JP7300264B2 - 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 on 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 circulating 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 2014-213765 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 operation mode in which the vehicle interior is air-conditioned by evaporating the refrigerant with the heat absorber (evaporator). Immediately after switching to the operation mode in which the refrigerant is also passed through the heat exchanger (evaporator) for the temperature control object, the compressor capacity (rotational speed) is insufficient due to the increase in heat exchange paths including them. As a result, the temperature of the air blown into the passenger compartment temporarily rises, and the cooling of the object to be temperature controlled is also delayed.

In addition, immediately after switching from the operation mode in which the refrigerant flows to the heat exchanger (evaporator) for the temperature control target to the operation mode in which the cooling of the passenger compartment is required and the refrigerant also flows to the heat absorber (evaporator), the compression Since the capacity of the machine becomes insufficient, the air conditioning in the passenger compartment is delayed, and the cooling capacity of the object to be temperature controlled is temporarily reduced. There was also the problem of hindering the cooling of the target.

SUMMARY OF THE INVENTION The present invention has been made to solve such conventional technical problems, and is to prevent compressor capacity shortage when shifting to an operation mode in which the number of evaporators that evaporate refrigerant increases. An object of the present invention is to provide a vehicle air conditioner capable of

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 valve device for temperature control and a control device, wherein the control device at least opens the heat absorber valve device to cause the refrigerant to evaporate in the heat absorber to reach the temperature of the heat absorber. Based on this, the number of revolutions of the compressor is controlled, and the temperature control object valve device is closed. Controlling the number of revolutions of the compressor based on the temperature of the heat exchanger for the temperature controlled object or the temperature of the object cooled by it, and closing the heat absorber valve device in a temperature controlled target cooling single mode, and opening the heat absorber valve device controlling the rotation speed of the compressor based on the temperature of the heat absorber, controlling the opening and closing of the valve device for the temperature control target based on the temperature of the temperature control target heat exchanger or the temperature of the target cooled by it, Air conditioning priority + temperature controlled object cooling mode in which refrigerant is evaporated in a heat absorber and a temperature controlled object heat exchanger, and a temperature controlled object valve device is opened, and the temperature controlled object heat exchanger or the The number of revolutions of the compressor is controlled based on the temperature of the object to be controlled, the valve device for the heat absorber is controlled to open and close based on the temperature of the heat absorber, and the heat exchanger for the temperature control object and the heat absorber evaporate the refrigerant. It has a temperature control target cooling priority + air conditioning mode, and when switching from the air conditioning single mode to the air conditioning priority + temperature control target cooling mode, and from the temperature control target cooling single mode to the temperature control mode The present invention is characterized in that when shifting to the adjustment target cooling priority + air conditioning mode, before shifting, compressor rotation speed increase control for increasing the rotation speed of the compressor is executed .

In the vehicle air conditioner of the invention of claim 2 , in the above invention, the control device calculates the target rotation speed of the compressor by feedforward calculation based on the target temperature of the heat absorber in the air conditioning single mode, In the single mode, the target rotation speed of the compressor is calculated by feedforward calculation based on the target temperature of the heat exchanger for temperature control or the object cooled by it, and in the compressor rotation speed increase control, each target temperature is calculated. It is characterized by increasing the target rotational speed of the compressor by decreasing it.

In the vehicle air conditioner of the invention of claim 3 , in the invention of claim 1 or claim 2, the control device receives a predetermined mode transition request in the air conditioning single mode or the temperature controlled cooling single mode. In this case, after the rotation speed of the compressor is increased by compressor rotation speed increase control, the mode is shifted to the air conditioning priority + temperature controlled target cooling mode or the temperature controlled target cooling priority + air conditioning mode. .

According to the vehicle air conditioner of the invention of claim 4 , in the invention of claim 1 or claim 2, the object to be temperature controlled is a battery mounted on the vehicle, and the motor for running the vehicle is driven by power supply from the battery. When a predetermined mode shift request is input in the air conditioning independent mode, the control device shifts to the air conditioning priority + temperature controlled cooling mode, and in the air conditioning independent mode, the output of the driving motor is equal to or greater than a predetermined threshold. or when the slope of the increase in the output of the traveling motor is greater than or equal to a predetermined threshold value, the compressor rotational speed increase control is executed.

In the vehicle air conditioner of the invention of claim 5 , in the invention of claim 1, claim 2, or claim 4, the control device, in the air conditioning independent mode, when a predetermined mode shift request is input, air conditioning priority + Compressor rotation speed increase control is executed when the slope of temperature increase of the temperature controlled target becomes equal to or greater than a predetermined threshold value in the air conditioning single mode while shifting to the temperature controlled target cooling mode. .

In the vehicle air conditioner of the invention of claim 6 , in the invention of claim 1, claim 2, claim 4, or claim 5, the control device, in the air conditioning independent mode, when a predetermined mode shift request is input, , the air conditioning priority + temperature controlled target cooling mode, and in the air conditioning single mode, when the slope of the increase in the amount of heat generated by the temperature controlled target is equal to or greater than a predetermined threshold value, the compressor rotation speed increase control is executed. It is characterized by

According to the vehicle air conditioner of the invention of claim 7 , in the inventions of claims 1, 2, and 4 to 6, the control device, in the air conditioning independent mode, when a predetermined mode shift request is input, , When the air conditioning priority + temperature controlled object cooling mode is shifted to, and in the air conditioning only mode, when the temperature of the temperature controlled object is predicted to rise from the navigation information, the compressor rotation speed increase control is performed. do.

The vehicle air conditioner of the invention of claim 8 comprises an indoor fan for supplying the air heat-exchanged with the heat absorber in the invention of claims 1 to 7 into the vehicle interior, and the control device is an air conditioner independent The operation of the indoor fan is suppressed when the compressor rotational speed increase control is executed when the mode is shifted to the air conditioning priority + temperature controlled cooling mode.

According to the ninth aspect of the invention, there is provided a vehicle air conditioner according to the first to eighth aspects of the invention, comprising: a radiator for radiating heat from the refrigerant to heat the air supplied to the vehicle interior; Equipped with an air mix damper for adjusting the ratio of ventilation to the unit, the control device executes compressor rotation speed increase control when shifting from air conditioning only mode to air conditioning priority + temperature controlled cooling mode, The air mix damper is characterized by suppressing the temperature drop of the air supplied to the vehicle interior.

According to the present invention, there are provided 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 sink for evaporating the refrigerant to cool an object to be temperature controlled mounted on the vehicle. a heat exchanger for a temperature control object 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; In a vehicle air conditioner that includes at least a valve device and a control device and air-conditions a vehicle interior, the control device at least opens the heat absorber valve device to cause the refrigerant to evaporate in the heat absorber, based on the temperature of the heat absorber. The air conditioning single mode controls the rotation speed of the compressor and closes the valve device for temperature control, and the valve device for temperature control is opened to evaporate the refrigerant in the heat exchanger for temperature control, and A single temperature controlled cooling mode in which the compressor rotation speed is controlled based on the temperature of the control target heat exchanger or the temperature of the target cooled by it and the heat absorber valve device is closed, and the heat absorber valve device is opened to absorb heat. Controls the rotation speed of the compressor based on the temperature of the heat sink, controls the opening and closing of the valve device for the temperature control target based on the temperature of the heat exchanger for the temperature control target or the temperature of the target cooled by it, and controls the opening and closing of the heat absorber and an air conditioning priority + temperature controlled object cooling mode in which the refrigerant is evaporated in the temperature controlled object heat exchanger, and the temperature controlled object heat exchanger or the object to be cooled by opening the temperature controlled object valve device The number of revolutions of the compressor is controlled based on the temperature of the heat absorber, and the valve device for the heat absorber is controlled to open and close based on the temperature of the heat absorber. It has a target cooling priority + air conditioning mode, and when switching from the air conditioning single mode to the air conditioning priority + temperature controlled cooling mode, and from the temperature controlled single cooling mode to the temperature controlled target When shifting to the cooling priority + air conditioning mode, the compressor rotation speed increase control that increases the rotation speed of the compressor is executed before the transition, so the air conditioning single mode and the temperature controlled cooling single mode are performed. By executing this, it is possible to smoothly air-condition the passenger compartment and cool the object to be temperature-controlled.

In addition, by executing the air conditioning priority + temperature control target cooling mode and the temperature control target cooling priority + air conditioning mode, while cooling the temperature control target while air conditioning the vehicle interior, depending on the situation It is possible to switch between giving priority to the air conditioning in the passenger compartment and to cooling the object to be temperature controlled, thereby realizing comfortable air conditioning in the passenger compartment and effective cooling of the object to be temperature controlled.

Then, when shifting from the air conditioning single mode to the air conditioning priority + temperature controlled cooling mode, and when shifting from the temperature controlled cooling single mode to the temperature controlled cooling priority + air conditioning mode, the compression By executing compressor rotation speed increase control to increase the rotation speed of the compressor, the temperature of the air blown into the passenger compartment immediately after shifting from the air conditioning only mode to the air conditioning priority + temperature controlled cooling mode rises. To avoid the inconvenience that the user feels discomfort and the inconvenience that the cooling performance of the temperature controlled target is lowered immediately after shifting from the temperature controlled target cooling single mode to the temperature controlled target cooling priority + air conditioning mode, It is possible to improve the compatibility between the air conditioning in the passenger compartment and the cooling of the object to be temperature controlled. That is, the capacity of the compressor (rotational Number) It will be possible to eliminate shortages and improve reliability and marketability.

In this case, for example, as in the invention of claim 2 , the control device calculates the target rotation speed of the compressor by feedforward calculation based on the target temperature of the heat sink in the air conditioning single mode, and calculates the target rotation speed of the compressor in the temperature controlled cooling single mode. The target rotation speed of the compressor is calculated by feedforward calculation based on the target temperature of the heat exchanger for temperature adjustment or the object cooled by it, and in the compressor rotation speed increase control, each target temperature is lowered by By increasing the target rotation speed of the compressor, the rotation speed of the compressor can be accurately increased by the compressor rotation speed increase control in the air conditioning single mode or the temperature controlled cooling single mode.

Then, as in the invention of claim 3 , when a predetermined mode shift request is input in the air conditioning single mode or the temperature controlled cooling single mode, the controller rotates the compressor by compressor rotation speed increase control. After increasing the number, by shifting to air conditioning priority + temperature control target cooling mode, or temperature control target cooling priority + air conditioning mode, air conditioning priority + temperature control target cooling mode or temperature control target cooling priority +Before shifting to the air-conditioning mode, it becomes possible to reliably increase the rotation speed of the compressor.

On the other hand, when the object to be temperature-controlled is a battery mounted in a vehicle, the driving motor of the vehicle is driven by power supply from the battery, and a predetermined mode shift request is input to the controller in the air-conditioning independent mode. , When the air conditioning priority + temperature controlled cooling mode is selected, if the output of the driving motor increases in the air conditioning only mode, the battery temperature rises. It is expected that the cooling mode will be adjusted.

In such a case, the control device, as in the fourth aspect of the present invention, is designed to control the output of the driving motor when the output of the driving motor exceeds a predetermined threshold value in the air-conditioning only mode, or when the inclination of the output of the driving motor to rise is a predetermined value. If the compressor rotation speed increase control is executed when the threshold is exceeded, the compressor rotation speed can be increased before shifting to air conditioning priority + temperature controlled cooling mode. becomes. In particular, in this case, since the rotation speed of the compressor can be increased before the mode shift request is input, it is possible to quickly shift to the air conditioning priority + temperature controlled cooling mode. .

Further, even when the temperature of the object to be temperature-controlled rises sharply in the air-conditioning only mode, it is expected that the mode will shift to the air-conditioning priority+temperature-controlled object cooling mode. As described above, the control device executes the compressor rotation speed increase control when the slope of the rise in the temperature of the object to be temperature-controlled in the air-conditioning independent mode becomes equal to or greater than a predetermined threshold value, so that before the mode transition request is input, As a result, it becomes possible to quickly shift to the air conditioning priority + temperature controlled cooling mode.

Furthermore, even when the amount of heat generated by the object to be temperature-controlled rises sharply in the air-conditioning only mode, it is expected that the mode will shift to the air-conditioning priority+temperature-controlled object cooling mode. As described above, when the slope of the increase in the amount of heat generated by the object to be temperature-controlled in the air conditioning single mode exceeds a predetermined threshold value, the control device executes the compressor rotation speed increase control, thereby inputting a mode transition request. It becomes possible to increase the rotation speed of the compressor before the air conditioning is started, and it becomes possible to shift to the air conditioning priority + temperature controlled cooling mode at an early stage.

Furthermore, in the air-conditioning only mode, even if, for example, high-speed driving continues, it is expected that the temperature of the object to be temperature-controlled rises and the mode shifts to the air-conditioning priority + temperature-controlled cooling mode. Therefore, when the control device predicts that the temperature of the object to be temperature-controlled rises from the navigation information in the air-conditioning independent mode as in the invention of claim 7 , the mode shift request is issued by executing the compressor rotation speed increase control. It becomes possible to increase the rotation speed of the compressor before the input, and it becomes possible to shift to the air conditioning priority + temperature controlled cooling mode at an early stage.

Here, if the number of revolutions of the compressor is increased in the air conditioning only mode, there is a risk that the temperature of the air blown into the passenger compartment will decrease during the period before shifting to the air conditioning priority + temperature controlled cooling mode. , When the control device executes compressor rotation speed increase control when shifting from the air conditioning only mode to the air conditioning priority + temperature controlled cooling mode as in the invention of claim 8 , by suppressing the operation of the indoor fan , it is possible to eliminate the inconvenience of excessive air-conditioning of the vehicle interior.

Further, when the control device as in the ninth aspect of the invention executes the compressor rotation speed increase control when shifting from the air conditioning only mode to the air conditioning priority + temperature controlled cooling mode, the air mix damper supplies air to the vehicle interior. It is also possible to eliminate the inconvenience of excessive air-conditioning in the passenger compartment by suppressing a decrease in the temperature of the air to be supplied.

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 independent mode by the heat pump controller of the control device in FIG. 2 ; FIG. 3 is a configuration diagram of a vehicle air conditioner for explaining a defrosting mode by a 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 compressor rotation speed increase control of a heat pump controller of the control device of FIG. 2 ; FIG. 3 is a diagram illustrating another compressor rotational speed increase control of the heat pump controller of the control device of FIG. 2 ;

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 only mode are switched and executed to control the air conditioning in the passenger compartment and the temperature of the battery 55 .

Of these, the cooling mode and the battery cooling only mode are examples of the first operation mode in the present invention, and the air conditioning priority + battery cooling mode and the battery cooling priority + air conditioning mode are examples of the second operation mode in the present invention. Become. Furthermore, the cooling mode is an embodiment of the air conditioning single mode of the present invention, the battery cooling single mode is an embodiment of the temperature controlled target cooling single mode of the present invention, and the air conditioning priority + battery cooling mode is the air conditioning priority + subject cooling mode of the present invention. The embodiment of the temperature control object cooling mode and the battery cooling priority+air conditioning mode are the embodiments of the temperature control object cooling priority+air conditioning mode in the present invention.

The vehicle is not limited to an electric vehicle, and the present invention is also effective for a so-called hybrid vehicle that shares an engine and a driving motor. In addition, the vehicle to which the vehicle air conditioner 1 of the embodiment is applied can charge the battery 55 from an external charger (rapid charger or normal charger). Furthermore, 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 subcooling 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 sequentially through the solenoid 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.

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

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

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

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

Further, the vehicle air conditioner 1 includes a device temperature adjustment device 61 for circulating a heat medium in the battery 55 (a temperature controlled object) to adjust the temperature of the battery 55 . The device temperature adjustment device 61 of the embodiment includes a circulation pump 62 as a circulation device for circulating a heat medium 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 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 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 entire vehicle including running, a battery controller (BMS: Battery Management System) 73 that controls charging and discharging of the battery 55, and a GPS navigation device 74. is connected. The vehicle controller 72, the battery controller 73, and the GPS navigation device 74 are also composed of a microcomputer, which is an example of a computer having a processor. Information (data) is transmitted/received to/from these vehicle controller 72, battery controller 73, and GPS navigation device 74 via.

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

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 the refrigerant outlet temperature Tci of the radiator 4; a suction temperature sensor 46 for detecting the 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 outlet 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 .

With the above configuration, the operation of the vehicle air conditioner 1 of the embodiment will now 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 priority + Each battery cooling operation of the air conditioning mode and the battery cooling independent mode, and the defrosting 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 vehicle ignition (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. Also, 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 only mode is executed when the battery 55 is being charged by connecting the plug of a quick charger (external power supply), for example. . However, the battery cooling only mode is executed when the air conditioning switch is OFF and there is a request for cooling the battery (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 equipment 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, the heat absorbing action of the refrigerant generated in the heat absorber 9 causes moisture in the air blown out from the indoor fan 27 to condense and adhere to 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.

If the heating capacity (heating capacity) of the radiator 4 is insufficient for the required heating capacity even in this dehumidification heating mode, 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 the outside air blown by the outdoor blower 15 and condensed. 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 through the refrigerant pipe 13C. The air cooled by the heat absorber 9 and dehumidified is reheated (heating capacity is lower than during dehumidification 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 required reheating amount (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 (first operation mode, air conditioning independent 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 (second operation 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, 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 electromagnetic 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, as will be described later. The rotation speed of the compressor 2 is controlled. 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 regulation 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 electromagnetic 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 (second operation mode, temperature controlled object cooling 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 the refrigerant in the refrigerant circuit R in this battery cooling priority + air conditioning mode is the same as in the case of 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 solenoid valve 69 open, and the heat medium temperature detected by the heat medium temperature sensor 76 (transmitted from the battery controller 73) Based on 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; the same applies hereinafter), 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 (first operation mode, temperature controlled target 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 only 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 independent mode. In the battery cooling only mode, 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 circulation passage 3 is not ventilated to the radiator 4, it only passes through here, and the refrigerant coming out of 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. Refrigerant evaporated in this refrigerant flow path 64B repeats circulation by 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 only 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, based on the heat absorber temperature Te, the target rotation speed (compressor target rotation speed) TGNCc of the compressor 2 is calculated according to the control block diagram of FIG. calculate. 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 only 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. 13 .

(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 fan 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 above and below the target radiator pressure PCO to the predetermined upper limit PUL and lower limit PLL. 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 of the compressor 2 (compressor target rotation speed) TGNCc 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 flow passage 3, and the target radiator. Pressure PCO, battery temperature Tcell detected by battery temperature sensor 77 (transmitted from battery controller 73), drive motor output Mpower (transmitted from vehicle controller 72), vehicle speed VSP, and heat generation of battery 55 A F/F operation amount TGNCcff of the compressor target rotation speed is calculated based on the amount (transmitted from the battery controller 73) and the target heat absorber temperature TEO, which is the target value of the heat absorber temperature Te.

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

In the limit setting unit 89, the lower limit rotation speed TGNCcLimLo and the upper limit rotation speed TGNCcLimHi are set to TGNCc0 for control, and then through the compressor OFF control unit 91, the compressor target rotation speed TGNCc is determined. 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 calculation unit 92 of the heat pump controller 32 calculates the outside air temperature Tam, the target radiator pressure PCO, the target heat sink temperature TEO, and the flow rate Gw (circulation the output of the pump 62), the battery temperature Tcell, the drive motor output Mpower (transmitted from the vehicle controller 72), the vehicle speed VSP, and the amount of heat generated by the battery 55 (transmitted from the battery controller 73). ) and the target heat medium temperature TWO, which is the target value of the heat medium temperature Tw, the F/F operation amount TGNCcbff of the compressor target rotation speed is calculated.

Further, the F/B operation amount calculation unit 93 calculates the F/B 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 manipulated variable TGNCcbff calculated by the F/F manipulated variable calculator 92 and the F/B manipulated variable TGNCcbfb calculated by the F/B manipulated variable calculator 93 are added by the adder 94 to obtain TGNCcb00 as the limit setter. 96.

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) Compressor speed increase control by heat pump controller 32 (part 1)
Next, when shifting from the cooling mode (first operation mode) described above with reference to FIG. An example of the compressor rotational speed increase control executed by the heat pump controller 32 when shifting from the battery cooling priority + air conditioning mode (second operation mode) from the battery cooling priority + air conditioning mode (second operation mode) will be described. It should be noted that FIG. 14 collectively shows both of the transitions described above.

Immediately after shifting from the cooling mode to the air conditioning priority + battery cooling mode, the number of heat exchange paths including them increases, so the capacity (rotation speed) of the compressor 2 is insufficient, and the air blown into the vehicle interior. The temperature of the battery 55 temporarily rises, giving discomfort to the user and delaying the cooling of the battery 55 .

Here, when the cooling mode is executed, for example, if the heat medium temperature Tw detected by the heat medium temperature sensor 76 rises to the upper limit value TUL described above, or if the battery temperature Tcell detected by the battery temperature sensor 77 rises to a predetermined upper limit, the battery controller 73 outputs a battery cooling request to the heat pump controller 32 and the air conditioning controller 45 . For example, when a battery cooling request is input to the heat pump controller 32 at time t1 in FIG. 14, this becomes a mode shift request, and the heat pump controller 32 starts compressor rotation speed increase control in this case. is reduced by a predetermined value TEO1.

As a result, the F/F operation amount TGNCcff of the compressor target rotation speed calculated by the F/F operation amount calculation unit 86 in FIG. As it increases from the time value, the actual rotation speed of the compressor 2 also increases. Then, for example, when the compressor target rotation speed TGNCc rises to a predetermined value TGNCc1 at time t2 in FIG. to air conditioning priority + battery cooling mode.

By executing such compressor rotation speed increase control, the lack of capacity (rotation speed) of the compressor 2 immediately after shifting from the cooling mode to the air conditioning priority + battery cooling mode is resolved, and the air conditioning in the vehicle compartment and the battery 55 It is possible to improve reliability and marketability by enhancing the compatibility of cooling. Note that the control of the compressor 2 after the shift returns to the rotation speed control in the air-conditioning priority+battery cooling mode described above. Further, as described above, since the solenoid valve 69 and the auxiliary expansion valve 68 are configured by the expansion valve with the solenoid valve, the differential pressure when the solenoid valve 69 is opened while the rotation speed of the compressor 2 is increased is reduced. and reduce noise.

In addition, even immediately after the mode is shifted from the battery cooling only mode to the battery cooling priority + air conditioning mode, the capacity of the compressor 2 is insufficient. will decline.

Here, when the air conditioning switch of the air conditioning operation unit 53 is turned on while the battery cooling independent mode is being executed, the air conditioning controller 45 outputs an air conditioning request to the heat pump controller 32 . Similarly, when an air conditioning request is input to the heat pump controller 32 at time t1 in FIG. Decrease by the value TWO1.

As a result, the F/F operation amount TGNCcbff of the compressor target rotation speed calculated by the F/F operation amount calculation unit 92 in FIG. As it increases from the time value, the actual rotation speed of the compressor 2 also increases. Then, for example, when the compressor target rotation speed TGNCcb rises to a predetermined value TGNCcb1 at time t2 in FIG. 14, the heat pump controller 32 opens the solenoid valve 35 and shifts the operation mode to the battery cooling priority+air conditioning mode.

By executing such compressor rotation speed increase control, the lack of capacity (rotation speed) of the compressor 2 immediately after shifting from the battery cooling only mode to the battery cooling priority + air conditioning mode is eliminated, and the battery 55 is cooled and the vehicle is cooled. It is possible to enhance the compatibility of indoor air conditioning and improve reliability and marketability. Note that the control of the compressor 2 after the transition returns to the rotational speed control in the above-described battery cooling priority + air conditioning mode. Further, as described above, since the solenoid valve 35 and the indoor expansion valve 8 are configured by an expansion valve with a solenoid valve, the differential pressure when the solenoid valve 35 is opened while the rotation speed of the compressor 2 is increased is reduced. and reduce noise.

In addition, in the embodiment, the heat pump controller 32 evaporates the refrigerant in either the heat absorber 9 or the refrigerant-heat medium heat exchanger 64 in the cooling mode and the battery cooling single mode, and the air conditioning priority + battery cooling mode In the battery cooling priority + air conditioning mode, the refrigerant is evaporated in the heat absorber 9 and the refrigerant-heat medium heat exchanger 64, so in the cooling mode and the battery cooling only mode, the vehicle interior is cooled and the battery 55 is cooled. are performed respectively, and in the air conditioning priority + battery cooling mode and the battery cooling priority + air conditioning mode, the battery 55 can be cooled while cooling the vehicle interior.

Further, in the embodiment, when shifting from the cooling mode to the air conditioning priority + temperature controlled cooling mode, and when shifting from the battery cooling only mode to the battery cooling priority + air conditioning mode, the compressor rotation speed increase control is executed. Therefore, the temperature of the air blown into the vehicle interior rises immediately after switching from cooling mode to air conditioning priority + battery cooling mode, and the user feels uncomfortable. It is possible to avoid the inconvenience that the cooling performance of the battery 55 deteriorates immediately after shifting to the + air-conditioning mode, and improve the compatibility between the air-conditioning in the passenger compartment and the cooling of the battery 55 .

In this case, in the embodiment, a solenoid valve 35 for controlling the flow of the refrigerant to the heat absorber 9 and a solenoid valve 69 for controlling the flow of the refrigerant to the refrigerant-heat medium heat exchanger 64 are provided, and the heat pump controller 32 controls the cooling In the mode and the battery cooling only mode, one of the solenoid valve 35 and the solenoid valve 69 is opened and the other is closed. Since the solenoid valve 69 is opened, each operation mode can be executed smoothly.

Furthermore, in the embodiment, the electromagnetic valve 35 is opened to control the rotation speed of the compressor 2 with the heat absorber temperature Te, and the electromagnetic valve 69 is closed in the cooling mode. Since the battery cooling independent mode in which the rotation speed is controlled and the electromagnetic valve 35 is closed is executed, the cooling of the vehicle interior and the cooling of the battery 55 can be performed smoothly.

In the embodiment, the electromagnetic valve 35 is opened, the rotation speed of the compressor 2 is controlled by the heat absorber temperature Te, and the opening and closing of the electromagnetic valve 69 is controlled by the heat medium temperature Tw. Since the battery cooling priority + air conditioning mode is executed by opening and controlling the rotation speed of the compressor 2 with the heat medium temperature Tw and opening and closing the solenoid valve 35 with the heat sink temperature Te, the vehicle interior is cooled. While cooling the battery 55 while cooling the battery 55, priority is given to cooling the vehicle interior or to cooling the battery 55 depending on the situation, and comfortable cooling of the vehicle interior and effective cooling of the battery 55 are realized. be able to

Further, as in this embodiment, by reducing the target heat absorber temperature TEO and the target heat medium temperature TWO input to the F/F manipulated variable calculation units 86 and 92 in the compressor rotation speed increase control, the compressor target rotation speed By increasing the numbers TGNCc and TGNCcb, the rotation speed of the compressor 2 can be increased accurately by the compressor rotation speed increase control in the cooling mode and the battery cooling single mode.

Furthermore, when a battery cooling request or an air conditioning request (both of which are mode transition requests) is input in the cooling mode or the battery cooling single mode as in the embodiment, the heat pump controller 32 controls the compressor 2 by increasing the compressor rotation speed. After increasing the number of revolutions, if the air conditioning priority + battery cooling mode or the battery cooling priority + air conditioning mode is selected, the air conditioning priority + battery cooling mode or the battery cooling priority + air conditioning mode is ensured. As a result, the rotation speed of the compressor 2 can be increased immediately.

(13) Compressor speed increase control by heat pump controller 32 (part 2)
Next, another implementation of the compressor rotation speed increase control executed by the heat pump controller 32 when shifting from the cooling mode (first operation mode) to the air conditioning priority + battery cooling mode (second operation mode) An example will be described. When the output Mpower of the running motor increases in the cooling mode, the temperature of the battery 55 rises, so it is expected that a battery cooling request will be issued thereafter and the mode will shift to the air conditioning priority+battery cooling mode.

Therefore, the heat pump controller 32 executes the above-described compressor rotational speed increase control (lowering the target heat absorber temperature TEO) when the output Mpower of the running motor becomes equal to or greater than the predetermined threshold value Mpower1. As a result, the rotation speed of the compressor 2 is increased before shifting to the air conditioning priority + battery cooling mode, and compatibility between the air conditioning of the passenger compartment and the cooling of the battery 55 immediately after the transition can be improved. In particular, in this case, since the rotation speed of the compressor 2 can be increased before the battery cooling request is input, it is possible to quickly shift to the air conditioning priority + battery cooling mode.

(14) Compressor rotation speed increase control by heat pump controller 32 (Part 3)
Next, when shifting from the cooling mode (first operation mode) described above with reference to FIG. Another embodiment of the rise control will be described.

In the cooling mode, even when the output Mpower of the driving motor is rapidly increasing, when the battery temperature Tcell is rapidly increasing, and when the amount of heat generated by the battery 55 is rapidly increasing, It is expected that the mode will shift to air conditioning priority + battery cooling mode. The heat pump controller 32, for example, at time t3 in FIG. or when the amount of heat generated by the battery 55 becomes equal to or greater than the predetermined threshold value X3, the heat pump controller 32 starts compressor rotational speed increase control in this case, and first increases the target heat absorber temperature TEO to a predetermined value TEO1. only lower. Incidentally, the thresholds X1 to X3 are values obtained in advance by experiments.

As a result, the compressor target rotation speed TGNCc increases in the same manner as described above, so the actual rotation speed (actual rotation speed) of the compressor 2 also increases. The heat pump controller 32 increases the compressor target rotational speed TGNCc to a predetermined value TGNCc1. After that, when a battery cooling request is input at time t4, the heat pump controller 32 shifts to the air conditioning priority+battery cooling mode, and in this case, operation mode switching processing is performed until time t5. Then, the electromagnetic valve 69 is opened during this operation mode switching process.

This compressor rotation speed increase control eliminates the lack of capacity (rotation speed) of the compressor 2 immediately after shifting from the cooling mode to the air conditioning priority + battery cooling mode, and achieves both air conditioning in the passenger compartment and cooling of the battery 55. It will be possible to improve reliability and marketability. In particular, in this case as well, the rotation speed of the compressor 2 can be increased before the battery cooling request is input, so that the air conditioning priority+battery cooling mode can be transitioned to at an early stage. Note that the control of the compressor 2 after the shift returns to the rotation speed control in the air-conditioning priority+battery cooling mode described above.

(15) Compressor speed increase control by heat pump controller 32 (part 4)
Further, when the cooling mode is executed, for example, when high-speed driving continues on a highway, it is expected that the temperature of the battery 55 will rise and the mode will shift to the air-conditioning priority+battery cooling mode. be. Therefore, if the navigation information obtained from the GPS navigation device 74 in the cooling mode indicates, for example, that the vehicle will run on a highway in the future, and the temperature of the battery 55 is expected to rise, the heat pump controller 32 controls the compressor as described above. Rotational speed increase control (to lower the target heat absorber temperature TEO) is executed.

As a result, the rotation speed of the compressor 2 can be increased before the battery cooling request is input, so that the air conditioning priority + battery cooling mode can be shifted early.

The heat pump controller 32 executes the compressor rotation speed increase control of (13) to (15) instead of the compressor rotation speed increase control of (12) described above. ), any one of them, a combination thereof, or all of them shall be executed.

(16) Suppression control of excessive cooling in the vehicle interior when executing compressor rotation speed increase control Here, when the rotation speed of the compressor 2 is increased in the cooling mode, the air conditioning priority + period before shifting to the battery cooling mode That is, the temperature of the air blown into the passenger compartment decreases during the period from time t1 to t2 in FIG. 14 and the period from time t3 to t4 in FIG.

Therefore, the heat pump controller 32 suppresses the operation of the indoor fan 27 when executing the compressor rotational speed increase control when shifting from the cooling mode to the air conditioning priority+battery cooling mode. That is, by lowering the rotational speed of the indoor blower 27, the problem of excessive cooling of the passenger compartment can be eliminated.

(17) Blowout temperature drop suppression control when executing compressor rotation speed increase control Alternatively, or in addition to the above, when executing compressor rotation speed increase control, the heat pump controller 32 uses an air mix damper 28 may be controlled to increase the proportion of air ventilating the radiator 4 . As a result, a decrease in the temperature of the air supplied into the vehicle interior is suppressed, so that the inconvenience of excessive cooling of the vehicle interior can be eliminated.

In the above-described embodiment, the heat medium temperature Tw is used as an index indicating the temperature of the object to be temperature controlled, 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 addition, in the embodiment, the vehicle air conditioner can cool the battery 55 while cooling the vehicle interior in the air conditioning priority + battery cooling mode and the battery cooling priority + air conditioning mode in which the vehicle interior is cooled and the battery 55 is cooled at the same time. 1, the cooling of the battery 55 is not limited to the cooling operation, and the cooling of the battery 55 may be performed simultaneously with another air conditioning operation, for example, the dehumidification heating mode described above. In that case, the dehumidification heating mode also becomes the air conditioning single mode in the present invention, opens the solenoid valve 69, flows a part of the refrigerant heading for the heat absorber 9 through the refrigerant pipe 13F into the branch pipe 67, and refrigerant-heat medium heat exchange It will flow into the container 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 serves as the heat absorber valve device of the present invention, and the auxiliary expansion valve 68 serves as the temperature controlled valve device .

It goes without saying that the configuration and numerical values of the refrigerant circuit R described in the embodiment are not limited thereto, and can be changed without departing from the scope of the present invention. Furthermore, in the embodiments, the present invention has been described with the vehicle air conditioner 1 having operation modes such as a heating mode, a dehumidifying heating mode, a dehumidifying cooling mode, a cooling mode, and an air conditioning priority + battery cooling mode. For example, the present invention is also effective for a vehicle air conditioner capable of executing a cooling mode, an air conditioning priority + battery cooling mode, a battery cooling priority + air conditioning mode, and a battery cooling only mode.

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 (9)

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 the interior of the vehicle,
The control device at least
an air conditioning single mode in which the heat absorber valve device is opened to evaporate the refrigerant in the heat absorber, the rotation speed of the compressor is controlled based on the temperature of the heat absorber, and the temperature control target valve device is closed;
The temperature control target valve device is opened to evaporate the refrigerant 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 single temperature-controlled cooling mode for controlling the rotation speed of and closing the heat absorber valve device;
opening the heat absorber valve device, controlling the rotation speed of the compressor based on the temperature of the heat absorber, an air conditioning priority + temperature controlled target cooling mode in which the control target valve device is controlled to open and close to evaporate the refrigerant in the heat absorber and the temperature control target heat exchanger;
opening the temperature control target valve device, controlling the rotation speed of the compressor based on the temperature of the temperature control target heat exchanger or the temperature of the object cooled by it, and controlling the rotation speed of the compressor based on the temperature of the heat absorber Controlling the opening and closing of the heat absorber valve device to have a temperature control object cooling priority + air conditioning mode in which refrigerant is evaporated in the temperature control object heat exchanger and the heat absorber, and switching between these modes,
Before shifting from the air conditioning single mode to the air conditioning priority + temperature controlled cooling mode, and when shifting from the temperature controlled cooling single mode to the temperature controlled cooling priority + air conditioning mode 1. An air conditioner for a vehicle, characterized in that a compressor rotation speed increase control is executed to increase the rotation speed of the compressor. In the air conditioning single mode, the control device calculates a target rotation speed of the compressor by feedforward calculation based on the target temperature of the heat absorber, and in the temperature controlled target cooling single mode, the heat exchange for the temperature controlled target Calculate the target rotation speed of the compressor by feedforward calculation based on the target temperature of the device or the object to be cooled by it,
2. The vehicle air conditioner according to claim 1, wherein in the compressor rotational speed increase control, the target rotational speed of the compressor is increased by lowering each of the target temperatures. When a predetermined mode transition request is input in the air conditioning single mode or the temperature controlled cooling single mode, the control device increases the rotation speed of the compressor by the compressor rotation speed increase control. 3. The vehicular air conditioner according to claim 1 or 2, wherein the mode is shifted to the air conditioning priority + temperature controlled target cooling mode or the temperature controlled target cooling priority + air conditioning mode. the object to be temperature controlled is a battery mounted in the vehicle, and a driving motor of the vehicle is driven by power supply from the battery;
When a predetermined mode transition request is input in the air conditioning single mode, the control device transitions to the air conditioning priority + temperature controlled cooling mode,
In the air conditioning single mode, when the output of the driving motor exceeds a predetermined threshold value, or when the slope of the increase in the output of the driving motor exceeds a predetermined threshold value, the compressor rotation speed increases. 3. The vehicle air conditioner according to claim 1, wherein control is executed. When a predetermined mode transition request is input in the air conditioning single mode, the control device transitions to the air conditioning priority + temperature controlled cooling mode,
In the air-conditioning independent mode, the compressor rotational speed increase control is executed when the slope of the increase in the temperature of the object to be temperature controlled becomes equal to or greater than a predetermined threshold value. The vehicle air conditioner according to claim 4 . When a predetermined mode transition request is input in the air conditioning single mode, the control device transitions to the air conditioning priority + temperature controlled cooling mode,
In the air-conditioning independent mode, the compressor rotation speed increase control is executed when the slope of the increase in the amount of heat generated by the object to be temperature-controlled is greater than or equal to a predetermined threshold value. 6. The vehicle air conditioner according to claim 4 or 5. When a predetermined mode transition request is input in the air conditioning single mode, the control device transitions to the air conditioning priority + temperature controlled cooling mode,
In the air-conditioning independent mode, when the navigation information predicts that the temperature of the object to be temperature-controlled will rise, the compressor rotational speed increase control is executed. The vehicle air conditioner according to any one of claims 6 to 7. An indoor fan for supplying air heat-exchanged with the heat absorber into the vehicle interior,
The control device suppresses the operation of the indoor fan when executing the compressor rotation speed increase control when shifting from the air conditioning only mode to the air conditioning priority + temperature controlled cooling mode. The vehicle air conditioner according to any one of claims 1 to 7. a radiator for radiating heat from the refrigerant to heat the air supplied to the vehicle interior;
An air mix damper for adjusting the ratio of air passing through the heat absorber to the heat radiator,
When executing the compressor rotation speed increase control when shifting from the air conditioning only mode to the air conditioning priority + temperature controlled cooling mode, the control device controls the air supplied to the vehicle interior by the air mix damper. 9. The vehicle air conditioner according to any one of claims 1 to 8, wherein the temperature drop of the air conditioner is suppressed.

Images