JP7233915B2 - 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 a compressor, a radiator, a heat absorber (evaporator), and an outdoor heat exchanger are connected. Heat is generated by radiating heat from the discharged refrigerant in a radiator, and evaporating (absorbing heat) the refrigerant that has radiated heat in this radiator in an outdoor heat exchanger. A device for air-conditioning a vehicle interior by cooling by evaporating (absorbing heat) in a vessel has been developed (see, for example, Patent Document 1).

On the other hand, for example, when a battery is used in a high-temperature environment due to self-heating due to charging and discharging, its performance deteriorates and deterioration progresses, and eventually there is a risk of malfunction and damage. Therefore, a battery has been developed in which a heat exchanger (evaporator) is provided to cool the battery, and the refrigerant that circulates in the refrigerant circuit is circulated through this heat exchanger to cool the battery. (For example, see Patent Document 2 and Patent Document 3).

JP 2016-64704 A Japanese Patent No. 5860360 Japanese Patent No. 5860361

As described above, in a vehicle air conditioner having a plurality of evaporators, for example, it is necessary to cool the object to be temperature controlled from the operating state in which the vehicle interior is air-conditioned by evaporating the refrigerant with the heat absorber (evaporator). If the operating state shifts to a state in which the refrigerant is also passed through the heat exchanger (evaporator) for the temperature control target, the compressor capacity (target rotation speed) will be insufficient due to the increase in heat exchange paths including them. As a result, the temperature of the air blown into the passenger compartment increases, and the cooling of the object to be temperature-controlled is delayed.

Also, when the operating state in which the refrigerant flows through the heat exchanger (evaporator) for the object to be temperature controlled changes to the operating state in which the refrigerant also flows into the heat absorber (evaporator) due to the need to cool the passenger compartment, the compression Since the capacity of the machine (target rotation speed) is insufficient, the air conditioning in the passenger compartment is delayed and the cooling capacity of the object to be temperature controlled is also reduced. There was also a problem that cooling of the object to be temperature controlled was also hindered.

Here, the target rotation speed of the compressor is calculated by a feedforward operation based on the target temperature of the heat absorber when cooling the vehicle interior, for example, as described in the above-mentioned Patent Document 1. and a feedback manipulated variable calculated by feedback calculation based on the target temperature and the actual temperature of the heat absorber. Therefore, if a certain amount of time has passed after the transition, it is possible to satisfy the target temperature by the feedback manipulated variable, but the responsiveness is low.

The present invention has been made to solve such conventional technical problems, and solves the shortage of compressor capacity (target rotation speed) when the operating state shifts to an operation state in which the number of evaporators that evaporate the refrigerant increases. An object of the present invention is to provide a vehicular air conditioner with improved responsiveness.

A vehicle air conditioner of the present invention comprises a compressor for compressing a refrigerant, a heat absorber for evaporating the refrigerant and cooling the air supplied to the vehicle interior, and a heated air conditioner mounted on the vehicle for evaporating the refrigerant. A temperature control target heat exchanger for cooling the temperature control target, a heat absorber valve device for controlling the flow of refrigerant to the heat absorber, and a temperature control target heat exchanger for controlling the flow of refrigerant to the heat absorber. A vehicle interior is air-conditioned by at least a temperature control target valve device and a control device, wherein the control device at least opens the temperature control target valve device and causes the temperature control target heat exchanger to supply refrigerant. a temperature-controlled target cooling (single) mode in which the temperature of the temperature-controlled target heat exchanger or the temperature of the target cooled by it is controlled to control the rotation speed of the compressor and close the heat absorber valve device; The temperature control target valve device is opened, the refrigerant is evaporated in the temperature control target heat exchanger, and the rotation speed of the compressor is determined based on the temperature of the temperature control target heat exchanger or the temperature of the target cooled by it. By controlling the opening and closing of the heat absorber valve device based on the temperature of the heat absorber, it has a temperature control target cooling (priority) + air conditioning mode that evaporates the refrigerant in the heat absorber, and has a temperature control target cooling ( Single) mode and temperature controlled object cooling (priority) + air conditioning mode, the target rotation speed of the compressor is calculated by feedforward calculation based on the target temperature of the temperature controlled object heat exchanger or the object cooled by it. At the same time, in the temperature control target cooling (priority) + air conditioning mode, the feedforward operation amount calculated by the feedforward calculation is corrected in the direction of increasing it more than in the temperature control target cooling (single) mode. and

In the vehicle air conditioner of the invention of claim 2, in the above invention, the control device controls the target rotation speed of the compressor by feedback calculation based on the temperature of the heat exchanger for the temperature controlled object or the object cooled by it and the target temperature. is calculated, and the target rotational speed of the compressor is determined based on the sum of the feedforward manipulated variable and the feedback manipulated variable.

In the vehicle air conditioner of the invention of claim 3 , in each of the above inventions , in the temperature control target cooling (priority) + air conditioning mode, when the heat sink valve device is opened, the temperature control target cooling (individual ) mode, the feedforward manipulated variable calculated by the feedforward calculation based on the target temperature of the heat exchanger for temperature control or the object cooled by it is corrected in the direction of increasing it.

In the vehicle air conditioner of the invention of claim 4 , in each of the above inventions , the control device controls the temperature of the object to be cooled by the heat absorber and the target temperature of the heat absorber in the temperature controlled object cooling (priority) + air conditioning mode. A correction value for correcting the feedforward manipulated variable is calculated based on.

In the vehicle air conditioner of the invention of claim 5 , in each of the above inventions , the control device opens the heat absorber valve device, evaporates the refrigerant in the heat absorber, and controls the rotation speed of the compressor based on the temperature of the heat absorber. Then, the air conditioning (single) mode in which the valve device for the temperature control object is closed, the heat sink valve device is opened, the refrigerant is evaporated by the heat absorber, the rotation speed of the compressor is controlled based on the temperature of the heat absorber, and the Air conditioning that evaporates the refrigerant in the heat exchanger for temperature control by controlling the opening and closing of the valve device for temperature control based on the temperature of the heat exchanger for temperature control or the temperature of the object cooled by it (priority) + Temperature control object cooling mode, in this air conditioning (priority) + temperature control object cooling mode, feed calculated by feedforward calculation based on the target temperature of the heat sink rather than the air conditioning (single) mode It is characterized by correcting in the direction of increasing the forward operation amount.

In the vehicle air conditioner of the invention of claim 6 , in the above invention, when the control device opens the valve device for the temperature control target in the air conditioning (priority) + temperature control target cooling mode, the air conditioning (single) mode Rather, the feedforward manipulated variable calculated by the feedforward calculation based on the target temperature of the heat absorber is corrected in the direction of increasing it.

In the vehicle air conditioner of the invention of claim 7 , in the invention of claim 5 or 6 , in the air conditioning (priority) + temperature controlled target cooling mode, the control device uses the heat exchanger for the temperature controlled target A correction value for correcting the feedforward manipulated variable is calculated based on the temperature of the object to be cooled and its target temperature.

According to the present invention, a compressor for compressing a refrigerant, a heat absorber for evaporating the refrigerant to cool the air supplied to the vehicle interior, and a heat absorber for evaporating the refrigerant to cool an object to be temperature controlled mounted on the vehicle. a heat exchanger for a temperature control target for controlling the flow of refrigerant to the heat absorber; a heat absorber valve device for controlling the flow of refrigerant to the heat absorber; A vehicle air conditioning apparatus that includes at least a valve device and a control device and air-conditions a vehicle interior , wherein the control device opens at least the valve device for the temperature control object and causes the heat exchanger for the temperature control object to evaporate the refrigerant. , a temperature controlled object cooling (single) mode in which the number of revolutions of the compressor is controlled based on the temperature of the temperature controlled object heat exchanger or the temperature of the object cooled by it, and the heat absorber valve device is closed; The control target valve device is opened, the refrigerant is evaporated in the temperature control target heat exchanger, and the rotation speed of the compressor is controlled based on the temperature of the temperature control target heat exchanger or the temperature of the target cooled by it. Then, by controlling the opening and closing of the heat absorber valve device based on the temperature of the heat absorber, there is a temperature control target cooling (priority) + air conditioning mode that evaporates the refrigerant in the heat absorber, and a temperature control target cooling (single) In the mode and temperature control object cooling (priority) + air conditioning mode, the target rotation speed of the compressor is calculated by feedforward calculation based on the target temperature of the temperature control object heat exchanger or the object cooled by it, In the temperature control object cooling (priority) + air conditioning mode, the feedforward operation amount calculated by the feedforward calculation is corrected in the direction of increasing it more than in the temperature control object cooling (single) mode. Quickly solves the lack of compressor performance (target rotation speed) when switching from temperature- controlled target cooling (single) mode to temperature-controlled target cooling (priority) + air conditioning mode , and improves responsiveness. Reliability and marketability can be improved.

In addition, in the temperature control target cooling (single) mode, only the temperature control target is cooled, and in the temperature control target cooling (priority) + air conditioning mode, the temperature control target is preferentially cooled while the air conditioning in the vehicle is also performed. In addition, it becomes possible to smoothly switch between the temperature controlled object cooling (single) mode and the temperature controlled object cooling (priority)+air conditioning mode.

Then, from the temperature controlled target cooling (single) mode in which the refrigerant evaporates in the temperature controlled target heat exchanger, the temperature controlled target cooling (in which the refrigerant evaporates in both the temperature controlled target heat exchanger and the heat absorber) priority) + air conditioning mode, it is possible to quickly and smoothly solve the shortage of compressor capacity (target rotation speed).

In particular, in this temperature-controlled target cooling (priority) + air conditioning mode, rather than the temperature-controlled target cooling (single) mode, Since the feedforward manipulated variable calculated by the feedforward calculation is corrected in the direction of increasing It is possible to maintain followability of the rotation speed control of the compressor based on this, and to ensure quick response of the vehicle interior air conditioning. Further, even when the heat absorber valve device is closed, the followability of the compressor speed control is maintained to avoid the inconvenience of excessive cooling of the object to be temperature controlled (so-called overshoot). Become.

In this case, as in the second aspect of the invention, the control device determines the feedback operation amount of the target rotation speed of the compressor by feedback calculation based on the temperature of the heat exchanger for the temperature control object or the object to be cooled by it and the target temperature. In addition, if the target rotation speed of the compressor is determined based on the value obtained by adding the feedforward manipulated variable and the feedback manipulated variable, after switching to the temperature control target cooling (priority) + air conditioning mode , As time elapses, the target rotational speed of the compressor changes without hindrance in the direction of converging the temperature of the temperature-controlled heat exchanger or the object cooled by it to the target temperature.

Further, as in the invention of claim 3 , when the control device opens the heat absorber valve device in the temperature controlled object cooling (priority) + air conditioning mode, the If the feedforward manipulated variable calculated by the feedforward calculation based on the target temperature of the target heat exchanger or the target cooled by it is corrected in the direction of increasing It becomes possible to correct the feedforward manipulated variable.

Further, as in the invention of claim 4 , in the temperature-controlled object cooling (priority) + air conditioning mode, the control device determines the feedforward manipulated variable based on the temperature of the object to be cooled by the heat absorber and the target temperature of the heat absorber. By calculating the correction value to be corrected, it becomes possible to accurately correct the feedforward manipulated variable according to the load of the heat absorber.

Further, as in the invention of claim 5 , the control device opens the heat absorber valve device, evaporates the refrigerant in the heat absorber, controls the rotation speed of the compressor based on the temperature of the heat absorber, and The air conditioning (single) mode that closes the device, opens the valve device for the heat absorber , evaporates the refrigerant in the heat absorber, controls the rotation speed of the compressor based on the temperature of the heat absorber, and controls the heat exchanger for the temperature control target or If the air conditioning (priority) + temperature controlled object cooling mode that controls the opening and closing of the temperature controlled object valve device based on the temperature of the object to be cooled is provided, the air conditioning (single) mode can control the air conditioning of the vehicle interior In the air conditioning (priority) + temperature controlled object cooling mode, the temperature controlled object can also be cooled while preferentially air conditioning the vehicle interior.

Then, in this air conditioning (priority) + temperature controlled cooling mode, the feedforward operation amount calculated by feedforward calculation based on the target temperature of the heat absorber is corrected in the direction of increasing it more than in the air conditioning (single) mode. By doing so, it is possible to maintain followability of the rotation speed control of the compressor based on the temperature of the heat absorber when the valve device for the temperature control target is opened, and to ensure the quick response of cooling the temperature control target. be able to In addition, even when the temperature controlled valve device is closed, it is possible to maintain followability of the compressor rotation speed control and avoid the inconvenience of excessive cooling of the passenger compartment (so-called overshoot). become.

In this case, as in the invention of claim 6 , when the control device opens the valve device for the temperature control target in the air conditioning (priority) + temperature control target cooling mode, the heat absorber is If the feedforward manipulated variable calculated by the feedforward calculation based on the target temperature is corrected in the direction of increasing it, the feedforward manipulated variable can be finely corrected according to the opening and closing of the temperature-controlled valve device. become.

In addition, in the air conditioning (priority) + temperature controlled target cooling mode, the control device, as in the seventh aspect of the invention , feeds based on the temperature of the target to be cooled by the temperature controlled target heat exchanger and its target temperature. By calculating the correction value for correcting the forward manipulated variable, it becomes possible to accurately correct the feedforward manipulated variable in accordance with the load of the heat exchanger to be temperature-controlled.

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; 3 is a configuration diagram of a vehicle air conditioner for explaining an air conditioning (priority)+battery cooling mode and a battery cooling (priority)+air conditioning mode by a heat pump controller of the control device of FIG. 2; FIG. FIG. 3 is a configuration diagram of the vehicle air conditioner for explaining a battery cooling (single) 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 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 yet another control block diagram relating to compressor control of the heat pump controller of the control device of FIG. 2. FIG. FIG. 3 is a diagram illustrating control by a heat pump controller of the control device of FIG. 2 when switching between a battery cooling (single) mode and a battery cooling (priority)+air conditioning mode; FIG. 3 is a diagram illustrating control by a heat pump controller of the control device in FIG. 2 when switching between a cooling mode and an air conditioning (priority)+battery cooling mode;

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 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. .

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.

Of these modes, the cooling mode is an embodiment of the air conditioning (single) mode of the present invention, and the battery cooling (single) mode is an embodiment of the temperature controlled target cooling (single) mode of the present invention. In addition, the air conditioning (priority) + battery cooling mode is the air conditioning (priority) + temperature controlled cooling mode in the present invention, and the battery cooling (priority) + air conditioning mode is the temperature controlled target cooling (priority) + in the present invention. This is an example of the air conditioning mode.

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, although the battery 55, the driving motor, the inverter controlling them, and the like are subject to temperature control mounted on the vehicle in the present invention, the battery 55 will be described as an example in the following embodiments.

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. The outdoor expansion valve 6 consists of a radiator 4 that releases the heat of the refrigerant (releases the heat of the refrigerant) and an electric valve (electronic expansion valve) that decompresses and expands the refrigerant during heating. The indoor expansion valve 8 consists of an outdoor heat exchanger 7 that exchanges heat between the refrigerant and the outside air to function as an evaporator that absorbs heat (heat is absorbed by the refrigerant), and a mechanical expansion valve that decompresses and expands the refrigerant. A heat absorber 9 as an evaporator provided in the air flow passage 3 to absorb heat (evaporate) into the refrigerant from inside and outside the vehicle interior during cooling and dehumidification, and an accumulator 12 and the like are sequentially connected by a refrigerant pipe 13 to form a refrigerant circuit. R is constructed.

The outdoor expansion valve 6 decompresses and expands the refrigerant coming out of the radiator 4 and flowing into the outdoor heat exchanger 7, and can also be fully closed. Further, the indoor expansion valve 8 , which uses 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 an electromagnetic valve 17 (for cooling) as an open/close valve, and the refrigerant pipe 13B on the outlet side of the subcooling section 16 includes a check valve 18, an indoor expansion valve 8, and an endothermic It is connected to the refrigerant inlet side of the heat absorber 9 through an electromagnetic valve 35 (for cabin) as a device valve device. Note that 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 . Furthermore, in the embodiment, the indoor expansion valve 8 and the solenoid valve 35 are constructed by an expansion valve with a solenoid valve.

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 passed through an electromagnetic valve 21 (for heating) as an on-off valve that is opened during heating. It is communicated with the refrigerant pipe 13C on the refrigerant outlet side of the heat absorber 9 . 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 downstream of the check valve 18 and upstream of the indoor expansion valve 8 via an electromagnetic valve 22 (for dehumidification) serving as an on-off valve that is opened during dehumidification. It is communicatively connected to the located refrigerant pipe 13B.

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. An electromagnetic valve 20 is connected in parallel to the outdoor expansion valve 6 as an open/close valve for bypass.

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 .

In addition, the intake switching damper 26 of the embodiment reduces the ratio of the outside air and the inside air flowing into the heat absorber 9 of the air flow passage 3 to 0 by opening and closing the outside air intake and the inside air intake of the intake port 25 at an arbitrary ratio. It is configured so that it can be adjusted between ~100%. In the present application, the ratio of outside air to inside air adjusted by the intake switching damper 26 is called an inside/outside air ratio RECrate. When the air ratio RECrate=0, the outside air introduction mode is set such that the outside air is 100% and the inside air is 0%. When 0<inside/outside air ratio RECrate<1, the inside/outside air ratio is 0%<inside air<100% and 100%>outside air>0%. That is, in the present application, the inside/outside air ratio RECrate means the ratio of the inside air in the air flowing into the heat absorber 9 of the air flow passage 3 .

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 to the battery 55, and a refrigerant-heat medium heat exchanger as a heat exchanger for a temperature control target, which is an evaporator. 64 and a heat medium heater 63 as a heating device, which are annularly connected to the battery 55 by a heat 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 . The heat medium that has exchanged heat with the battery 55 is sucked into the circulation pump 62 and circulated in the heat medium pipe 66 .

On the other hand, a branch pipe 67 as a branch circuit is installed in 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. one end is connected. 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 as a valve device for temperature control are sequentially provided. 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. Incidentally, in this embodiment, the auxiliary expansion valve 68 and the solenoid valve 69 are also constructed by expansion valves with solenoid valves.

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 In addition, the compressor 2 and 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, the compressor 2, the auxiliary heater 23, the circulation pump 62 and the heat exchanger are connected to the vehicle communication bus 65. The medium heater 63 is configured to transmit and receive data via the 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 air that is sucked into the air flow passage 3 from the suction port 25 and flows into the heat absorber 9, and an inside air temperature that detects the air temperature (inside air temperature Tin) in the vehicle compartment. A sensor 37, 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 that detects the temperature of the air blown out into the passenger compartment. A sensor 41, a solar radiation sensor 51 of, for example, a photosensor type for detecting the amount of solar radiation in the vehicle interior, a vehicle speed sensor 52 for detecting the moving speed of the vehicle (vehicle speed VSP), and settings in the vehicle interior. An air-conditioning operation unit 53 is connected for performing air-conditioning setting operations in the passenger compartment such as temperature and operation mode switching, and for displaying information. Incidentally, reference numeral 53A 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 a heat absorber temperature sensor that detects the temperature of the heat absorber 9 (refrigerant temperature of the heat absorber 9: heat absorber temperature Te) 48, an outdoor heat exchanger temperature sensor 49 that detects 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 TXO), and the temperature of the auxiliary heater 23 The outputs of auxiliary heater temperature sensors 50A (driver's seat side) and 50B (passenger's seat side) are connected.

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, the auxiliary heater 23, the circulation pump 62, and the heat medium heater 63 each incorporate a 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 .

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 . The battery controller 73 also includes a heat medium temperature sensor 76 for detecting the temperature of the heat medium (heat medium temperature Tw) on the inlet side of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 of the device temperature adjustment device 61. and the output of a battery temperature sensor 77 that detects the temperature of the battery 55 (the temperature of the battery 55 itself: battery temperature Tcell) is 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, battery temperature Tcell, battery The amount of heat generated by 55 (calculated by the battery controller 73 from the amount of electricity supplied) and the like are 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 on the charge completion time and the remaining charge time when charging the battery 55 is information supplied from an external charger such as a quick charger. Further, the vehicle controller 72 transmits the output Mpower of the running motor to the heat pump controller 32 and the air conditioning controller 45 .

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, 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. In the dehumidifying 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 selects the lower one of the compressor target rotation speed (the lower one of TGNCh and TGNCc, which will be described later) obtained from calculation of either the radiator pressure Pci or the heat absorber temperature Te. to control the compressor 2. 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 (air conditioning (single) 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 (air conditioning (priority) + temperature controlled cooling mode)
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 rotation speed of the compressor 2 is controlled so as to do so. 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. Note that the heat medium temperature Tw is employed as an index indicating the temperature of the battery 55, which is subject to temperature control in the embodiment (same below).

That is, the heat pump controller 32 sets the upper limit value TUL and the lower limit value TLL with a predetermined temperature difference above and below a predetermined target heat medium temperature TWO as a target value of the heat medium temperature Tw. Then, when the heat medium temperature Tw rises due to heat generation of the battery 55 or the like from the state where the electromagnetic valve 69 is closed and rises to the upper limit value TUL (when it exceeds the upper limit value TUL, or when it exceeds the upper limit value TUL (same below), the solenoid valve 69 is opened. 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 TLL (below the lower limit TLL, or below the lower limit TLL; hereinafter the same), the solenoid valve 69 is closed. 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 .

(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. In addition, after startup, the operating conditions such as the outside air temperature Tam, the target blowout temperature TAO, the heat medium temperature Tw and the battery temperature Tcell, the environmental conditions, changes in the setting conditions, and the battery cooling request (mode shift request) from the battery controller 73 , selects and switches each air conditioning operation.

(7) Battery cooling (priority) + air conditioning mode (cooling of temperature controlled object (priority) + air conditioning mode)
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 rotation speed of the compressor 2 is controlled as 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.

That is, the heat pump controller 32 sets the upper limit value TeUL and the lower limit value TeLL with a predetermined temperature difference above and below a predetermined target heat absorber temperature TEO as the target value of the heat absorber temperature Te. Then, when the heat absorber temperature Te rises from the state where the solenoid valve 35 is closed and 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; the same shall apply hereinafter). , the solenoid valve 35 is opened. 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 TeLL; hereinafter the same), the electromagnetic valve 35 is closed. 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.

(8) Battery cooling (single) mode (Temperature controlled object cooling (single) mode)
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.

(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 is connected to the quick charger and the battery 55 is charged. 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 of the compressor 2 (compressor target rotation speed) TGNCcb 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 based on the compressor target rotational speed TGNCh calculated based on the radiator pressure Pci.

In the compressor OFF control unit 84, the compressor target rotation speed TGNCh becomes the above-described lower limit rotation speed ECNpdLimLo, and the radiator pressure Pci is set to be above or below the target radiator pressure PCO. of the upper limit value PUL (state of exceeding the upper limit value PUL, or state of exceeding the upper limit value PUL; hereinafter the same) continues for a predetermined time th1, the compressor 2 is stopped and compression Enter the ON-OFF mode for ON-OFF control of the machine 2.

In the ON-OFF 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), the compressor 2 is started to operate 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 and return to 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 (feedforward) manipulated variable 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 fan 27) circulating in the air circulation passage 3, and the heat absorber temperature. An F/F manipulated variable (feedforward manipulated variable) TGNCcff0 of the compressor target rotation speed is calculated based on the target heat absorber temperature TEO, which is the target value of Te.

A predetermined correction value TGNCchos is added by the adder 101 to the F/F operation amount TGNCcff0 calculated by the F/F operation amount calculation unit 86, and then determined as the F/F operation amount TGNCcff. The correction value TGNCchos will be detailed later.

Further, the F/B manipulated variable calculation unit 87 calculates the F/B manipulated variable (feedback manipulated variable) TGNCcfb of the compressor target rotational 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 operation amount TGNCcff output from the adder 101 and the F/B operation amount TGNCcfb calculated by the F/B operation amount calculation unit 87 are added by the adder 88 and input to the limit setting unit 89 as TGNCc00. be.

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. In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 based on the compressor target rotational speed TGNCc calculated based on the heat absorber temperature Te.

Note that the compressor OFF control unit 91 sets the compressor target rotation speed TGNCc to the above-described lower limit rotation speed TGNCcLimLo, and the heat absorber temperature Te is set between the upper limit value TeUL and the lower limit value TeLL set above and below the target heat absorber temperature TEO. continues for a predetermined time tc1, the compressor 2 is stopped to enter the ON-OFF mode in which the compressor 2 is ON-OFF controlled.

In the ON-OFF mode of the compressor 2 in this case, when the heat absorber temperature Te rises to the upper limit TeUL, the compressor 2 is started and operated with the compressor target rotation speed TGNCc set to the lower limit rotation speed TGNCcLimLo, and the state When the heat absorber temperature Te drops to the lower limit TeLL at , the compressor 2 is stopped again. That is, the operation (ON) and stop (OFF) of the compressor 2 at the lower limit rotational speed TGNCcLimLo are repeated. Then, after the heat absorber temperature Te rises to the upper limit value TeUL and the compressor 2 is started, when the state where the heat absorber temperature Te does not fall below the upper limit value TeUL continues for a predetermined time tc2, the compressor 2 is turned ON in this case. - Ends the OFF mode and returns to the normal mode.

(11-3) Calculation of Compressor Target Rotation Speed TGNCcb 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. 13 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCcb of the compressor 2 based on the heat medium temperature Tw. The F/F (feedforward) manipulated variable calculator 92 of the heat pump controller 32 calculates the outside air temperature Tam, the output (%) of the outdoor fan 15, the battery temperature Tcell, and the flow rate Gw ( calculated from the output of the circulation pump 62) and the target heat medium temperature TWO, which is the target value of the heat medium temperature Tw, the F/F (feedforward manipulated variable) manipulated variable TGNCcbff0 of the compressor target rotation speed is calculated. .

A predetermined correction value TGNCcbhos is added by the adder 106 to the F/F operation amount TGNCcbff0 calculated by the F/F operation amount calculation unit 92, and then determined as the F/F operation amount TGNCcbff. The correction value TGNCcbhos will be detailed later.

Further, the F/B operation amount calculation unit 93 calculates the F/B operation amount (feedback operation amount) TGNCcbfb 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. Then, the F/F operation amount TGNCcbff output from the adder 106 and the F/B operation amount TGNCcbfb calculated by the F/B operation amount calculation unit 93 are added by the adder 94 and input to the limit setting unit 96 as TGNCcb00. be.

In the limit setting unit 96, the lower limit rotation speed TGNCcbLimLo and the upper limit rotation speed TGNCcbLimHi for control are set to TGNCcb0. In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 based on the compressor target rotational speed TGNCcb calculated based on the heat medium temperature Tw.

Note that the compressor OFF control unit 97 sets the compressor target rotation speed TGNCcb to the above-described lower limit rotation speed TGNCcbLimLo, and sets the heat medium temperature Tw between the upper limit value TUL and the lower limit value TLL set above and below the target heat medium temperature TWO. continues for a predetermined time tcb1, the compressor 2 is stopped and the ON-OFF mode for ON-OFF control of the compressor 2 is entered.

In the ON-OFF mode of the compressor 2 in this case, when the heat medium temperature Tw rises to the upper limit value TUL, the compressor 2 is started and operated with the compressor target rotation speed TGNCcb set to the lower limit rotation speed TGNCcbLimlo, and the state When the heat medium temperature Tw drops to the lower limit TLL at , the compressor 2 is stopped again. That is, the operation (ON) and stop (OFF) of the compressor 2 at the lower limit rotational speed TGNCcbLimLo are repeated. Then, after the heat medium temperature Tw rises to the upper limit value TUL and the compressor 2 is started, if the state where the heat medium temperature Tw does not fall below the upper limit value TUL continues for a predetermined time tcb2, the ON state of the compressor 2 in this case is determined. - Ends the OFF mode and returns to the normal mode.

(12) Correction control of F/F (feedforward) manipulated variable by heat pump controller 32 Next, with reference to FIGS. ) + battery cooling mode (air conditioning (priority) + temperature controlled object cooling mode) correction control of F/F operation amount, and battery cooling (single) mode (temperature controlled object cooling (single) mode) and battery cooling An example of F/F operation amount correction control in (priority) + air conditioning mode (cooling of temperature controlled object (priority) + air conditioning mode) will be described.

In this embodiment, the cooling mode (air conditioning (single) mode) and the battery cooling (single) mode (temperature controlled target cooling (single) mode) are defined as the first operating states of the present invention, and air conditioning (priority) + battery The cooling mode (air conditioning (priority) + temperature controlled target cooling mode) and battery cooling (priority) + air conditioning mode (temperature controlled target cooling (priority) + air conditioning mode) are defined as second operating states in the present invention.

When shifting from the battery cooling (single) mode to the battery cooling (priority) + air conditioning mode, the number of heat exchange paths including these increases, so the capacity (target rotation speed) of the compressor 2 becomes insufficient. Cooling of the battery 55 is delayed, and the temperature of the air blown into the vehicle interior becomes high. Also, when the cooling mode is shifted to the air conditioning (priority)+battery cooling mode, the temperature of the air blown into the passenger compartment similarly rises, giving discomfort to the user and delaying the cooling of the battery 55. will come to

Therefore, in this embodiment, the heat pump controller 32 corrects the F/F manipulated variable TGNCcbff in the battery cooling (priority) + air conditioning mode so that it is larger than in the battery cooling (single) mode, and the air conditioning (priority) + battery cooling In the mode, the F/F operation amount TGNCcff is corrected to be larger than in the cooling mode. Next, specific procedures will be described.

(12-1) Correction control of F/F operation amount TGNCcbff by heat pump controller 32 (Part 1)
Next, correction control of the F/F operation amount TGNCcbff in the battery cooling (single) mode and the battery cooling (priority)+air conditioning mode will be described with reference to FIGS. 13 and 14. FIG. The correction value calculation unit 107 for cooperation of the heat pump controller 32 in FIG. 13 calculates the correction value for cooperation TGNCcbhos1 of the F/F operation amount TGNCcbff using the following formula (II).
TGNCcbffhos1=K1×(Tein−TEO)×Ga×Cpa×γa×SW×1.16
. . . (II)
Here, Tein is the temperature of the air flowing into the heat absorber 9, TEO is the target heat absorber temperature, and Ga is the volume of the air flowing through the air flow passage 3. be. K1 is a coefficient, Cpa is the steady-state specific heat of air, γa is the specific gravity of air, and SW is the air volume ratio by the air mix damper 28 .

Here, in the case of the embodiment, when the ratio of outside air to inside air (inside/outside air ratio RECrate) of the air flowing through the air flow passage 3 changes, the temperature of the air flowing into the heat absorber 9 (the air flowing into the heat absorber 9 temperature Tein) changes. Therefore, the heat pump controller 32 calculates and estimates the temperature Tein of the air flowing into the heat absorber 9 based on the inside/outside air ratio RECrate using the following equations (III) and (IV).
Tein=(INTL2*Tein0+Tau2*Teinz)/(Tau2+INTL2)
... (III)
Tein0=Tam×(1−RECrate×E1)+Tin×RECrate×E1+H1
... (IV)
Here, INTL2 is the calculation cycle (constant), Tau2 is the first-order lag time constant, Tein0 is the steady state value of the temperature Tein of the air flowing into the heat sink 9 before the first-order lag calculation, and Teinz is the temperature flowing into the heat sink 9. is the previous value of the air temperature Tein. In addition, Tam is the outside air temperature, Tin is the inside air temperature, E1 is the adjustment error (correction term) due to the structural variation of the suction switching damper 26 and the variation in the stop position, and H1 is the amount of heat received from the indoor fan 27 (heat generated during operation). is the amount by which the air is heated by the indoor blower 27, which is the offset).

That is, the correction value calculation unit 107 for cooperation calculates a correction value for cooperation TGNCcbhos1 based on the difference (Tein-TEO) between the temperature Tein of the air flowing into the heat absorber 9 and the target heat absorber temperature TEO, which is the target temperature of the heat absorber 9. Calculate The temperature Tein of the air flowing into the heat absorber 9 is the temperature of the object to be cooled by the heat absorber 9, and the target heat absorber temperature TEO is the target temperature of the heat absorber 9. Therefore, the correction value for coordination TGNCcbhos1 is It increases as the temperature Tein of the air flowing into the heat absorber 9 is higher than the target heat absorber temperature TEO.

Correction value for cooperation TGNCcbhos1 calculated by correction value for cooperation calculator 107 is input to switch 109 . A value without correction (=0) is also input to the switch 109, and the switch 109 is switched by the operating state determination unit 108 to select either the correction value for cooperation TGNCcbhos1 or no correction (0) as the correction value. Output as TGNCcbhos. The operating state determination unit 108 of this embodiment determines whether the vehicle air conditioner 1 is in the battery cooling (single) mode (first operating state) or the battery cooling (priority)+air conditioning mode (second operating state). is input, and in the case of the battery cooling (single) mode, the operating state determination unit 108 switches the switch 109 to the no correction (0) side. Therefore, in the battery cooling (single) mode, the correction value TGNCcbhos with no correction (0) is output from the switch 109 and input to the adder 106. The /F operation amount TGNCcbff0 is input to the adder 94 as it is as the F/F operation amount TGNCcbff without being corrected.

On the other hand, in the case of the battery cooling (priority)+air conditioning mode, the operating state determination unit 108 switches the switch 109 to the correction value for cooperation TGNCcbhos1 side. Therefore, in the battery cooling (priority) + air conditioning mode, the correction value TGNCcbhos1 for cooperation is output from the switch 109 as the correction value TGNCcbhos and input to the adder 106, so that the F/F operation amount calculation unit 92 calculates A value obtained by adding the cooperation correction value TGNCcbhos1 to the F/F operation amount TGNCcbff0 is input to the adder 94 as the F/F operation amount TGNCcbff.

This situation is shown in FIG. The top row in FIG. 14 shows the operation mode (operation state), the second row from the top shows the state of the solenoid valve 69, and the third row from the top shows the state of the solenoid valve 35. FIG. The second row from the bottom shows the value of the F/F operation amount TGNCcbff output from the adder 106, and the bottom row shows changes in the compressor target rotation speed TGNCcb. In the figure, X1 is the offset due to the correction value for cooperation TGNCcbhos1, and X2 indicates the change due to the F/B operation amount TGNCcbfb calculated by the F/B operation amount calculator 93 after the operation mode is switched.

Thus, in this embodiment, in the battery cooling (priority) + air conditioning mode (second operating state), the F/F operation amount calculation unit 92 Since the F/F operation amount TGNCcbff calculated by is corrected in the direction of increasing it, the capacity of the compressor 2 (compression Insufficient machine target rotational speed TGNCcb) can be quickly resolved, responsiveness can be improved, and reliability and marketability can be improved.

Further, the heat pump controller 32 determines the target compressor rotation speed TGNCcb based on the sum of the F/F operation amount TGNCcbff and the F/B operation amount TGNCcbfb calculated by the F/B operation amount calculation unit 93. After switching to the (priority)+air conditioning mode, the target compressor rotation speed TGNCcb changes without hindrance in the direction in which the heat medium temperature Tw converges to the target heat medium temperature TWO as time elapses.

In addition, it is possible to maintain followability of the rotational speed control of the compressor 2 based on the heat medium temperature Tw when the electromagnetic valve 35 is opened, and to ensure quick response of the vehicle interior air conditioning. Furthermore, even when the electromagnetic valve 35 is closed, the followability of the rotation speed control of the compressor 2 can be maintained to avoid the problem of excessive cooling of the battery 55 (so-called overshoot).

In the embodiment, in the battery cooling (priority)+air conditioning mode, the heat pump controller 32 controls the temperature Tein of the air flowing into the heat absorber 9, which is the temperature to be cooled by the heat absorber 9, and the target heat absorber temperature TEO. Since the correction value for cooperation TGNCcbhos1 for correcting the F/F operation amount TGNCcbff is calculated based on the above, the F/F operation amount TGNCcbff can be accurately corrected according to the load of the heat absorber 9. .

(12-2) Correction control of F/F operation amount TGNCcbff by heat pump controller 32 (part 2)
In the above embodiment, the F/F operation amount TGNCcbff is corrected with the battery cooling (single) mode as the first operating state in the present invention, and the battery cooling (priority) + air conditioning mode as the second operating state in the present invention. However, not limited to this, the state in which the solenoid valve 35 is closed in the battery cooling (priority) + air conditioning mode is defined as the first operating state in the present invention, and the state in which the solenoid valve 35 is open is defined as the second operating state in the present invention. The F/F operation amount TGNCcbff may be corrected as the operating state.

In that case, the operating state determination unit 108 determines whether the vehicle air conditioner 1 is in the battery cooling (priority)+air conditioning mode and the solenoid valve 35 is closed (first operating state), or the solenoid valve 35 is open. (second operating state) is input. Then, when the solenoid valve 35 is closed in the battery cooling (priority) + air conditioning mode, the operating state determination unit 108 switches the switch 109 to the non-correction (0) side. Therefore, in the battery cooling (priority) + air conditioning mode, when the solenoid valve 35 is closed, the correction value TGNCcbhos without correction (0) is output from the switch 109 and input to the adder 106, so that F/F The F/F operation amount TGNCcbff0 calculated by the operation amount calculation unit 92 is directly input to the adder 94 as the F/F operation amount TGNCcbff without being corrected. The operation state determination unit 108 treats the battery cooling (single) mode and other air conditioning operations in the same manner as the battery cooling (priority) + air conditioning mode and the solenoid valve 35 is closed.

On the other hand, when the solenoid valve 35 is open in the battery cooling (priority) + air conditioning mode, the operating state determination unit 108 switches the switch 109 to the correction value TGNCcbhos1 for cooperation side. Therefore, when the solenoid valve 35 is open in the battery cooling (priority) + air conditioning mode, the correction value TGNCcbhos1 for cooperation is output from the switch 109 as the correction value TGNCcbhos and input to the adder 106, so that F/F operation is performed. A value obtained by adding the cooperation correction value TGNCcbhos1 to the F/F operation amount TGNCcbff0 calculated by the amount calculator 92 is input to the adder 94 as the F/F operation amount TGNCcbff.

In this way, when the heat pump controller 32 opens the solenoid valve 35 in the battery cooling (priority) + air conditioning mode, the F/F calculated by the F/F operation amount calculation unit 92 is higher than in the battery cooling (single) mode. By correcting the F operation amount TGNCcbff in the direction of increasing it, the F/F operation amount TGNCcbff can be finely corrected according to the opening/closing of the solenoid valve 35 .

(12-3) Correction control of F/F operation amount TGNCcff by heat pump controller 32 (part 1)
First, an example of correction control of the F/F manipulated variable TGNCcff in the cooling mode and the air conditioning (priority)+battery cooling mode will be described with reference to FIGS. 12 and 15. FIG. The correction value calculation unit 102 for cooperation of the heat pump controller 32 in FIG. 12 calculates the correction value for cooperation TGNCchos1 of the F/F operation amount TGNCcff using the following formula (V).
TGNCcffhos1=K2×(Tw−TWO)×Gw×Cpw×γw×4.186×10 ³ ×16.7
..(V)
Here, Tw is the heat medium temperature, TWO is the target heat medium temperature, and Gw is the flow rate of the heat medium in the device temperature adjustment device 61, all of which are input to the correction value calculation unit 102 for cooperation. K2 is the coefficient, Cpw is the steady-state specific heat of the heat medium, and γw is the specific gravity of the heat medium. That is, the cooperation correction value calculation unit 102 calculates the heat medium temperature Tw, which is the temperature of the heat medium on the inlet side of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64, and the target heat medium temperature TWO, which is the target temperature. A correction value for coordination TGNCchos1 is calculated based on the difference (Tw-TWO). The heat medium temperature Tw is the temperature of the object to be cooled by the refrigerant-heat medium heat exchanger 64, and the target heat medium temperature TWO is the target temperature. The higher the heat medium temperature than TWO, the larger it becomes.

The correction value for cooperation TGNCchos1 calculated by the correction value for cooperation calculator 102 is input to the switch 104 . A value without correction (=0) is also input to the switch 104, and the switch 104 is switched by the operating state determination unit 103 to select either the correction value for cooperation TGNCchos1 or no correction (0) as the correction value. Output as TGNCchos. The operating state determination unit 103 of this embodiment determines whether the vehicle air conditioner 1 is in the cooling mode (first operating state) or in the air conditioning (priority)+battery cooling mode (second operating state). If it is input and it is in the cooling mode, the operating state determination unit 103 switches the switch 104 to the non-correction (0) side. Therefore, in the cooling mode, the correction value TGNCchos without correction (0) is output from the switch 104 and input to the adder 101, so that the F/F operation amount calculated by the F/F operation amount calculation unit 86 is TGNCcff0 is directly input to the adder 88 as the F/F operation amount TGNCcff without being corrected.

On the other hand, in the air conditioning (priority)+battery cooling mode, the operating state determination unit 103 switches the switch 104 to the correction value for cooperation TGNCchos1 side. Therefore, in the air conditioning (priority) + battery cooling mode, the coordination correction value TGNCchos1 is output from the switch 104 as the correction value TGNCchos and is input to the adder 101. A value obtained by adding the cooperation correction value TGNCchos1 to the F/F operation amount TGNCcff0 is input to the adder 88 as the F/F operation amount TGNCcff.

This situation is shown in FIG. 15 shows the operation mode (operating state), the second row from the top shows the state of the solenoid valve 35, and the third row from the top shows the state of the solenoid valve 69. As shown in FIG. The second row from the bottom shows the value of the F/F operation amount TGNCcff output from the adder 101, and the bottom row shows the change in the compressor target rotation speed TGNCc. In the figure, X3 is the offset due to the correction value for cooperation TGNCchos1, and X4 indicates the change due to the F/B operation amount TGNCcfb calculated by the F/B operation amount calculator 87 after the operation mode is switched.

Thus, in this embodiment, in the air conditioning (priority)+battery cooling mode (second operating state), the F/F operation amount calculation unit 86 calculates more than the cooling mode (first operating state). Since the F/F operation amount TGNCcff is corrected in the direction of increasing Problems can be resolved quickly, responsiveness can be improved, and reliability and marketability can be improved.

Further, the heat pump controller 32 determines the target compressor rotation speed TGNCc based on the sum of the F/F operation amount TGNCcff and the F/B operation amount TGNCcfb calculated by the F/B operation amount calculation unit 87, so that the air conditioning ( After switching to the priority)+battery cooling mode, the target compressor rotation speed TGNCc changes smoothly in the direction in which the heat absorber temperature Te converges to the target heat absorber temperature TEO as time elapses.

In addition, it is possible to maintain followability of the rotation speed control of the compressor 2 based on the heat absorber temperature Te when the electromagnetic valve 69 is opened, and to secure quick responsiveness of cooling the battery 55 . Furthermore, even when the solenoid valve 69 is closed, the followability of the compressor 2 speed control can be maintained to avoid the inconvenience of excessive cooling of the passenger compartment (so-called overshoot).

Further, in the embodiment, the heat pump controller 32, in the air conditioning (priority) + battery cooling mode, based on the heat medium temperature Tw, which is the temperature to be cooled by the refrigerant-heat medium heat exchanger 64, and the target heat medium temperature TWO Since the coordination correction value TGNCchos1 for correcting the F/F manipulated variable TGNCcff is calculated by using the become able to.

(12-4) Correction control of F/F operation amount TGNCcff by heat pump controller 32 (part 2)
In the above embodiment, the F/F operation amount TGNCcff is corrected with the cooling mode as the first operating state in the present invention and the air conditioning (priority)+battery cooling mode as the second operating state in the present invention. However, the state in which the solenoid valve 69 is closed in the air conditioning (priority) + battery cooling mode is defined as the first operating state in the present invention, and the state in which the solenoid valve 69 is open is defined as the second operating state in the present invention. The /F operation amount TGNCcff may be corrected.

In that case, the operating state determination unit 103 determines whether the vehicle air conditioner 1 is in the air conditioning (priority)+battery cooling mode and the solenoid valve 69 is closed (first operating state), or the solenoid valve 69 is open. (second operating state) is input. Then, when the solenoid valve 69 is closed in the air conditioning (priority) + battery cooling mode, the operating state determination unit 103 switches the switch 104 to the non-correction (0) side. Therefore, in the air conditioning (priority) + battery cooling mode, when the solenoid valve 69 is closed, the correction value TGNCchos with no correction (0) is output from the switch 104 and input to the adder 101, so that F/F The F/F operation amount TGNCcff0 calculated by the operation amount calculation unit 86 is directly input to the adder 88 as the F/F operation amount TGNCcff without being corrected. The operation state determination unit 103 treats the air conditioning operation other than the cooling mode in the same manner as the air conditioning (priority)+battery cooling mode with the electromagnetic valve 69 closed.

On the other hand, when the solenoid valve 69 is open in the air conditioning (priority)+battery cooling mode, the operating state determination unit 103 switches the switch 104 to the correction value for cooperation TGNCchos1 side. Therefore, when the solenoid valve 69 is open in the air conditioning (priority) + battery cooling mode, the correction value TGNCchos1 for cooperation is output from the switch 104 as the correction value TGNCchos and input to the adder 101, so that F/F operation is performed. A value obtained by adding the cooperation correction value TGNCchos1 to the F/F operation amount TGNCcff0 calculated by the amount calculator 86 is input to the adder 88 as the F/F operation amount TGNCcff.

Thus, when the heat pump controller 32 opens the electromagnetic valve 69 in the air conditioning (priority) + battery cooling mode, the F/F operation amount TGNCcff calculated by the F/F operation amount calculation unit 86 is higher than in the cooling mode. is increased, the F/F operation amount TGNCcff can be finely corrected in accordance with the opening/closing of the solenoid valve 69 .

In the above-described embodiment, the heat medium temperature Tw is used as the temperature of the object to be cooled by the refrigerant-heat medium heat exchanger 64, but the battery temperature Tcell may be used. Further, in the embodiment, the temperature of the battery 55 is controlled by circulating the heat medium, but the present invention is not limited to this, and the refrigerant and the battery 55 (the target of temperature control) may be directly heat-exchanged. In that case, the rotation speed of the compressor 2 may be controlled by the temperature of the refrigerant-heat medium heat exchanger 64 in the battery cooling (single) mode or the battery cooling (priority)+air conditioning mode.

In addition, in the embodiment, the air conditioning (priority) + battery cooling mode and battery cooling (priority) + air conditioning mode for simultaneously cooling the vehicle interior and the battery 55 can cool the battery 55 while cooling the vehicle interior. The cooling of the battery 55 is not limited to cooling during cooling, but the cooling of the battery 55 may be performed simultaneously with another air conditioning operation, for example, the above-described dehumidifying/heating mode. In that case, the dehumidification heating mode also becomes the air conditioning (single) mode in the present invention, the solenoid valve 69 is opened, a part of the refrigerant heading for the heat absorber 9 through the refrigerant pipe 13F flows into the branch pipe 67, and the refrigerant-heat medium It will flow to the heat exchanger 64 .

Further, in the embodiment, the solenoid valve 35 is a heat absorber valve device and the solenoid valve 69 is a temperature controlled valve device. , the solenoid valves 35 and 69 are not required, the indoor expansion valve 8 is the heat absorber valve device of the present invention, and the auxiliary expansion valve 68 is the temperature controlled valve device.

Furthermore, in the embodiment, the heat absorber 9 and the refrigerant-heat medium heat exchanger 64 are the evaporators of the present invention. In addition to the main evaporator (heat absorber 9 in the embodiment) that cools the (an evaporator for cooling the air).

In that case, the operating state in which the refrigerant is evaporated in one of the main evaporator and the other evaporator (rear seat evaporator, etc.) is the first operating state in the present invention, and the refrigerant is evaporated in both evaporators. is the second operating state.

Further, the inventions of claims 1 and 2 provide a vehicle air conditioner provided with another evaporator (rear seat evaporator, etc.) in addition to the heat absorber 9 and the refrigerant-heat medium heat exchanger 64 of the embodiment. It is also effective for harmonizing devices. In that case, in addition to the combination of the embodiment and the above, for example, the operating state in which the refrigerant is evaporated by the heat absorber 9 and another evaporator (rear seat evaporator, etc.) is the first operating state in the present invention. Thus, the operating state in which the refrigerant is evaporated by the heat absorber 9, another evaporator (rear seat evaporator, etc.), and the refrigerant-heat medium heat exchanger 64 is the second operating state in the present invention.

Furthermore, the configuration and numerical values of the refrigerant circuit R described in the embodiment are not limited to that, and needless to say, can be changed without departing from the gist of the present invention. Furthermore, in the embodiments, the present invention has been described with the vehicle air conditioner 1 having each operation mode such as heating mode, dehumidifying heating mode, dehumidifying cooling mode, cooling mode, air conditioning (priority) + battery cooling mode, etc. However, the present invention is also effective for vehicle air conditioners capable of executing cooling mode, air conditioning (priority) + battery cooling mode, battery cooling (priority) + air conditioning mode, and battery cooling (single) mode, for example. .

1 Vehicle Air Conditioner 2 Compressor 3 Air Flow Path 4 Radiator 6 Outdoor Expansion Valve 7 Outdoor Heat Exchanger 8 Indoor Expansion Valve 9 Heat Absorber (Evaporator)
11 control device 32 heat pump controller (part of control device)
35 Solenoid valve (valve device for heat absorber)
45 air conditioning controller (constitutes part of the control device)
55 Battery (target for temperature control)
61 Equipment temperature adjustment device 64 Refrigerant-heat medium heat exchanger (evaporator, heat exchanger for temperature control object)
68 Auxiliary expansion valve 69 Solenoid valve (valve device for temperature control target)
72 vehicle controller 73 battery controller 77 battery temperature sensor 76 heat medium temperature sensor R refrigerant circuit

Claims (7)

a compressor that compresses a refrigerant;
a heat absorber for evaporating the refrigerant and cooling the air supplied to the vehicle interior;
a temperature control object heat exchanger for evaporating a refrigerant to cool a temperature control object mounted on a vehicle;
a heat absorber valve device for controlling the flow of refrigerant to the heat absorber;
a temperature control target valve device for controlling the flow of refrigerant to the temperature control target heat exchanger;
In a vehicle air conditioner that includes at least a control device and air-conditions a vehicle interior,
The control device at least
The temperature control target valve device is opened, the refrigerant is evaporated in the temperature control target heat exchanger, and the compressor is operated based on the temperature of the temperature control target heat exchanger or the temperature of the target cooled by it. A temperature-controlled target cooling (single) mode in which the number of rotations is controlled and the heat sink valve device is closed;
The temperature control target valve device is opened, the refrigerant is evaporated in the temperature control target heat exchanger, and the compressor is operated based on the temperature of the temperature control target heat exchanger or the temperature of the target cooled by it. and controls the opening and closing of the heat absorber valve device based on the temperature of the heat absorber to evaporate the refrigerant in the heat absorber.
In the temperature-controlled object cooling (single) mode and the temperature-controlled object cooling (priority) + air conditioning mode, by feedforward calculation based on the target temperature of the temperature-controlled object heat exchanger or the object cooled by it While calculating the target rotation speed of the compressor,
In the temperature controlled target cooling (priority) + air conditioning mode, the feedforward manipulated variable calculated by the feedforward calculation is corrected in a direction to be larger than in the temperature controlled target cooling (single) mode. A vehicle air conditioner characterized by: The control device calculates a feedback operation amount of the target rotation speed of the compressor by feedback calculation based on the temperature of the heat exchanger for the temperature control object or the object cooled by it and the target temperature, and
2. The vehicle air conditioner according to claim 1, wherein the target rotational speed of the compressor is determined based on the sum of the feedforward manipulated variable and the feedback manipulated variable. The control device is
In the temperature-controlled object cooling (priority) + air-conditioning mode, when the heat absorber valve device is opened, the temperature-controlled object heat exchanger or its cooling is more effective than the temperature-controlled object cooling (single) mode. 3. The vehicle air conditioner according to claim 1, wherein the feedforward manipulated variable calculated by the feedforward calculation based on the target temperature of the object to be adjusted is corrected in the direction of increasing it. The control device is
In the temperature controlled object cooling (priority) + air conditioning mode, a correction value for correcting the feedforward manipulated variable is calculated based on the temperature of the object to be cooled by the heat absorber and the target temperature of the heat absorber. 4. The vehicle air conditioner according to any one of claims 1 to 3. The control device is
An air conditioning (single) mode in which the heat absorber valve device is opened, the refrigerant is evaporated in the heat absorber, the rotation speed of the compressor is controlled based on the temperature of the heat absorber, and the temperature controlled valve device is closed. and,
Open the heat absorber valve device, evaporate the refrigerant in the heat absorber, control the rotation speed of the compressor based on the temperature of the heat absorber, and cool the heat exchanger for temperature control target or the heat exchanger cooled by it. having an air conditioning (priority) + temperature controlled target cooling mode for evaporating refrigerant in the temperature controlled target heat exchanger by opening and closing the temperature controlled target valve device based on the temperature of the target;
In the air conditioning (single) mode and the air conditioning (priority) + temperature controlled cooling mode, a target rotation speed of the compressor is calculated by feedforward calculation based on the target temperature of the heat sink, and
In the air conditioning (priority) + temperature controlled cooling mode, the feedforward operation amount calculated by the feedforward calculation is corrected to be larger than in the air conditioning (single) mode. The vehicle air conditioner according to any one of claims 1 to 4. The control device is
In the air conditioning (priority) + temperature controlled target cooling mode, when the temperature controlled target valve device is opened, it is calculated by feedforward calculation based on the target temperature of the heat sink rather than in the air conditioning (single) mode. 6. The vehicle air conditioner according to claim 5, wherein the correction is performed in the direction of increasing the feedforward manipulated variable. The control device is
In the air conditioning (priority) + temperature controlled target cooling mode, a correction value for correcting the feedforward manipulated variable is calculated based on the temperature of the target cooled by the temperature controlled target heat exchanger and its target temperature. The vehicle air conditioner according to claim 5 or 6, characterized in that:

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