JP7372732B2 - Vehicle air conditioner - Google Patents

Description

The present invention relates to a heat pump type vehicle air conditioner that air-conditions a vehicle interior.

BACKGROUND ART Due to the emergence of environmental problems in recent years, vehicles such as electric vehicles and hybrid vehicles that drive a driving motor using electric power supplied from a battery mounted on the vehicle have become popular. An air conditioner that can be applied to such vehicles is equipped with a refrigerant circuit connected to an electric compressor, a radiator, a heat absorber (indoor heat exchanger), and an outdoor heat exchanger. The refrigerant discharged from the compressor radiates heat in a radiator, the refrigerant radiated in the radiator absorbs heat in an outdoor heat exchanger to provide heating, and the refrigerant discharged from the compressor radiates heat in an outdoor heat exchanger. A system has been developed that air-conditions the interior of a vehicle by evaporating heat in a heat absorber and absorbing heat to cool the vehicle interior (for example, see Patent Document 1).

On the other hand, for example, when a battery is charged and discharged in a high-temperature environment due to self-heating caused by charging and discharging, its deterioration progresses, and there is a risk that it may eventually malfunction and be damaged. Therefore, a separate evaporator for the battery is installed in the refrigerant circuit, and the refrigerant circulating in the refrigerant circuit and the refrigerant (heat medium) for the battery are exchanged in this evaporator for the battery, and this heat exchanged heat medium is transferred to the battery. Batteries that can be cooled by circulation have also been developed (see, for example, Patent Document 2 and Patent Document 3).

Japanese Patent Application Publication No. 2014-213765 Patent No. 5860360 Patent No. 5860361

When cooling the battery (temperature controlled object installed in a vehicle) as described above, the rotation speed of the compressor is controlled based on the temperature of the heat medium and its target temperature. When the temperature of the heat medium decreases or the temperature of the battery decreases too much, there is a problem in that dew condensation occurs on the battery.

The present invention has been made to solve the conventional technical problem, and is an object of the present invention to prevent the occurrence of dew condensation on the temperature-controlled object when cooling the temperature-controlled object mounted on a vehicle. The purpose of the present invention is to provide a vehicle air conditioner that can perform the following tasks.

The vehicle air conditioner of the present invention air-conditions the interior of a vehicle, including at least a compressor for compressing a refrigerant, an indoor heat exchanger for exchanging heat between the refrigerant and air supplied to the interior of the vehicle, and a control device. The controller is equipped with a heat exchanger for a temperature controlled object mounted on a vehicle for absorbing heat from a refrigerant to cool a temperature controlled object mounted on a vehicle, and the control device is configured to control the temperature controlled object heat exchanger or the heat exchanger cooled by the temperature controlled object. It has a temperature controlled target cooling mode that controls the rotation speed of the compressor based on the target temperature and the target temperature, and also has a predetermined upper limit set above the target temperature and a temperature lower than the target temperature. It has a predetermined forced stop value and a predetermined lower limit value that is set above the forced stop value and below the target temperature, and in the temperature controlled object cooling mode, the heat exchanger for the temperature controlled object Or, if the temperature of the object to be cooled thereby falls below the forced stop value , or if it becomes below the forced stop value, stop the compressor at that point, and after stopping the compressor, the upper limit It is characterized by executing ON-OFF control in which the compressor is repeatedly operated/stopped between the lower limit value and the lower limit value.

The vehicle air conditioner according to claim 3 is characterized in that, in the above invention, when the control device operates the compressor under ON-OFF control, it operates at a predetermined minimum rotational speed for control.

In the vehicle air conditioner of the invention of claim 3, in each of the above inventions, the control device is configured such that the temperature of the heat exchanger for temperature controlled object or the object cooled by it exceeds the upper limit value or is equal to or higher than the upper limit value. If this state continues for a predetermined period of time, the ON-OFF control is terminated and the rotation speed of the compressor is adjusted based on the temperature of the heat exchanger for temperature controlled object or the object cooled by it and its target temperature. It is characterized by returning to a controlled state.

The vehicle air conditioner according to the invention of claim 4 is provided with a valve device for controlling the flow of refrigerant to the indoor heat exchanger in each of the above inventions, and the control device opens the valve device as a temperature-controlled cooling mode. , Temperature-controlled object cooling that controls the rotation speed of the compressor based on the temperature of the temperature-controlled object heat exchanger or the object cooled by it, and controls the opening and closing of the valve device based on the temperature of the indoor heat exchanger. (priority) + air conditioning mode.

In the vehicle air conditioner of the invention of claim 5, in the above invention, the control device closes the valve device as another cooling mode for the temperature controlled object, and the temperature controlled object is cooled by the heat exchanger or the like. It is characterized by having a temperature-controlled object cooling (single) mode in which the rotation speed of the compressor is controlled based on the temperature of the object.

The vehicle air conditioner according to the invention of claim 6 is provided with an equipment temperature adjustment device that circulates a heat medium between the object to be temperature controlled and the heat exchanger for the object to be temperature controlled in each of the above inventions, and the control device is configured to control the heat exchanger. It is characterized in that the compressor is controlled by using the temperature Tw of the medium or the temperature Tcell of the object to be temperature controlled as the temperature of the object to be cooled by the heat exchanger for the object to be temperature controlled.

According to the present invention, a vehicle air conditioner that air-conditions a vehicle interior includes at least a compressor that compresses a refrigerant, an indoor heat exchanger that exchanges heat between the refrigerant and air supplied to the vehicle interior, and a control device. A heat exchanger for the temperature controlled object mounted on the vehicle is provided for absorbing heat from the refrigerant to cool the temperature controlled object mounted on the vehicle, and the control device is cooled by the temperature controlled object heat exchanger or the temperature controlled object. It has a temperature regulated object cooling mode that controls the temperature of the object and the rotation speed of the compressor based on the target temperature, and in this temperature regulated object cooling mode, the heat exchanger for the temperature regulated object or its If the temperature of the object to be cooled falls below a predetermined forced stop value that is lower than the target temperature, or if it becomes below the forced stop value, the compressor is stopped at that point, so the When the temperature of the target heat exchanger or the target cooled by it is maintained at the target temperature by controlling the rotation speed of the compressor, the cooling load of the target temperature decreases and the temperature exceeds the control range. If the temperature of the heat exchanger for temperature control or the object cooled by it drops and falls below the forced stop value, or below it, the compressor can be stopped immediately. This makes it possible to avoid the inconvenience of dew condensation occurring due to the temperature of the temperature-controlled object falling too low.

The control device has a predetermined upper limit value set above the target temperature and a predetermined lower limit value set above the forced stop value and below the target temperature. After the compressor is stopped because the temperature of the heat exchanger or the object cooled by it falls below the forced stop value or below the forced stop value, the compressor will be operated/stopped between the upper and lower limits. Since the ON-OFF control is executed repeatedly, it becomes possible to appropriately cool the temperature-controlled object while avoiding dew condensation on the temperature-controlled object.

In particular, when the control device operates the compressor under ON-OFF control as in the invention of claim 2, if the control device operates at a predetermined minimum rotation speed for control, frequent starting/stopping of the compressor can be avoided. It becomes possible to smoothly cool the object to be temperature controlled while avoiding the above.

Further, as in the invention of claim 3, the control device may cause the temperature of the heat exchanger for temperature controlled object or the object cooled by it to exceed the upper limit value, or become equal to or higher than the upper limit value, and this state continues for a predetermined period of time. In this case, the ON-OFF control is terminated and the compressor rotation speed is controlled based on the temperature of the heat exchanger for temperature controlled object or the object cooled by it and its target temperature. Then, in response to an increase in the cooling load of the object to be temperature controlled, it becomes possible to return from ON-OFF control of the compressor to normal rotation speed control without any problem.

Furthermore, as in the invention of claim 6, a valve device for controlling the flow of refrigerant to the indoor heat exchanger is provided, and the control device opens the valve device to set the cooling mode for the temperature controlled object to perform heat exchange for the temperature controlled object. It has a temperature-controlled object cooling (priority) + air conditioning mode that controls the rotation speed of the compressor based on the temperature of the heat exchanger or the object cooled by it, and controls the opening and closing of the valve device based on the temperature of the indoor heat exchanger. This makes it possible to air-condition the vehicle interior while preferentially cooling the temperature-controlled object using the heat exchanger for the temperature-controlled object.

Further, as in the invention of claim 5, the control device closes the valve device as another cooling mode for the object to be temperature controlled, and performs compression based on the temperature of the heat exchanger for the object to be temperature controlled or the object cooled by it. By providing a temperature-controlled object cooling (single) mode that controls the rotational speed of the machine, if there is no need to air-condition the vehicle interior, only the temperature-controlled object can be effectively cooled. It becomes like this.

Here, when an equipment temperature adjustment device is provided that circulates a heat medium between the temperature-controlled object and the heat exchanger for the temperature-controlled object as in the invention of claim 6, the control device controls the temperature of the heat medium. The compressor is controlled by setting Tw or the temperature Tcell of the temperature controlled object as the temperature of the object cooled by the temperature controlled object heat exchanger.

1 is a configuration diagram of a vehicle air conditioner according to an embodiment to which the present invention is applied. FIG. 2 is a block diagram of an electric circuit of a control device of the vehicle air conditioner shown in FIG. 1. FIG. 3 is a diagram illustrating an operation mode executed by the control device in FIG. 2. FIG. FIG. 3 is a configuration diagram of a vehicle air conditioner illustrating a heating mode by a heat pump controller of the control device in FIG. 2. FIG. FIG. 3 is a configuration diagram of a vehicle air conditioner illustrating a dehumidifying heating mode by a heat pump controller of the control device in FIG. 2. FIG. FIG. 3 is a configuration diagram of a vehicle air conditioner illustrating a dehumidifying cooling mode by a heat pump controller of the control device in FIG. 2. FIG. FIG. 3 is a configuration diagram of a vehicle air conditioner illustrating a cooling mode (independent operation mode) by a heat pump controller of the control device in FIG. 2. FIG. FIG. 3 is a configuration diagram of a vehicle air conditioner illustrating an air conditioning (priority)+battery cooling mode and a battery cooling (priority)+air conditioning mode (both cooperative operation modes) by the heat pump controller of the control device in FIG. 2. FIG. FIG. 3 is a configuration diagram of a vehicle air conditioner illustrating a battery cooling (solo) mode (single operation mode) by the heat pump controller of the control device in FIG. 2. FIG. FIG. 3 is a configuration diagram of a vehicle air conditioner illustrating a defrosting mode by a heat pump controller of the control device in FIG. 2. FIG. 3 is a control block diagram regarding compressor control of the heat pump controller of the control device in FIG. 2. FIG. 3 is another control block diagram regarding compressor control of the heat pump controller of the control device in FIG. 2. FIG. 3 is a block diagram illustrating control of a solenoid valve 69 in an air conditioning (priority)+battery cooling mode of the heat pump controller of the control device in FIG. 2. FIG. 3 is yet another control block diagram regarding compressor control of the heat pump controller of the control device in FIG. 2. FIG. 3 is a block diagram illustrating control of a solenoid valve 35 in battery cooling (priority)+air conditioning mode of the heat pump controller of the control device in FIG. 2. FIG. 3 is a timing chart illustrating ON-OFF control of the compressor in battery cooling (priority)+air conditioning mode and battery cooling (single) mode by the heat pump controller of the control device in FIG. 2. FIG. 12 is a timing chart illustrating compressor ON-OFF control (control that has a problem with dew condensation) in battery cooling (priority) + air conditioning mode and battery cooling (single) mode.

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 an embodiment of the present invention. The vehicle of the embodiment to which the present invention is applied is an electric vehicle (EV) that is not equipped with an engine (internal combustion engine), and the electric power charged in the battery 55 mounted on the vehicle is used to drive a driving motor (electric motor). It is assumed that the compressor 2 (described later) of the vehicle air conditioner 1 of the present invention is also driven by the power supplied from the battery 55. .

That is, the vehicle air conditioner 1 of the embodiment operates in a heating mode, a dehumidifying heating mode, a dehumidifying cooling mode, a cooling mode, and a defrosting mode by operating a heat pump using a refrigerant circuit R in an electric vehicle that cannot be heated by engine waste heat. , air conditioning (priority) + battery cooling mode, battery cooling (priority) + air conditioning mode, and battery cooling (single) mode are switched and executed to control the air conditioning inside the vehicle and the temperature of the battery 55. It is something.

Of these, the battery cooling (priority) + air conditioning mode and the battery cooling (single) mode are examples of the temperature-controlled object cooling mode in the present invention. Furthermore, the battery cooling (priority) + air conditioning mode is an example of the temperature-controlled target cooling (priority) + air-conditioning mode in the present invention, and the battery cooling (single) mode is the temperature-controlled target cooling (single) mode in the present invention. This is an example.

Note that the present invention is effective not only for electric vehicles but also for so-called hybrid vehicles that share an engine and a driving motor. Further, the vehicle to which the vehicle air conditioner 1 of the embodiment is applied is capable of charging the battery 55 from an external charger (a quick charger or a normal charger). Further, the above-mentioned battery 55, driving motor, inverter controlling the same, etc. are objects to be temperature-controlled mounted on a vehicle in the present invention, and the following embodiments will be explained by taking the battery 55 as an example.

The vehicle air conditioner 1 of the embodiment performs air conditioning (heating, cooling, dehumidification, and ventilation) in the vehicle interior of an electric vehicle, and includes an electric compressor 2 that compresses refrigerant and air conditioning in the vehicle interior. The high-temperature, high-pressure refrigerant discharged from the compressor 2 flows through the muffler 5 and the refrigerant pipe 13G, and the refrigerant radiates heat into the vehicle interior. a radiator 4 as an indoor heat exchanger that releases heat from the refrigerant; an outdoor expansion valve 6 that is an electric valve (electronic expansion valve) that depressurizes and expands the refrigerant during heating; and a radiator that radiates heat from the refrigerant during cooling. an outdoor heat exchanger 7 that functions as an evaporator that absorbs heat from the refrigerant (absorbs heat into the refrigerant) during heating, and exchanges heat between the refrigerant and the outside air; and a mechanical expansion valve that depressurizes and expands the refrigerant. an indoor expansion valve 8, a heat absorber 9 provided in the airflow passage 3, which evaporates the refrigerant during cooling and dehumidification, and allows the refrigerant to absorb heat (absorb heat into the refrigerant) from inside and outside the vehicle interior; an accumulator 12, etc. are sequentially connected by refrigerant piping 13 to form a refrigerant circuit R.

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 completely closed. Further, the indoor expansion valve 8, which is a mechanical expansion valve in the embodiment, reduces the pressure and expands the refrigerant flowing into the heat absorber 9, and adjusts the degree of superheat of the refrigerant in the heat absorber 9.

Note that the outdoor heat exchanger 7 is provided with an outdoor blower 15. The outdoor blower 15 is configured to forcibly blow 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 sequentially on the downstream side of the refrigerant, and the refrigerant pipe 13A on the refrigerant outlet side of the outdoor heat exchanger 7 is used when flowing the refrigerant to the heat absorber 9. It is connected to the receiver dryer section 14 via a solenoid valve 17 (for cooling) as an on-off valve that is opened, and the refrigerant pipe 13B on the outlet side of the subcooling section 16 is connected to a check valve 18, an indoor expansion valve 8, and a main It is connected to the refrigerant inlet side of the heat absorber 9 via a solenoid valve 35 (cabin: heat absorber valve device) as a valve device in the invention. Further, the receiver dryer section 14 and the subcooling section 16 structurally constitute a part of the outdoor heat exchanger 7. Further, the direction of the indoor expansion valve 8 of the check valve 18 is set to be the forward direction.

Further, the refrigerant pipe 13A coming out of the outdoor heat exchanger 7 branches into a refrigerant pipe 13D, and this branched refrigerant pipe 13D is connected to a solenoid valve 21 (for heating) as an on-off valve that is opened during heating. It is connected to 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.

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 (on the 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 connected to the refrigerant downstream side of the check valve 18 and the refrigerant upstream side of the indoor expansion valve 8 via a solenoid valve 22 (for dehumidification) as an on-off valve that is opened during dehumidification. It is connected to the refrigerant pipe 13B located therein.

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. This becomes a bypass circuit that bypasses 18. Further, a solenoid valve 20 as a bypass on-off valve is connected in parallel to the outdoor expansion valve 6 .

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 (representatively shown as the suction port 25 in FIG. 1). 25 is provided with a suction switching damper 26 that switches the air introduced into the airflow passage 3 between inside air (inside air circulation), which is the air inside the vehicle interior, and outside air (outside air introduction), which is the air outside the vehicle interior. Further, on the air downstream side of the suction switching damper 26, an indoor blower fan 27 is provided for feeding the introduced inside air and outside air to the air flow path 3.

The suction switching damper 26 of the embodiment controls the amount of air (outside air and inside air) flowing into the heat absorber 9 of the air flow path 3 by opening and closing the outside air suction port and the inside air suction port of the suction port 25 at an arbitrary ratio. 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%).

In addition, an auxiliary heater 23 as an auxiliary heating device consisting of a PTC heater (electric heater) in the embodiment is provided in the airflow passage 3 on the leeward side (air downstream side) of the radiator 4. It is possible to heat the air supplied into the vehicle interior. Further, 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 to adjust the rate of ventilation to the container 4 and the auxiliary heater 23.

Furthermore, in the air flow passage 3 on the air downstream side of the radiator 4, there are FOOT, VENT, and DEF outlets (representatively shown as the outlet 29 in FIG. 1). The air outlet 29 is provided with an air outlet switching damper 31 that switches and controls the blowing of air from each of the air outlets.

Furthermore, the vehicle air conditioner 1 includes an equipment temperature adjustment device 61 for circulating a heat medium through the battery 55 (target to be temperature controlled) to adjust the temperature of the battery 55. The equipment 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, a refrigerant-thermal medium heat exchanger 64 as a heat exchanger for the object to be temperature controlled, and a heating A heat medium heater 63 is provided as a device, and the battery 55 is connected to the heat medium pipe 66 in an annular manner.

In the case of 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 this heat medium flow path 64A is connected to the inlet of the heat medium heater 63. has been done. 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 this equipment temperature adjustment device 61, for example, water, a refrigerant such as HFO-1234yf, a liquid such as a coolant, or a gas such as air can be employed. Note that in the embodiment, water is used as the heat medium. Further, the heat medium heater 63 is composed of an electric heater such as a PTC heater. Further, it is assumed that a jacket structure is provided around the battery 55 so that, for example, a heat medium can flow through the battery 55 in a heat exchange relationship.

Then, 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. The heat medium that has exited the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 reaches the heat medium heater 63, and if the heat medium heater 63 is generating heat, it is heated there, and then the heat medium is heated there. 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. As a result, the heat medium is circulated within the heat medium piping 66 between the battery 55, the refrigerant-heat medium heat exchanger 64, and the heat medium heater 63.

On the other hand, in the refrigerant pipe 13B, which is located on the refrigerant downstream side of the connection between the refrigerant pipe 13F and the refrigerant pipe 13B of the refrigerant circuit R and on the refrigerant upstream side of the indoor expansion valve 8, there is a branch pipe 67 as a branch circuit. One end is connected. In this embodiment, an auxiliary expansion valve 68 constituted by a mechanical expansion valve and an electromagnetic valve (for a chiller) 69 as a valve device for a temperature-controlled object are sequentially provided in this branch pipe 67. The auxiliary expansion valve 68 depressurizes and expands the refrigerant flowing into a refrigerant passage 64B of the refrigerant-thermal medium heat exchanger 64, which will be described later, and adjusts the degree of superheating of the refrigerant in the refrigerant passage 64B of the refrigerant-thermal medium heat exchanger 64. do.

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

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 depressurized by the auxiliary expansion valve 68, and then passes through the solenoid valve 69 to become the refrigerant. - It flows into the refrigerant flow path 64B of the heat medium heat exchanger 64 and evaporates there. After the refrigerant absorbs heat from the heat medium flowing through the heat medium flow path 64A while flowing through the refrigerant flow path 64B, the refrigerant passes through the refrigerant pipe 71, the refrigerant pipe 13C, and 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 according to the embodiment. The control device 11 includes an air conditioning controller 45 and a heat pump controller 32, both of which are configured from a microcomputer, which is an example of a computer equipped with a processor, and these are connected to a CAN (Controller Area Network) or a LIN (Local Interconnect Network). It is connected to a vehicle communication bus 65 that constitutes a vehicle communication bus 65. The compressor 2, the auxiliary heater 23, the circulation pump 62, and the heat medium heater 63 are also connected to the vehicle communication bus 65, and these air conditioning controller 45, heat pump controller 32, compressor 2, auxiliary heater 23, circulation pump 62, and heat 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 driving, a battery management system (BMS) 73 that controls charging and discharging of the battery 55, and a GPS navigation device 74. is connected. The vehicle controller 72 , battery controller 73 , and GPS navigation device 74 are also composed of a microcomputer, which is an example of a computer equipped with a processor. It is configured to transmit and receive information (data) to and from the vehicle controller 72, battery controller 73, and GPS navigation device 74 via the vehicle controller 72, battery controller 73, and GPS navigation device 74.

The air conditioning controller 45 is a high-level controller that controls the air conditioning inside the vehicle.The inputs of the air conditioning controller 45 include an outside air temperature sensor 33 that detects the outside air temperature Tam of the vehicle, and an outside air humidity sensor that detects the outside air humidity. A sensor 34, an HVAC suction temperature sensor 36 that detects the temperature of the air that is sucked into the air flow passage 3 from the suction port 25 and flows into the heat absorber 9, and an inside air temperature sensor 37 that detects the temperature of the air (inside air) inside the vehicle. , an indoor air humidity sensor 38 that detects the humidity of the air inside the vehicle interior, an indoor CO ₂ concentration sensor 39 that detects the carbon dioxide concentration within the vehicle interior, and a blowout temperature sensor 41 that detects the temperature of the air blown into the vehicle interior. , the outputs of, for example, a photosensor-type solar radiation sensor 51 for detecting the amount of solar radiation into the vehicle interior, the vehicle speed sensor 52 for detecting the moving speed of the vehicle (vehicle speed), and the set temperature and operation inside the vehicle interior. An air conditioning operation section 53 is connected for performing air conditioning setting operations for the vehicle interior, such as mode switching, and for displaying information. Note that 53A in the figure is a display provided in this air conditioning operation section 53 as a display output device.

Furthermore, an outdoor blower 15 , an indoor blower fan 27 , a suction switching damper 26 , an air mix damper 28 , and an outlet switching damper 31 are connected to the output of the air conditioning controller 45 . 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 radiator that detects the refrigerant inlet temperature Tcxin of the radiator 4 (which is also the discharge refrigerant temperature of the compressor 2). a radiator outlet temperature sensor 44 that detects the refrigerant outlet temperature Tci of the radiator 4, a suction temperature sensor 46 that detects the suction refrigerant temperature Ts of the compressor 2, and a refrigerant outlet side of the radiator 4. A radiator pressure sensor 47 that detects the refrigerant pressure (pressure of the radiator 4: radiator pressure Pci) and the temperature of the heat absorber 9 (the temperature of the heat absorber 9 itself, or the air immediately after being cooled by the heat absorber 9) A heat absorber temperature sensor 48 detects the temperature of the object to be cooled by the heat absorber 9 (hereinafter referred to as heat absorber temperature Te), and a refrigerant temperature at the outlet of the outdoor heat exchanger 7 (refrigerant evaporation temperature of the outdoor heat exchanger 7). :The outputs of the outdoor heat exchanger temperature sensor 49 that detects the outdoor heat exchanger temperature TXO) and the auxiliary heater temperature sensors 50A (driver's seat side) and 50B (passenger seat side) that detect the temperature of the auxiliary heater 23 are connected. has been done.

In addition, the output of the heat pump controller 32 includes an outdoor expansion valve 6, a solenoid valve 22 (for dehumidification), a solenoid valve 17 (for cooling), a solenoid valve 21 (for heating), a solenoid valve 20 (for bypass), and a solenoid valve 35. The solenoid valves 69 (for the cabin) and 69 (for the chiller) are connected, and are 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 have a built-in 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 device temperature adjustment device 61 may be controlled by the battery controller 73. Furthermore, this battery controller 73 has a temperature of the heat medium on the outlet side of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 of the equipment temperature adjustment device 61 (heat medium temperature Tw: for the object to be temperature controlled in the present invention). The output of a heat medium temperature sensor 76 that detects the temperature of the object cooled by the heat exchanger) and a battery temperature sensor 77 that detects the temperature of the battery 55 (temperature of the battery 55 itself: battery temperature Tcell) are connected. . In the embodiment, the remaining amount (storage amount) of the battery 55, information regarding the charging of the battery 55 (information that it is being charged, charging completion time, remaining charging time, etc.), the heat medium temperature Tw, and the battery temperature Tcell are as follows. It is transmitted from the battery controller 73 to the air conditioning controller 45 and the vehicle controller 72 via the vehicle communication bus 65. Note that the information regarding the charging completion time and remaining charging time when charging the battery 55 is information supplied from an external charger such as a quick charger.

The heat pump controller 32 and the air conditioning controller 45 exchange data with each other via the vehicle communication bus 65, and control each device based on the output of each sensor and the settings input at the air conditioning operation section 53. In this embodiment, the outside air temperature sensor 33, the outside air humidity sensor 34, the HVAC suction temperature sensor 36, the inside air temperature sensor 37, the inside air humidity sensor 38, the indoor CO ₂ concentration sensor 39, the air outlet temperature sensor 41, the solar radiation sensor 51, and the vehicle speed. Sensor 52, air volume Ga of air flowing into the air flow passage 3 and circulating within the air flow 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 aforementioned battery controller 73, 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 a controller 32.

Further, 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. Note that 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, all of the air that has passed through the heat absorber 9 is ventilated to the heat radiator 4 and the auxiliary heater 23 by the air mix damper 28.

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 (air conditioning controller 45, heat pump controller 32) controls each air conditioning operation in heating mode, dehumidifying heating mode, dehumidifying cooling mode, cooling mode, and air conditioning (priority) + battery cooling mode, and battery cooling. (priority) + air conditioning mode, battery cooling (single) mode, and defrosting mode are switched and executed. These are shown in FIG.

Among these, in each air conditioning operation of heating mode, dehumidifying heating mode, dehumidifying cooling mode, cooling mode, and air conditioning (priority) + battery cooling mode, the battery 55 is not charged in the embodiment, and the vehicle ignition is (IGN) is turned on and the air conditioning switch of the air conditioning operation section 53 is turned on. However, during remote operation (pre-air conditioning, etc.), it is executed even when the ignition is off. Further, even when the battery 55 is being charged, there is no battery cooling request and the air conditioning switch is turned on, the process is executed. On the other hand, the battery cooling operations in the battery cooling (priority) + air conditioning mode and the battery cooling (single) mode are executed, for example, when the plug of a quick charger (external power source) is connected and the battery 55 is being charged. It is something that However, the battery cooling (single) mode is executed not only when the battery 55 is being charged but also when the air conditioning switch is OFF and there is a battery cooling request (such as when driving at a high outside temperature).

Furthermore, 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. It is assumed that the heat medium is circulated within the heat medium piping 66 as shown by broken lines in FIGS. 4 to 10. Furthermore, although not shown in FIG. 3, the heat pump controller 32 of the embodiment also executes a battery heating mode in which the battery 55 is heated by causing the heat medium heater 63 of the device temperature adjustment device 61 to generate heat.

(1) Heating Mode First, the heating mode will be explained with reference to FIG. 4. Note that control of each device is executed through cooperation between the heat pump controller 32 and the air conditioning controller 45, but in the following explanation, the heat pump controller 32 will be the main control body, and the explanation will be simplified. FIG. 4 shows how the refrigerant flows in the refrigerant circuit R in the heating mode (solid line arrow). When the heating mode is selected by the heat pump controller 32 (auto mode) or by manual air conditioning setting operation on the air conditioning operation unit 53 of the air conditioning controller 45 (manual mode), the heat pump controller 32 opens the solenoid valve 21 and closes the solenoid valve 17. , solenoid valve 20, solenoid valve 22, solenoid valve 35, and solenoid valve 69 are closed. Then, the compressor 2 and the blowers 15 and 27 are operated, and the air mix damper 28 is set to adjust the ratio of the air blown out from the indoor blower 27 to the radiator 4 and the auxiliary heater 23.

As a result, the high-temperature, high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 . Since the air in the air flow passage 3 is ventilated to the radiator 4, the air in the air flow 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 taking heat away from 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 via the refrigerant pipes 13E and 13J. The refrigerant flowing into the outdoor expansion valve 6 is depressurized there, and then flows into the outdoor heat exchanger 7. The refrigerant that has flowed into the outdoor heat exchanger 7 evaporates, and heat is pumped up from the outside air ventilated by the running or the outdoor blower 15 (endothermic absorption). That is, the refrigerant circuit R becomes a heat pump. The low-temperature refrigerant that exits the outdoor heat exchanger 7 passes through the refrigerant pipes 13A, 13D, and the solenoid valve 21 to reach the refrigerant pipe 13C, and further passes through the refrigerant pipe 13C and enters the accumulator 12, where it is separated into gas and liquid. 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 air outlet 29, the interior of the vehicle is heated.

The heat pump controller 32 sets a target heater temperature TCO (of the radiator 4 The rotation speed of the compressor 2 is calculated based on the target radiator pressure PCO and the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47. and control 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, The degree of subcooling of the refrigerant at the outlet of the radiator 4 is controlled.

Furthermore, when the heating capacity (heating capacity) of the radiator 4 is insufficient for the required heating capacity, the heat pump controller 32 supplements the insufficient heating capacity with the heat generated by the auxiliary heater 23 . This allows the vehicle interior to be heated without any problem even when the outside temperature is low.

(2) Dehumidifying heating mode Next, the dehumidifying heating mode will be explained with reference to FIG. FIG. 5 shows how the refrigerant flows in the refrigerant circuit R (solid arrow) in the dehumidifying 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 blowers 15 and 27 are operated, and the air mix damper 28 is set to adjust the ratio of the air blown out from the indoor blower 27 to the radiator 4 and the auxiliary heater 23.

As a result, the high-temperature, high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 . Since the air in the air flow passage 3 is ventilated to the radiator 4, the air in the air flow 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 taking heat away from the air, and is condensed and liquefied.

After the refrigerant liquefied in the radiator 4 leaves the radiator 4, a part of the refrigerant enters the refrigerant pipe 13J via the refrigerant pipe 13E, and reaches the outdoor expansion valve 6. The refrigerant flowing into the outdoor expansion valve 6 is depressurized there, and then flows into the outdoor heat exchanger 7. The refrigerant that has flowed into the outdoor heat exchanger 7 evaporates, and heat is pumped up from the outside air ventilated by the running or the outdoor blower 15 (endothermic absorption). The low-temperature refrigerant that has exited the outdoor heat exchanger 7 then passes through the refrigerant pipes 13A, 13D, and the solenoid valve 21, reaches the refrigerant pipe 13C, enters the accumulator 12 through the refrigerant pipe 13C, and is separated into gas and liquid. Thereafter, the gas refrigerant is sucked into the compressor 2 from the refrigerant pipe 13K and the circulation is repeated.

On the other hand, the rest of the condensed refrigerant flowing through the refrigerant pipe 13E via the radiator 4 is diverted, and this divided refrigerant flows into the refrigerant pipe 13F via the electromagnetic valve 22 and reaches the refrigerant pipe 13B. Next, the refrigerant reaches the indoor expansion valve 8, and after being depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 via the electromagnetic valve 35 and evaporates. At this time, moisture in the air blown out from the indoor blower 27 condenses and adheres to the heat absorber 9 due to the heat absorption action of the refrigerant generated in the heat absorber 9, so that the air is cooled and dehumidified.

The refrigerant evaporated in the heat absorber 9 exits to the refrigerant pipe 13C and joins with the refrigerant from the refrigerant pipe 13D (refrigerant from the outdoor heat exchanger 7), and then is sucked into the compressor 2 from the refrigerant pipe 13K via the accumulator 12. Repeat the cycle. The air dehumidified by the heat absorber 9 is reheated in the process of passing through the radiator 4 and the auxiliary heater 23 (if it is generating heat), so that the interior of the vehicle is dehumidified and heated.

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

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

(3) Dehumidifying cooling mode Next, the dehumidifying cooling mode will be explained with reference to FIG. FIG. 6 shows how the refrigerant flows in the refrigerant circuit R (solid arrow) in the dehumidifying cooling mode. In the dehumidification cooling mode, the heat pump controller 32 opens the solenoid valve 17 and the solenoid valve 35, and closes the solenoid valve 20, the solenoid valve 21, the solenoid valve 22, and the solenoid valve 69. Then, the compressor 2 and the blowers 15 and 27 are operated, and the air mix damper 28 is set to adjust the ratio of the air blown out from the indoor blower 27 to the radiator 4 and the auxiliary heater 23.

As a result, the high-temperature, high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 . Since the air in the air flow passage 3 is ventilated to the radiator 4, the air in the air flow 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 and is cooled, condensing and liquefying.

The refrigerant that has exited the radiator 4 passes through the refrigerant pipes 13E and 13J and reaches the outdoor expansion valve 6.The refrigerant passes through the outdoor expansion valve 6, which is controlled to be slightly open (larger valve opening range) than in the heating mode or dehumidification/heating mode. It flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 is air-cooled by running there or by the outside air ventilated by the outdoor blower 15, and is condensed. The refrigerant leaving the outdoor heat exchanger 7 enters the refrigerant pipe 13B via the refrigerant pipe 13A, the electromagnetic valve 17, the receiver dryer section 14, the subcooling section 16, and reaches the indoor expansion valve 8 via the check valve 18. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 via the electromagnetic valve 35 and evaporates. Due to the heat absorption action at this time, moisture in the air blown out from the indoor blower 27 condenses and adheres to the heat absorber 9, and the air is cooled and dehumidified.

The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 via the refrigerant pipe 13C, and is sucked into the compressor 2 from the refrigerant pipe 13K via there, repeating the circulation. The air that has been cooled and dehumidified in the heat absorber 9 is reheated (the heating capacity is lower than during dehumidification and heating) while passing through the radiator 4 and the auxiliary heater 23 (if it is generating heat). This will dehumidify and cool the vehicle interior.

The heat pump controller 32 performs heat absorption based on the temperature of the heat absorber 9 detected by the heat absorber temperature sensor 48 (heat absorber temperature Te) 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 heat absorber 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 are controlled. (target value of radiator pressure Pci), by controlling the valve opening degree of the outdoor expansion valve 6 so that the radiator pressure Pci becomes the target radiator pressure PCO, the required reheat amount (reheating amount).

In addition, even in this dehumidifying 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. This dehumidifies and cools the vehicle interior without lowering the temperature too much.

(4) Cooling Mode Next, the cooling mode will be explained with reference to FIG. FIG. 7 shows how the refrigerant flows in the refrigerant circuit R in the cooling mode (solid line arrow). In the cooling mode, the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20, and the solenoid valve 35, and closes the solenoid valve 21, the solenoid valve 22, and the solenoid valve 69. Then, the compressor 2 and the blowers 15 and 27 are operated, and the air mix damper 28 is set to adjust the ratio of the air blown out from the indoor blower 27 to the radiator 4 and the auxiliary heater 23. Note that the auxiliary heater 23 is not energized.

As a result, the high-temperature, 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 proportion of the air is small (because it is only reheated during cooling), so most of it only passes through here, and the radiator 4 is The discharged refrigerant reaches the refrigerant pipe 13J via the refrigerant pipe 13E. At this time, the solenoid valve 20 is open, so the refrigerant passes through the solenoid valve 20 and directly flows into the outdoor heat exchanger 7, where it is air-cooled by running or by the outside air ventilated by the outdoor blower 15, and is condensed and liquefied. do.

The refrigerant leaving the outdoor heat exchanger 7 enters the refrigerant pipe 13B via the refrigerant pipe 13A, the electromagnetic valve 17, the receiver dryer section 14, the subcooling section 16, and reaches the indoor expansion valve 8 via the check valve 18. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 via the electromagnetic valve 35 and evaporates. Due to the heat absorption effect at this time, the air blown out from the indoor blower 27 and exchanging heat with the heat absorber 9 is cooled.

The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 via the refrigerant pipe 13C, and is sucked into the compressor 2 via the refrigerant pipe 13K from there, repeating the circulation. The air cooled by the heat absorber 9 is blown out into the vehicle interior from the air outlet 29, thereby cooling the vehicle interior. 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 Next, the air conditioning (priority) + battery cooling mode will be described with reference to FIG. FIG. 8 shows how the refrigerant flows in the refrigerant circuit R (solid arrow) 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 blowers 15 and 27 are operated, and the air mix damper 28 is set to adjust the ratio of the air blown out from the indoor blower 27 to the radiator 4 and the auxiliary heater 23. Note that in this operating mode, the auxiliary heater 23 is not energized. Further, the heat medium heater 63 is also not energized.

As a result, the high-temperature, 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 proportion of the air is small (because it is only reheated during cooling), so most of it only passes through here, and the radiator 4 is The discharged refrigerant reaches the refrigerant pipe 13J via the refrigerant pipe 13E. At this time, the solenoid valve 20 is open, so the refrigerant passes through the solenoid valve 20 and directly flows into the outdoor heat exchanger 7, where it is air-cooled by running or by the outside air ventilated by the outdoor blower 15, and is condensed and liquefied. do.

The refrigerant leaving the outdoor heat exchanger 7 passes through the refrigerant pipe 13A, the electromagnetic valve 17, the receiver dryer section 14, and the subcooling section 16, and then 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 continues to flow through the refrigerant pipe 13B and reaches the indoor expansion valve 8. The refrigerant flowing into the indoor expansion valve 8 is depressurized there, then flows into the heat absorber 9 via the electromagnetic valve 35, and evaporates. Due to the heat absorption effect at this time, the air blown out from the indoor blower 27 and exchanging heat with the heat absorber 9 is cooled.

The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 via the refrigerant pipe 13C, and is sucked into the compressor 2 via the refrigerant pipe 13K from there, repeating the circulation. The air cooled by the heat absorber 9 is blown out into the vehicle interior from the air outlet 29, thereby cooling the vehicle interior.

On the other hand, the rest of the refrigerant that has passed through the check valve 18 is branched off, flows into the branch pipe 67 and reaches the auxiliary expansion valve 68 . Here, after the refrigerant is depressurized, it flows into the refrigerant flow path 64B of the refrigerant-thermal medium heat exchanger 64 via the electromagnetic valve 69, and evaporates there. At this time, it exhibits an endothermic effect. The refrigerant evaporated in the refrigerant flow path 64B sequentially passes through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12, and is sucked into the compressor 2 from the refrigerant pipe 13K, repeating the circulation (indicated by solid arrows in FIG. 8).

On the other hand, since the circulation pump 62 is being operated, 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 piping 66, and there, 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 64A of the refrigerant-heat medium heat exchanger 64 reaches the heat medium heater 63. However, in this operating mode, the heat medium heater 63 does not generate heat, so the heat 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 is sucked into the circulation pump 62 and repeats the circulation (indicated by the broken line arrow in FIG. 8).

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

Note that the heat medium temperature Tw is adopted as the temperature of the object (heat medium) to be cooled by the refrigerant-heat medium heat exchanger 64 (heat exchanger for temperature controlled object) in the embodiment; It is also an index indicating the temperature of the target battery 55 (the same applies hereinafter).

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

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

(6) Switching of air conditioning operation The heat pump controller 32 calculates the target blowout temperature TAO mentioned above from the following formula (I). This target blowout temperature TAO is a target value of 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 vehicle interior air detected by the interior air temperature sensor 37, K is a coefficient, and Tbal is the set temperature Tset or the temperature detected by the solar radiation sensor 51. This is a balance value calculated from the amount of solar radiation SUN and the outside temperature Tam detected by the outside temperature sensor 33. Generally, the lower the outside air temperature Tam is, the higher the target blowout temperature TAO is, and it decreases as the outside air temperature Tam increases.

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

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

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

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

After that, when the heat absorber temperature Te decreases to the lower limit value TeLL (below the lower limit value TeLL, or below the lower limit value TeLL; the same applies hereinafter), close the solenoid valve 35 (instruction to close the solenoid valve 35). ). Thereafter, such opening and closing of the electromagnetic valve 35 is repeated, and while giving priority to cooling the battery 55, the heat absorber temperature Te is controlled to the target heat absorber temperature TEO, and the interior of the vehicle is cooled. In this way, the refrigerant-heat medium heat exchanger 64 of the equipment temperature adjustment device 61 can preferentially cool the battery 55 via the heat medium, while also performing air conditioning (cooling) in the passenger compartment. Become.

(8) Battery cooling (single) mode (Temperature-controlled cooling mode: Temperature-controlled cooling (single) mode)
Next, regardless of whether the ignition is ON or OFF, when the air conditioning switch of the air conditioning operation unit 53 is OFF, the charging plug of the quick charger is connected, and the battery 55 is being charged, a battery cooling request is issued. If so, the heat pump controller 32 executes the battery cooling (single) mode. However, other than when the battery 55 is being charged, it is executed when the air conditioning switch is OFF and there is a battery cooling request (such as when driving at a high outside temperature). FIG. 9 shows how the refrigerant flows in the refrigerant circuit R (solid arrow) in this battery cooling (single) mode. In the battery cooling (single) mode, the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20, and the solenoid valve 69, and closes the solenoid valve 21, the solenoid valve 22, and the solenoid valve 35.

Then, the compressor 2 and the outdoor blower 15 are operated. Note that the indoor blower 27 is not operated, and the auxiliary heater 23 is not energized. Further, in this operation mode, the heat medium heater 63 is also not energized.

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

The refrigerant leaving the outdoor heat exchanger 7 passes through the refrigerant pipe 13A, the electromagnetic valve 17, the receiver dryer section 14, and the subcooling section 16, and then enters the refrigerant pipe 13B. The refrigerant that has flowed into the refrigerant pipe 13B passes through the check valve 18, and then all flows into the branch pipe 67 and reaches the auxiliary expansion valve 68. Here, after the refrigerant is depressurized, it flows into the refrigerant flow path 64B of the refrigerant-thermal medium heat exchanger 64 via the electromagnetic valve 69, and evaporates there. At this time, it exhibits an endothermic effect. The refrigerant evaporated in the refrigerant flow path 64B sequentially passes through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12, and is sucked into the compressor 2 from the refrigerant pipe 13K, repeating the circulation (indicated by solid arrows in FIG. 9).

On the other hand, since the circulation pump 62 is being operated, 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 piping 66, and there, Heat is absorbed by the refrigerant evaporating within 64B, and the heat medium is cooled. The heat medium exiting the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 reaches the heat medium heater 63. However, in this operating mode, the heat medium heater 63 does not generate heat, so the heat 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 is sucked into the circulation pump 62 and repeats the circulation (indicated by the broken line arrow in FIG. 9).

Also in this battery cooling (single) mode, the heat pump controller 32 cools the battery 55 by controlling the rotation speed of the compressor 2 as described later based on the heat medium temperature Tw detected by the heat medium temperature sensor 76. In this way, when there is no need to air condition the interior of the vehicle, only the battery 55 can be effectively cooled.

(9) Defrosting Mode Next, the defrosting mode of the outdoor heat exchanger 7 will be explained with reference to FIG. FIG. 10 shows how the refrigerant flows in the refrigerant circuit R (solid arrow) 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, resulting in a low temperature, so moisture in the outside air adheres to the outdoor heat exchanger 7 as frost.

Therefore, the heat pump controller 32 uses 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) between If the time continues, it is determined that the outdoor heat exchanger 7 is frosted, and a predetermined frosting flag is set.

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

In this defrosting mode, the heat pump controller 32 sets the refrigerant circuit R to the above-mentioned heating mode, and then fully opens the outdoor expansion valve 6. Then, the compressor 2 is operated, and the high-temperature refrigerant discharged from the compressor 2 is caused to flow into the outdoor heat exchanger 7 via the radiator 4 and the outdoor expansion valve 6, thereby preventing frost formation on the outdoor heat exchanger 7. Thaw (Figure 10). Then, the heat pump controller 32 defrosts the outdoor heat exchanger 7 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., etc.). The defrost mode is terminated as if the defrost operation has been completed.

(10) Battery heating mode Furthermore, when performing air conditioning operation or charging the battery 55, the heat pump controller 32 executes 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. Note that the solenoid valve 69 is closed.

As a result, the heat medium discharged from the circulation pump 62 reaches the heat medium passage 64A of the refrigerant-heat medium heat exchanger 64 through the heat medium piping 66, passes through there, and reaches the heat medium heater 63. At this time, since the heat medium heater 63 is generating heat, the heat medium is heated by the heat medium heater 63 and its temperature rises, 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 and circulated repeatedly.

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

(11) Control of the compressor 2 by the heat pump controller 32 Also, 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 dehumidifying cooling mode, cooling mode, and air conditioning (priority) + battery cooling mode, the target rotation speed of the compressor 2 (compressor target rotation speed) is determined based on the heat absorber temperature Te according to the control block diagram of FIG. 12. Calculate TGNCc. In addition, in the dehumidification heating mode, the lower one of the compressor target rotation speed TGNCh and the compressor target rotation speed TGNCc is selected. In addition, in the battery cooling (priority) + air conditioning mode and the battery cooling (single) mode, the target rotation speed of the compressor 2 (compressor target rotation speed) TGNCw is calculated based on the heat medium temperature Tw using the control block diagram in Fig. 14. do.

(11-1) Calculation of compressor target rotation speed TGNCh based on radiator pressure Pci First, control of the compressor 2 based on radiator pressure Pci will be described in detail using FIG. 11. 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) operation amount calculation unit 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). ), the target subcooling degree TGSC, which is the target value of the subcooling 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. The F/F operation amount TGNChff of the target rotation speed of the compressor is calculated based on the temperature TCO and the target radiator pressure PCO which is the target value of the pressure of the radiator 4.

Note that the heater temperature Thp is the air temperature (estimated value) on the leeward side of the radiator 4, and 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. Calculate (estimate) from the temperature Tci. Further, the degree of subcooling SC is calculated from the refrigerant inlet temperature Tcxin and refrigerant outlet temperature Tci of the radiator 4 detected by the radiator inlet temperature sensor 43 and the radiator outlet temperature sensor 44.

The target radiator pressure PCO is calculated by the target value calculation unit 79 based on the target subcooling degree TGSC and the target heater temperature TCO. Furthermore, the F/B (feedback) manipulated variable calculation unit 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 radiator pressure Pci. Then, the F/F operation amount TGNChff calculated by the F/F operation amount calculation unit 78 and the F/B operation amount TGNChfb calculated by the F/B operation amount calculation unit 81 are added by an adder 82, and the result is set as TGNCh00 by the limit setting unit. 83.

In the limit setting section 83, limits of a lower limit rotation speed ECNpdLimLo and an upper limit rotation speed ECNpdLimHi for control are added and set to TGNCh0, and then the compressor target rotation speed TGNCh is determined via the compressor OFF control section 84. In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 so that the radiator pressure Pci becomes the target radiator pressure PCO based on the compressor target rotation speed TGNCh calculated based on the radiator pressure Pci.

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

In this ON-OFF control mode of the compressor 2, when the radiator pressure Pci decreases to the lower limit value PLL (below the lower limit value PLL, or below the lower limit value PLL; the same applies hereinafter), the compression The compressor 2 is started and operated with the compressor target rotation speed TGNCh set to the lower limit rotation speed ECNpdLimLo, and when the radiator pressure Pci rises to the upper limit value PUL in this state, the compressor 2 is stopped again. That is, the compressor 2 is repeatedly operated (ON) and stopped (OFF) at the lower limit rotation speed ECNpdLimLo. Then, after the radiator pressure Pci decreases to the lower limit value PUL and the compressor 2 is started, if the state in which the radiator pressure Pci does not become higher than the lower limit value PUL continues for a predetermined time th2, the ON-OFF mode of the compressor 2 is set. This ends the control and returns 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 using FIG. 12. FIG. 12 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCc of the compressor 2 based on the heat absorber temperature Te. The F/F operation amount calculation unit 86 of the heat pump controller 32 calculates the outside air temperature Tam, the air volume Ga of the air flowing through the air flow passage 3 (the blower voltage BLV of the indoor blower 27 may be used), and the target radiator pressure PCO. The F/F operation amount TGNCcff of the compressor target rotation speed is calculated based on the target heat absorber temperature TEO, which is the target value of the heat absorber temperature Te.

Further, the F/B manipulated variable calculation unit 87 calculates the F/B manipulated variable 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 operation amount TGNCcff calculated by the F/F operation amount calculation unit 86 and the F/B operation amount TGNCcfb calculated by the F/B operation amount calculation unit 87 are added by an adder 88, and the result is set as TGNCc00 by the limit setting unit. 89.

In the limit setting section 89, limits of a lower limit rotation speed TGNCcLimLo and an upper limit rotation speed TGNCcLimHi are added for control and the rotation speed is set to TGNCc0, and then the compressor target rotation speed is determined as TGNCc via the compressor OFF control section 91. Therefore, if the value TGNCc00 added by the adder 88 is within the upper limit rotational speed TGNCcLimHi and the lower limit rotational speed TGNCcLimLo, and the ON-OFF control mode described later does not occur, this value TGNCc00 becomes the compressor target rotational speed TGNCc (compressor 2 rotations). In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 so that the heat absorber temperature Te becomes the target heat absorber temperature TEO based on the compressor target rotation speed TGNCc calculated based on the heat absorber temperature Te.

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

In the ON-OFF control mode of the compressor 2 in this case, when the heat absorber temperature Te rises to the upper limit value TeUL (when it exceeds the upper limit value TeUL, or when it becomes equal to or higher than the upper limit value TeUL; the same applies hereinafter) , Start the compressor 2 (compressor ON) and operate the compressor target rotation speed TGNCc as the lower limit rotation speed TGNCcLimLo, and in that state, if the heat absorber temperature Te decreases to the lower limit value TeLL, the compressor 2 is stopped again. (compressor OFF). That is, operation of the compressor 2 at the lower limit rotation speed TGNCcLimLo (compressor ON) and stopping (compressor OFF) are repeated. Then, after the heat absorber temperature Te rises to the upper limit value TeUL and the compressor 2 is started (compressor ON), if the state in which the heat absorber temperature Te does not become lower than the upper limit value TeUL continues for a predetermined time tc2, in this case. This ends the ON-OFF control mode of the compressor 2 and returns to the normal mode.

(11-3) Calculation of compressor target rotation speed TGNCw based on heat medium temperature Tw Next, control of the compressor 2 based on heat medium temperature Tw will be described in detail using FIG. 14. FIG. 14 shows the heat pump controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCw of the compressor 2 based on the heat medium temperature Tw in the battery cooling (priority) + air conditioning mode and the battery cooling (single) mode described above. It is a control block diagram of.

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

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

In the limit setting section 96, limits of a lower limit rotation speed TGNCwLimLo and an upper limit rotation speed TGNCwLimHi are added for control and the rotation speed is set to TGNCw0, and then it is determined as a compressor target rotation speed TGNCw via a compressor OFF control section 97. Therefore, if the value TGNCw00 added by the adder 94 is within the upper limit rotational speed TGNCwLimHi and the lower limit rotational speed TGNCwLimLo, and the ON-OFF control mode described later does not occur, this value TGNCw00 becomes the compressor target rotational speed TGNCw (compressor 2 rotations). In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 so that the heat medium temperature Tw becomes the target heat medium temperature TWO based on the compressor target rotation speed TGNCw calculated based on the heat medium temperature Tw.

Here, the operation of the compressor OFF control section 97 in FIG. 14 will be explained using FIG. 16. Note that NC in the figure is the rotation speed of the compressor 2. In the normal mode in which the heat medium temperature Tw is controlled to the target heat medium temperature TWO by controlling the rotation speed of the compressor 2 as described above, the cooling load of the battery 55 in the refrigerant-heat medium heat exchanger 64 is lightened (light load state), the compressor target rotation speed TGNCw becomes the lower limit rotation speed TGNCwLimLo mentioned above, and the heat medium temperature Tw becomes the lower limit value TwLL of the upper limit value TwUL and lower limit value TwLL set above and below the target heat medium temperature TWO. , and below a predetermined forced stop value TwSL (a value lower than the target heat medium temperature TWO), which is lower than the lower limit TwLL, the compressor OFF control unit 97 At this point, it is determined that a predetermined light load condition for the refrigerant-thermal medium heat exchanger 64 is satisfied.

Then, the compressor OFF control unit 97 immediately stops the compressor 2 (compressor OFF), and thereafter enters an ON-OFF control mode in which the compressor 2 is controlled ON-OFF. That is, when the heat medium temperature Tw exceeds the control range of the heat medium temperature Tw depending on the rotation speed of the compressor 2 and falls below the forced stop value TwSL, the compressor OFF control unit 97 of the heat pump controller 32 turns the compressor 2 off. stop immediately. As a result, the heat medium temperature Tw starts to rise as shown in FIG. Note that the above light load condition is satisfied not only when the heat medium temperature Tw becomes less than the forced stop value TwSL, but also when the heat medium temperature Tw becomes less than the forced stop value TwSL.

Here, FIG. 17 shows an example when ON-OFF control is entered, similar to the case of the compressor OFF control section 84 of FIG. 11 and the compressor OFF control section 91 of FIG. 12 described above. That is, in the example of FIG. 17, if the compressor target rotation speed TGNCw becomes the lower limit rotation speed TGNCwLimLo and the heat medium temperature Tw remains below the forced stop value TwSL for a predetermined time tw1, the refrigerant-heat medium heat exchanger 64 is determined to have been satisfied, the compressor 2 is stopped, and the ON-OFF control mode is entered.

As shown in FIG. 17, when the compressor 2 is stopped after the compressor target rotation speed TGNCw becomes the lower limit rotation speed TGNCwLimLo and the heat medium temperature Tw continues to be lower than the forced stop value TwSL for a predetermined time tw1, the compressor 2 is stopped. During the elapse of time tw1 until 2 is stopped, the heat medium temperature Tw transiently falls significantly below the forced stop value TwSL (indicated by X1 in FIG. 17). In such a state, the heat medium temperature Tw drops too much, and dew condensation occurs on the battery 55 that is being cooled thereby.

On the other hand, as shown in FIG. 16, if the compressor target rotation speed TGNCw becomes the lower limit rotation speed TGNCwLimLo and the heat medium temperature Tw falls below the forced stop value TwSL, or if it becomes below the forced stop value TwSL, at that point If it is determined that the light load condition of the refrigerant-thermal medium heat exchanger 64 has been established, the compressor 2 is immediately stopped (compressor OFF), and the ON-OFF control mode is entered. Since the temperature Tw begins to rise without falling significantly below the forced stop value TwSL, no condensation occurs on the battery 55.

In the subsequent ON-OFF control mode, when the heat medium temperature Tw rises to the upper limit value TwUL (when it exceeds the upper limit value TwUL, or when it becomes more than the upper limit value TwUL; the same applies hereinafter), the compressor 2 is When the compressor is started (compressor is ON) and operated with the compressor target rotational speed TGNCw set to the lower limit rotational speed TGNCwLimLo, and in that state, the heat medium temperature Tw decreases to the lower limit value TwLL (the heat medium temperature Tw falls below the lower limit value TwLL). (or when it becomes below the lower limit value TwLL), the compressor 2 is stopped again. That is, between the upper limit TwUL and the lower limit TwLL, the compressor 2 is repeatedly operated (ON) and stopped (OFF) at the lower limit rotation speed TGNCwLimLo.

Then, in the embodiment, after the heat medium temperature Tw rises to the upper limit value TwUL (the heat medium temperature Tw exceeds the upper limit value TwUL, or the heat medium temperature Tw becomes equal to or higher than the upper limit value TwUL) and the compressor 2 is started, If the heat medium temperature Tw exceeds the upper limit value TwUL or remains at or above the upper limit value TwUL (a state in which the heat medium temperature Tw does not become lower than the upper limit value TwUL) for a predetermined period of time tw2, the heat pump controller 32 controls the compressor 2 The ON-OFF control mode is ended and the normal mode is returned.

As described above, in the battery cooling (priority) + air conditioning mode and the battery cooling (single) mode, if the heat medium temperature Tw falls below the predetermined forced stop value TwSL, which is lower than the target heat medium temperature TWO, or if the forced stop value TwSL is lower than the target heat medium temperature TWO, When the temperature drops below the stop value TwSL, the compressor 2 is stopped at that point. When the cooling load of the compressor 2 decreases and the heat medium temperature Tw decreases beyond the control range and falls below the forced stop value TwSL or below, the compressor 2 can be stopped immediately. This makes it possible to avoid the inconvenience that the temperature of the battery 55 drops too much and condensation occurs.

Further, in the embodiment, the compressor OFF control unit 97 of the heat pump controller 32 sets an upper limit value TwUL that is set above the target heat medium temperature TWO, and a value that is above the forced stop value TwSL and below the target heat medium temperature TWO. The lower limit TwLL is set to Since the ON-OFF control mode is executed in which the compressor 2 is repeatedly operated/stopped in between, the battery 55 can be appropriately cooled while avoiding dew condensation on the battery 55.

In particular, in the embodiment, when the compressor OFF control unit 97 operates the compressor 2 in the ON-OFF control mode, it operates at the lowest control rotation speed TGNCwLimLo, thereby avoiding frequent starting/stopping of the compressor 2. At the same time, the battery 55 can be cooled smoothly.

In addition, as in the embodiment, the compressor OFF control section 97 terminates the ON-OFF control mode when the heat medium temperature Tw exceeds the upper limit value TwUL or exceeds the upper limit value TwUL and this state continues for a predetermined time tw2. Since the rotation speed of the compressor 2 is controlled based on the heat medium temperature Tw and the target heat medium temperature TWO, the compressor 2 is returned to the normal mode. It becomes possible to return the machine 2 from the ON-OFF control mode to the normal mode rotation speed control without any trouble.

In the above-described embodiment, the heat medium temperature Tw was adopted as the temperature of the object (heat medium) cooled by the refrigerant-heat medium heat exchanger 64 (heat exchanger for temperature controlled object), but the battery temperature Tcell was It may be adopted as the temperature of the object cooled by the refrigerant-thermal medium heat exchanger 64 (heat exchanger for temperature controlled object), and the temperature of the refrigerant-thermal medium heat exchanger 64 (refrigerant-thermal medium heat exchanger 64 itself, the temperature of the refrigerant exiting the refrigerant flow path 64B, etc.) may be adopted as the temperature of the refrigerant-thermal medium heat exchanger 64 (heat exchanger for temperature controlled object).

Further, in the embodiment, the temperature of the battery 55 is controlled by circulating a heat medium, but inventions other than claim 6 are not limited to this. A heat exchanger for temperature control may be provided. In that case, the battery temperature Tcell becomes the temperature of the object cooled by the temperature-controlled object heat exchanger.

In addition, in the embodiment, the vehicle is capable of cooling the battery 55 while cooling the vehicle interior in the air conditioning (priority) + battery cooling mode and battery cooling (priority) + air conditioning mode that cools the vehicle interior and the battery 55 at the same time. Although described in connection with the air conditioner 1, the cooling of the battery 55 is not limited to cooling, and may be performed simultaneously with other air conditioning operations, such as the aforementioned dehumidifying/heating operation and cooling of the battery 55. In that case, the electromagnetic valve 69 is opened in the dehumidification heating mode, and a part of the refrigerant heading for the heat absorber 9 via the refrigerant pipe 13F is allowed to flow into the branch pipe 67, and then flows into the refrigerant-thermal medium heat exchanger 64. .

Further, in the embodiment, the solenoid valve 35 is provided as the valve device of the present invention, but if the indoor expansion valve 8 is configured with an electric valve that can be fully closed, the solenoid valve 35 becomes unnecessary, and the indoor expansion valve 8 This serves as a valve device in the present invention.

Furthermore, it goes without saying that the configuration and numerical values of the refrigerant circuit R explained in the embodiments are not limited thereto, and can be changed without departing from the spirit of the present invention. In particular, the embodiment has various operation modes such as heating mode, dehumidifying heating mode, dehumidifying cooling mode, cooling mode, air conditioning (priority) + battery cooling mode, battery cooling (priority) + air conditioning mode, and battery cooling (single) mode. Although the present invention has been described with reference to the vehicle air conditioner 1, the present invention is not limited thereto. For example, only one or both of the battery cooling (priority) + air conditioning mode and the battery cooling (single) mode can be executed. The present invention is also effective for vehicle air conditioners.

1 Vehicle air conditioner 2 Compressor 3 Air flow passage 4 Heat radiator 6 Outdoor expansion valve 7 Outdoor heat exchanger 8 Indoor expansion valve 9 Heat absorber 11 Control device 32 Heat pump controller (forms part of the control device)
35 Solenoid valve (valve device)
45 Air conditioning controller (part of the control device)
48 Heat absorber temperature sensor 55 Battery (temperature controlled target)
61 Equipment temperature adjustment device 64 Refrigerant-thermal medium heat exchanger (heat exchanger for temperature controlled object)
68 Auxiliary expansion valve 69 Solenoid valve 76 Heat medium temperature sensor 77 Battery temperature sensor R Refrigerant circuit

Claims (6)

a compressor that compresses refrigerant;
an indoor heat exchanger for exchanging heat between the refrigerant and air supplied to the vehicle interior;
A vehicle air conditioner that air-conditions the vehicle interior and includes at least a control device,
a heat exchanger for a temperature controlled object mounted on a vehicle for absorbing heat from the refrigerant to cool a temperature controlled object mounted on a vehicle;
The control device has a temperature-controlled object cooling mode that controls the rotation speed of the compressor based on the temperature of the temperature-controlled object heat exchanger or the object cooled thereby, and its target temperature, a predetermined upper limit set above the target temperature; a predetermined forced stop value lower than the target temperature; and a predetermined lower limit set above the forced stop value and below the target temperature. has a value,
In the temperature controlled object cooling mode, when the temperature of the temperature controlled object heat exchanger or the object cooled by it falls below the forced stop value , or when it becomes below the forced stop value. , at which point the compressor is stopped;
After the compressor is stopped, an ON-OFF control is executed to repeatedly operate/stop the compressor between the upper limit value and the lower limit value. The air conditioner for a vehicle according to claim 1, wherein the control device operates at a predetermined minimum rotational speed when operating the compressor in the ON-OFF control. When the temperature of the heat exchanger for temperature controlled object or the object cooled by it exceeds the upper limit value or exceeds the upper limit value and this state continues for a predetermined period of time, the control device turns the ON- It is characterized in that the OFF control is ended and the state is returned to the state where the rotation speed of the compressor is controlled based on the temperature of the heat exchanger for temperature controlled object or the object cooled by it and its target temperature. The vehicle air conditioner according to claim 1 or 2. comprising a valve device that controls the flow of refrigerant to the indoor heat exchanger,
The control device, as the temperature-controlled cooling mode,
Open the valve device, control the rotation speed of the compressor based on the temperature of the heat exchanger for temperature controlled object or the object cooled by it, and control the rotation speed of the compressor based on the temperature of the indoor heat exchanger. 4. The vehicle air conditioner according to claim 1, further comprising a temperature-controlled target cooling (priority) + air conditioning mode for opening and closing control. The control device operates as another temperature-controlled cooling mode,
It is characterized by having a temperature-controlled object cooling (single) mode in which the valve device is closed and the rotation speed of the compressor is controlled based on the temperature of the temperature-controlled object heat exchanger or the object cooled thereby. The vehicle air conditioner according to claim 4. comprising an equipment temperature adjustment device that circulates a heat medium between the temperature-controlled object and the temperature-controlled object heat exchanger;
The control device controls the compressor by setting the temperature Tw of the heat medium or the temperature Tcell of the temperature-controlled object as the temperature of the object to be cooled by the temperature-controlled object heat exchanger. The vehicle air conditioner according to any one of claims 1 to 5.

Images