Device 23 Auxiliary Heater (Auxiliary Heating Device)
32 heat pump controller (constituting part of the control device)
45 air conditioning controller (constitutes part of the control device)
53A display (notification device)
55 Battery (target for temperature control)
61 Equipment temperature adjustment device 64 Refrigerant-heat medium heat exchanger (heat exchanger for temperature controlled object)
68 Auxiliary expansion valve 70 Operation limit index integrating unit 99 Motor 102 Inverter device 116U to 117W Switching element R Refrigerant circuit

Claims (10)

a compressor that compresses a refrigerant;
an air flow passage through which air supplied to the vehicle interior flows;
a radiator for radiating heat from a refrigerant to heat the air supplied from the air flow passage into the vehicle interior;
an outdoor heat exchanger provided outside the vehicle;
an auxiliary heating device for heating the air supplied from the air flow passage into the vehicle interior;
with a control device,
The controller at least:
In a vehicle air conditioner that executes a heating mode in which the refrigerant discharged from the compressor is radiated by the radiator, the heat-dissipated refrigerant is decompressed, and heat is absorbed by the outdoor heat exchanger,
The control device has an operation limit index accumulating unit that accumulates an index that can determine the operation limit of the compressor, and when the integrated value of the index exceeds a predetermined upper limit value, instead of the heating mode, An air conditioner for a vehicle, characterized in that an auxiliary heating/heating mode is executed in which the compressor is stopped and the air supplied to the vehicle interior is heated by the auxiliary heating device. The index that can determine the operating limit of the compressor is the operating time of the compressor, the number of times the compressor is started, the number of times the compressor is stopped, and the degree of temperature change of the switching element of the inverter device that drives the compressor. exceeds a predetermined value, the number of times the degree of change in the current flowing through the switching element exceeds a predetermined value, and the number of times the degree of change in the rotation speed of the motor of the compressor exceeds a predetermined value. or a combination thereof or all of them. The control device executes the auxiliary heating/heating mode on condition that the heating capacity of the auxiliary heating device satisfies the required heating capacity when the integrated value of the index exceeds the upper limit. The vehicle air conditioner according to claim 1 or 2. a heat absorber for absorbing heat from a refrigerant and cooling the air supplied from the air flow passage into the vehicle interior;
The control device, in addition to the heating mode,
A dehumidifying heating mode in which the refrigerant discharged from the compressor is radiated by the radiator, the heat-dissipated refrigerant is decompressed, and heat is absorbed by the heat absorber and the outdoor heat exchanger;
A dehumidifying cooling mode in which the refrigerant discharged from the compressor is radiated by the radiator and the outdoor heat exchanger, and after the refrigerant that has released the heat is decompressed, heat is absorbed by the heat absorber;
Any one of the cooling modes in which the refrigerant discharged from the compressor is radiated by the outdoor heat exchanger, the heat-dissipated refrigerant is decompressed, and heat is absorbed by the heat absorber, or a combination thereof, or 4. The vehicle air conditioner according to any one of claims 1 to 3, comprising all of . a heat absorber for absorbing heat from a refrigerant and cooling the air supplied from the air flow passage into the vehicle interior;
The control device is
A dehumidifying heating mode in which the refrigerant discharged from the compressor is radiated by the radiator, the heat-dissipated refrigerant is decompressed, and heat is absorbed by the heat absorber and the outdoor heat exchanger;
Having a cooling mode in which the refrigerant discharged from the compressor is radiated by the outdoor heat exchanger, the radiated refrigerant is decompressed, and the heat is absorbed by the heat absorber,
When there is a request to dehumidify the interior of the vehicle while the integrated value of the index exceeds the upper limit, an auxiliary heating dehumidifying heating mode in which the auxiliary heating device generates heat in the cooling mode instead of the dehumidifying heating mode. 5. The vehicle air conditioner according to any one of claims 1 to 4, wherein: a suction switching damper for controlling air introduced into the air flow passage between inside air and outside air;
The control device is
Having a dehumidifying heating mode in which the refrigerant discharged from the compressor is radiated by the radiator, the heat-dissipated refrigerant is decompressed, and heat is absorbed by the heat absorber and the outdoor heat exchanger,
When there is a request to dehumidify the interior of the vehicle while the integrated value of the index exceeds the upper limit, the compressor is stopped and the air flow passage is forcibly switched instead of the dehumidifying and heating mode. 5. The vehicle air conditioner according to any one of claims 1 to 4, wherein an outside air introduction auxiliary heating/heating mode is executed in which outside air is introduced into the auxiliary heating device to heat the auxiliary heating device. Equipped with a device temperature adjustment device having a heat exchanger for a temperature control target that cools a temperature control target provided in the vehicle with a refrigerant,
The control device causes the refrigerant discharged from the compressor to radiate heat in the outdoor heat exchanger, reduces the pressure of the radiated refrigerant, and then absorbs heat in the temperature control target heat exchanger , thereby 7. The vehicle air conditioner according to any one of claims 1 to 6, characterized by having an operation mode for cooling an object to be temperature controlled. The control device determines whether or not the device temperature adjustment device is provided, and
8. The vehicle air conditioner according to claim 7, wherein the upper limit value is lowered when the device temperature adjustment device is provided compared to when the device temperature adjustment device is not provided. Equipped with a predetermined notification device,
9. The control device according to any one of claims 1 to 8, characterized in that, when the integrated value of the index exceeds the upper limit value, the notification device performs a predetermined notification operation. Vehicle air conditioner. 10. The vehicle air conditioner according to any one of claims 1 to 9, wherein the auxiliary heating device comprises an electric heater.

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