JP7382118B2 - Vehicle air conditioner - Google Patents

Description

The present invention relates to a vehicle air conditioning system that air-conditions a vehicle interior and cools objects to be cooled mounted on the vehicle.

BACKGROUND ART Conventionally, as a technology related to a vehicle air conditioner, for example, the technology described in Patent Document 1 is known. The air conditioning circuit of Patent Document 1 has an evaporator and a refrigerant coolant heat exchange section arranged in parallel. Therefore, according to Patent Document 1, cooling using the evaporator and cooling of the battery via the refrigerant coolant heat exchange section and the battery cooling circuit can be realized.

If cooling and battery cooling are performed in parallel with this circuit configuration, the amount of heat absorbed on the cooling side will decrease due to the influence of battery cooling. For this reason, in Patent Document 1, when air conditioning and battery cooling are performed, the higher the air conditioning load is, the more the amount of circulating water through the battery is reduced to suppress a decrease in air conditioning capacity.

Japanese Patent Application Publication No. 2014-235897

However, even if the circulating amount of cooling water is reduced as in the configuration of Patent Document 1, if the temperature of the refrigerant coolant heat exchange section is high, a large amount of refrigerant will be taken to the battery cooling side, and the refrigerant will be transferred to the evaporator on the air conditioning side. The amount of refrigerant tends to be insufficient. This may cause the temperature of the evaporator to rise, resulting in a decrease in comfort and a decrease in the amount of dehumidification due to the increase in blowout temperature.

In particular, when the battery starts cooling, the temperature of the refrigerant heat exchange section is often high, so the temperature of the evaporator on the air conditioning side tends to rise, which is likely to cause a decrease in comfort due to an increase in the blowout temperature. It will be done.

The present disclosure has been made in view of these points, and suppresses a decrease in comfort and the amount of dehumidification at the time of starting cooling of the object to be cooled, when air conditioning the vehicle interior and cooling the object to be cooled are performed in parallel. The purpose is to provide a vehicle air conditioner.

In order to achieve the above object, the vehicle air conditioner according to claim 1 includes a refrigeration cycle device (10), a switching section (14a, 14b), a switching control section (50a), and a cooling flow rate control section ( 50b) and a gradual change control section (50c).

The refrigeration cycle device includes a compressor (11), an air conditioning evaporator (16), a cooling evaporator (19a, 19b), and a cooling flow rate regulator (18a, 18b). The compressor compresses and discharges the refrigerant. The air conditioning evaporator evaporates refrigerant in order to cool the air conditioning air blown into the vehicle interior. The cooling evaporator is connected in parallel to the air conditioning evaporator with respect to the flow of refrigerant, and evaporates the refrigerant in order to cool the object to be cooled (70). The cooling flow rate adjustment section adjusts the flow rate of the refrigerant flowing into the cooling evaporation section.

The switching unit (14a, 14b) controls an air conditioning cooling cycle that allows refrigerant to flow into the air conditioning evaporator and the cooling evaporator, and a switch that prohibits the refrigerant from flowing into the cooling evaporator and allows the refrigerant to flow into the air conditioning evaporator. Switch between air conditioning and single cycle. The switching control section (50a) controls switching between the air conditioning cooling cycle and the air conditioning single cycle by the switching section. The cooling flow rate control section (50b) controls the operation of the cooling flow rate adjustment section.

The gradual change control section (50c) performs gradual change control when the switching control section switches from the air conditioning single cycle to the air conditioning cooling cycle. The gradual change control is such that the amount of increase in the throttle opening of the cooling flow rate adjustment section per unit time is equal to or less than a predetermined reference increase amount within a range that is less than or equal to a predetermined limit opening (LDop). First, the aperture opening of the cooling flow rate adjusting section is increased. Then, the gradual change control section ends the gradual change control when a predetermined end condition is satisfied, and the end condition is a time limit determined according to the influence of the outside temperature on the refrigerant in the cooling evaporation section. This is the progress of (LTop). It has a time limit determining section (50d) that determines the time limit, and the time limit determining section determines the time limit (LTop) to be shorter as the outside temperature (Tam) decreases.

According to this, by performing gradual change control when switching from an air conditioning single cycle to an air conditioning cooling cycle, it is possible to gradually increase the flow rate of refrigerant flowing into the cooling evaporator, and the refrigerant flowing into the air conditioning evaporator A sudden decrease in flow rate can be suppressed.

According to the vehicle air conditioner, when starting cooling of the object to be cooled in the air conditioning cooling cycle, it is possible to suppress a shortage of refrigerant flow rate in the air conditioning evaporator, thereby suppressing a decrease in comfort and the amount of dehumidification. can.

Note that the reference numerals in parentheses of each means described in this column and the claims indicate correspondence with specific means described in the embodiment described later.

1 is an overall configuration diagram of a vehicle air conditioner according to an embodiment. FIG. 2 is a block diagram showing an electric control unit of a vehicle air conditioner according to an embodiment. It is a flow chart which shows control processing of automatic air conditioning control of a vehicle air conditioner of one embodiment. FIG. 6 is a control characteristic diagram for determining the air volume of an air conditioning blower in control processing of a vehicle air conditioner according to an embodiment. It is a flowchart which shows a part of control processing of the vehicle air conditioner of one embodiment. It is a control characteristic diagram which determines the operating state of a water heater in the control process of the vehicle air conditioner of one embodiment. It is a control characteristic diagram which determines the target heat medium temperature in the control process of the vehicle air conditioner of one embodiment. It is a flowchart which shows another part of control processing of the vehicle air conditioner of one embodiment. It is a flowchart which shows another part of control processing of the vehicle air conditioner of one embodiment. It is a flowchart which shows another part of control processing of the vehicle air conditioner of one embodiment. It is a flowchart which shows another part of control processing of the vehicle air conditioner of one embodiment. It is a chart showing air conditioning battery requirements in control processing of a vehicle air conditioner of one embodiment. It is a flowchart which shows another part of control processing of the vehicle air conditioner of one embodiment. It is a flowchart which shows another part of control processing of the vehicle air conditioner of one embodiment. 3 is a chart showing whether or not battery cooling operation is possible in control processing of a vehicle air conditioner according to an embodiment. It is a control characteristic diagram which determines the evaporator temperature judgment value f2 in the control process of the vehicle air conditioner of one embodiment. It is a chart showing correction value β1 in control processing of the vehicle air conditioner of one embodiment. It is a chart showing hysteresis β2 in control processing of the vehicle air conditioner of one embodiment. It is a control characteristic diagram which determines the inside temperature judgment value f1 in the control process of the vehicle air conditioner of one embodiment. It is a chart showing correction value α1 in control processing of the vehicle air conditioner of one embodiment. It is a control characteristic diagram which determines the elapsed time judgment value f3 in the control process of the vehicle air conditioner of one embodiment. It is a chart showing standard elapsed time TIMER in control processing of a vehicle air conditioner of one embodiment. FIG. 6 is a control characteristic diagram for determining a time limit L Top in control processing of a vehicle air conditioner according to an embodiment. FIG. 6 is a control characteristic diagram for determining a time limit L Top in control processing of a vehicle air conditioner according to an embodiment. It is a chart regarding the determination of the opening degree ODOR for right oil recovery and the opening degree ODOL for left oil recovery in the control process of the vehicle air conditioner of one embodiment. FIG. 3 is a control characteristic diagram for determining the operating rate of an outside air fan in control processing of a vehicle air conditioner according to an embodiment. It is a chart showing switching of a refrigerant circuit in a refrigeration cycle device of a vehicle air conditioner of one embodiment.

Hereinafter, one embodiment of a vehicle air conditioner 1 according to the present invention will be described using the drawings. The vehicle air conditioner 1 of this embodiment is installed in an electric vehicle that obtains driving force for running the vehicle from an electric motor. The vehicle air conditioner 1 of this embodiment is a vehicle air conditioner with a cooling function that air-conditions a vehicle interior, which is a space to be air-conditioned, and cools a battery 70, which is a cooling target, in an electric vehicle.

The battery 70 is a secondary battery that stores power to be supplied to in-vehicle equipment such as an electric motor. The battery 70 is an assembled battery formed by electrically connecting a plurality of battery cells in series or in parallel.

A battery cell is a rechargeable secondary battery. In this embodiment, a lithium ion battery is used as the battery cell. Each battery cell is formed into a flat rectangular parallelepiped shape. The respective battery cells are stacked and integrated so that their flat surfaces face each other. Therefore, the battery 70 as a whole is formed into a substantially rectangular parallelepiped shape.

In this type of battery 70, the output tends to decrease when the temperature becomes low, and the battery 70 tends to deteriorate when the temperature becomes high. Therefore, the temperature of the battery 70 needs to be maintained within an appropriate temperature range (in this embodiment, 15°C or higher and 55°C or lower) in which the battery 70 can exhibit sufficient charging and discharging performance. There is.

Furthermore, in the battery 70 formed by electrically connecting a plurality of battery cells, if the performance of any one of the battery cells deteriorates, the performance of the assembled battery as a whole will deteriorate. Therefore, when cooling the battery 70, it is desirable to cool all the battery cells equally.

The vehicle air conditioner 1 of this embodiment includes a refrigeration cycle device 10 shown in FIG. 1, a heat medium circuit 20, an indoor air conditioning unit 30, a battery pack 40, an air conditioning control device 50 shown in FIG. 2, and the like.

First, the refrigeration cycle device 10 will be explained. The refrigeration cycle device 10 cools the air conditioning air blown into the vehicle interior and the cooling air blown onto the battery 70 in the vehicle air conditioner 1 . The refrigeration cycle device 10 can switch between a battery-only cycle, an air-conditioning only cycle, and an air-conditioning battery cycle as a refrigerant circuit.

The air-conditioning only cycle is a refrigerant circuit that is switched when cooling the air-conditioning air without cooling the cooling air. More specifically, the air conditioning single cycle is a refrigerant circuit that allows refrigerant to flow into the air conditioning evaporator 16, which will be described later, without flowing the refrigerant into the right battery evaporator 19a and the left battery evaporator 19b, which will be described later.

The battery-only cycle is a refrigerant circuit that is switched when cooling the cooling air without cooling the air conditioning air. More specifically, the battery-only cycle is a refrigerant circuit that allows refrigerant to flow into the right battery evaporator 19a and the left battery evaporator 19b without flowing the refrigerant into the air conditioning evaporator 16. A battery only cycle is an example of a cooling only cycle.

The air conditioning battery cycle is a refrigerant circuit that is switched when cooling both air conditioning air and cooling air. More specifically, the air-conditioning battery cycle is a refrigerant circuit that causes refrigerant to flow into the air-conditioning evaporator 16, and also to flow into the right battery evaporator 19a and the left battery evaporator 19b.

The refrigeration cycle device 10 uses an HFO-based refrigerant (specifically, R1234yf) as the refrigerant. The refrigeration cycle device 10 constitutes a vapor compression type subcritical refrigeration cycle in which the refrigerant pressure on the high-pressure side does not exceed the critical pressure of the refrigerant. Refrigerating machine oil for lubricating the compressor 11 is mixed in the refrigerant. In this embodiment, PAG oil (polyalkylene glycol oil) having compatibility with the liquid phase refrigerant is used as the refrigerating machine oil. A portion of the refrigeration oil circulates through the cycle along with the refrigerant.

In the refrigeration cycle device 10, the compressor 11 sucks in refrigerant, compresses it, and discharges it. The compressor 11 is arranged in a drive device room on the front side of the vehicle. The drive device room forms a space in which at least a portion of equipment (for example, an electric motor) used for generating or adjusting a driving force for driving the vehicle is disposed.

The compressor 11 is an electric compressor that uses an electric motor to rotationally drive a fixed capacity type compression mechanism having a fixed discharge capacity. The rotation speed (i.e., refrigerant discharge capacity) of the compressor 11 is controlled by a control signal output from the air conditioning control device 50.

A refrigerant inlet side of a condenser 12 is connected to a discharge port of the compressor 11 . The condenser 12 exchanges heat between the high-pressure refrigerant discharged from the compressor 11 and the outside air blown from the outside air fan 12a. The condenser 12 is a condensing heat exchange unit that radiates heat of the refrigerant to the outside air and condenses the refrigerant. The condenser 12 is arranged on the front side of the drive device chamber. The condenser 12 is an example of a heat radiation section.

The outside air fan 12a is an electric blower that blows outside air toward the condenser 12. The rotational speed (ie, air blowing capacity) of the outside air fan 12a is controlled by a control voltage output from the air conditioning control device 50. The outside air fan 12a is an example of a blower fan. The outside air fan 12a may be a suction type fan or a blowout type fan as long as it can send outside air to the condenser 12.

A receiver 12b is connected to the refrigerant outlet side of the condenser 12. The receiver 12b separates the gas and liquid of the refrigerant flowing out from the condenser 12, allows a part of the separated liquid phase refrigerant to flow out downstream, and stores the remaining liquid phase refrigerant as surplus refrigerant of the cycle. Department. The condenser 12 and receiver 12b of this embodiment are integrally formed.

The outlet of the receiver 12b is connected to the inlet side of a branching portion 13a that branches the flow of the refrigerant flowing out from the receiver 12b. The branch portion 13a is a three-way joint having three inlets and outlets that communicate with each other. In the branch portion 13a, one of the three inflow ports is used as an inflow port, and the remaining two are used as outflow ports.

An inlet side of an air conditioning expansion valve 15 is connected to one outlet of the branch portion 13a via an air conditioning solenoid valve 14a. The other outlet of the branch 13a is connected to the inlet of the battery side branch 13c via a battery electromagnetic valve 14b.

The air conditioning solenoid valve 14a is an air conditioning opening/closing part that opens and closes a refrigerant passage from one outlet of the branch part 13a to the inlet of the air conditioning expansion valve 15. The opening/closing operation of the air conditioning solenoid valve 14a is controlled by a control voltage output from the air conditioning control device 50. In the refrigeration cycle device 10, the air conditioning solenoid valve 14a opens and closes the refrigerant passage, thereby switching the refrigerant circuit. Therefore, the air conditioning solenoid valve 14a is a switching part of the refrigerant circuit.

The air-conditioning expansion valve 15 is an air-conditioning pressure reducing part that reduces the pressure of the refrigerant flowing out from one outlet of the branch part 13a until it becomes a low-pressure refrigerant. Furthermore, the air conditioning expansion valve 15 is an air conditioning flow rate adjustment section that adjusts the flow rate of refrigerant flowing into the air conditioning evaporator 16.

In this embodiment, a temperature-type expansion valve constituted by a mechanical mechanism is employed as the air conditioning expansion valve 15. More specifically, the air conditioning expansion valve 15 includes a temperature sensing portion having a deformable member (specifically, a diaphragm) that deforms depending on the temperature and pressure of the refrigerant on the outlet side of the air conditioning evaporator 16, and a deformable member. and a valve body that is displaced in response to deformation of the valve body to change the throttle opening degree.

As a result, in the air conditioning expansion valve 15, the throttle opening is changed so that the degree of superheating of the refrigerant on the outlet side of the air conditioning evaporator 16 approaches a predetermined reference degree of superheating (5° C. in this embodiment). . Here, the mechanical mechanism refers to a mechanism that operates by a load due to fluid pressure, a load due to an elastic member, etc. without requiring the supply of electric power.

The refrigerant inlet side of the air conditioning evaporator 16 is connected to the outlet of the air conditioning expansion valve 15 . The air-conditioning evaporator 16 exchanges heat between the low-pressure refrigerant whose pressure has been reduced by the air-conditioning expansion valve 15 and the air-conditioning air. The air-conditioning evaporator 16 is an air-conditioning evaporator that evaporates a low-pressure refrigerant to exhibit an endothermic effect in order to cool the air-conditioned air. The air conditioning evaporator 16 is arranged inside the air conditioning casing 31 of the indoor air conditioning unit 30.

One inlet side of the confluence section 13b is connected to the outlet of the air conditioning evaporator 16 via a check valve 17. The check valve 17 allows the refrigerant to flow from the outlet side of the air conditioning evaporator 16 to one inlet side of the confluence section 13b, and allows the refrigerant to flow from the one inlet side of the confluence section 13b to the outlet side of the air conditioning evaporator 16. Prevent refrigerant from flowing to the side.

The merging portion 13b is a three-way joint similar to the branching portion 13a. In the confluence section 13b, two of the three inflow ports are used as inflow ports, and the remaining one is used as an outflow port. The inlet side of the compressor 11 is connected to the outlet of the confluence section 13b.

Further, the battery solenoid valve 14b is a cooling opening/closing part that opens and closes a refrigerant passage from the other outlet of the branch part 13a to the inlet of the battery side branch part 13c. The basic configuration of the battery solenoid valve 14b is the same as that of the air conditioning solenoid valve 14a. In the refrigeration cycle device 10, the refrigerant circuit can be switched by the battery electromagnetic valve 14b opening and closing the refrigerant passage. Therefore, the battery solenoid valve 14b, together with the air conditioning solenoid valve 14a, is a switching section of the refrigerant circuit.

The battery side branch part 13c is a three-way joint having the same configuration as the branch part 13a. The inlet side of the right battery expansion valve 18a is connected to one outlet of the battery side branch portion 13c. The inlet side of the left battery expansion valve 18b is connected to the other outlet of the battery side branch portion 13c.

The right battery expansion valve 18a is a cooling pressure reducing part that reduces the pressure of the refrigerant flowing out from one outlet of the battery side branch part 13c until it becomes a low-pressure refrigerant. Further, the right battery expansion valve 18a is a cooling flow rate adjustment section that adjusts the flow rate of refrigerant flowing into the right battery evaporator 19a.

In this embodiment, an electric expansion valve constituted by an electric mechanism is employed as the right side battery expansion valve 18a. More specifically, the right battery expansion valve 18a includes a valve body that changes the aperture opening and an electric actuator (specifically, a stepping motor) that displaces the valve body.

The operation of the right battery expansion valve 18a is controlled by control pulses output from the air conditioning control device 50. Further, the right side battery expansion valve 18a has a fully closing function of closing the refrigerant passage by fully closing the throttle opening. Here, the electrical mechanism means a mechanism that operates by being supplied with electric power.

The refrigerant inlet side of the right battery evaporator 19a is connected to the outlet of the right battery expansion valve 18a. The right battery evaporator 19a exchanges heat between the low-pressure refrigerant whose pressure has been reduced by the right battery expansion valve 18a and the cooling air passing through the heat exchange section. The right side battery evaporator 19a is a cooling evaporator that cools the cooling air by evaporating a low-pressure refrigerant and exhibiting an endothermic action in order to cool the battery 70.

The left battery expansion valve 18b is a cooling pressure reducing part that reduces the pressure of the refrigerant flowing out from the other outlet of the battery side branch part 13c until it becomes a low-pressure refrigerant. Further, the left battery expansion valve 18b is a cooling flow rate adjustment section that adjusts the flow rate of refrigerant flowing into the left battery evaporator 19b. The basic configuration of the left battery expansion valve 18b is the same as the right battery expansion valve 18a.

The refrigerant inlet side of the left battery evaporator 19b is connected to the outlet of the left battery expansion valve 18b. The left battery evaporator 19b exchanges heat between the low-pressure refrigerant whose pressure has been reduced by the left battery expansion valve 18b and the cooling air passing through the heat exchange section. The left battery evaporator 19b is a cooling evaporator that cools the cooling air by evaporating a low-pressure refrigerant and exhibiting an endothermic action in order to cool the battery 70.

Therefore, a plurality of cooling evaporation sections of this embodiment are provided. The plurality of cooling evaporators are connected to each other in parallel with respect to the refrigerant flow. Moreover, the same number of cooling flow rate adjustment sections as the plurality of cooling evaporation sections are provided. Each of the cooling flow rate adjustment sections is arranged upstream of each cooling evaporation section in the flow of refrigerant, so that the flow rate of refrigerant flowing into each cooling evaporation section can be individually adjusted.

One inlet side of the battery side merging section 13d is connected to the outlet of the right side battery evaporator 19a. The other inlet side of the battery side merging section 13d is connected to the outlet of the left battery evaporator 19b. The battery side merging portion 13d is a three-way joint having the same configuration as the merging portion 13b. The other inlet side of the merging portion 13b is connected to the outlet of the battery side merging portion 13d.

The above-mentioned right battery expansion valve 18a, left battery expansion valve 18b, right battery evaporator 19a, left battery evaporator 19b, and battery side merging portion 13d are arranged in the battery casing 41 of the battery pack 40. ing.

Here, detailed configurations of the air conditioning evaporator 16, the right battery evaporator 19a, and the left battery evaporator 19b will be described. In the refrigeration cycle device 10, the air conditioning evaporator (i.e., the air conditioning evaporator 16) and the cooling evaporator (i.e., the right battery evaporator 19a and the left battery evaporator 19b) are arranged in parallel with respect to the flow of refrigerant. connected. Furthermore, so-called tank-and-tube heat exchangers are used as the air conditioning evaporator 16, the right battery evaporator 19a, and the left battery evaporator 19b.

A tank-and-tube heat exchanger includes a plurality of refrigerant tubes and a pair of tanks. A refrigerant tube is a metal tube through which refrigerant flows. The plurality of refrigerant tubes are stacked in a predetermined direction at intervals. Air passages are formed between adjacent refrigerant tubes to allow air to exchange heat with the refrigerant.

The tank is a metal cylindrical member with a bottom that extends in the direction in which the plurality of refrigerant tubes are stacked. The pair of tanks are connected to both ends of the plurality of refrigerant tubes, respectively. A distribution space that distributes the refrigerant to the plurality of refrigerant tubes and a collection space that collects the refrigerant flowing out from the plurality of refrigerant tubes are formed inside the tank.

Thereby, a heat exchange core portion is formed that exchanges heat between the refrigerant flowing through each refrigerant tube and the air flowing through the air passage. Heat exchange fins that promote heat exchange between the refrigerant and the air are arranged in the air passage. Therefore, the heat exchange area between the refrigerant and air in a tank-and-tube heat exchanger is the front area of the heat exchange core (in other words, the projected area) and the surface area of the heat exchange fins when viewed from the air flow direction. can be defined by the total value of

In this embodiment, as the air conditioning evaporator 16, one whose heat exchange area is larger than the sum of the heat exchange area of the right battery evaporator 19a and the heat exchange area of the left battery evaporator 19b is adopted. are doing. Further, the right battery evaporator 19a and the left battery evaporator 19b have the same heat exchange area.

The total required cooling capacity (in other words, required heat exchange capacity) of the right side battery evaporator 19a and the left side battery evaporator 19b for cooling the battery 70 is the sum of the required cooling capacity (in other words, the required heat exchange capacity) of the right side battery evaporator 19a and the left side battery evaporator 19b. smaller than the required cooling capacity for

Next, the heat medium circuit 20 will be explained. The heat medium circuit 20 is a circuit that circulates a heat medium that exchanges heat with air for air conditioning. The heat medium circuit 20 uses an ethylene glycol aqueous solution as the heat medium. The heat medium circuit 20 includes a water pump 21, a water heater 22, a heater core 23, and a reserve tank 24.

The water pump 21 pumps a heat medium toward the water heater 22 . The water pump 21 is an electric impeller pump that rotates an impeller (that is, an impeller) using an electric motor. Water pump 21 is arranged in the drive device room. The rotation speed (pumping capacity) of the water pump 21 is controlled by a control voltage output from the air conditioning control device 50.

The water heater 22 is a heat medium heating section that heats the heat medium pumped from the water pump 21. The water heater 22 is a PTC heater having a PTC element (ie, a positive temperature coefficient thermistor). The amount of heat generated by the water heater 22 is controlled by a control voltage output from the air conditioning control device 50.

A heat medium inlet side of a heater core 23 is connected to the downstream side of the water heater 22 . The heater core 23 exchanges heat between the heat medium heated by the water heater 22 and air conditioning air. The heater core 23 is a heating heat exchange unit that heats the air conditioning air by dissipating the heat of the heat medium to the air conditioning air. The heater core 23 is arranged within an air conditioning casing 31 of the indoor air conditioning unit 30.

The inlet side of the reserve tank 24 is connected to the heat medium outlet of the heater core 23 . The reserve tank 24 is a storage section that stores surplus heat medium in the heat medium circuit 20. In the heat medium circuit 20, by arranging the reserve tank 24, a decrease in the amount of the heat medium circulating through the heat medium circuit 20 is suppressed. The reserve tank 24 has a supply port for replenishing the heat medium when the amount of heat medium in the heat medium circuit 20 becomes insufficient.

Next, the indoor air conditioning unit 30 will be explained. The indoor air conditioning unit 30 is a unit that blows air conditioning air adjusted to an appropriate temperature for air conditioning the vehicle interior to an appropriate location within the vehicle interior. The indoor air conditioning unit 30 is arranged inside an instrument panel at the forefront of the vehicle interior.

The indoor air conditioning unit 30 houses an air conditioning blower 32, an air conditioning evaporator 16, a heater core 23, etc. in an air conditioning casing 31 that forms an air passage for air conditioning. The air conditioning casing 31 is molded from a resin (for example, polypropylene) that has a certain degree of elasticity and excellent strength. An air passage is formed in the air conditioning casing 31 through which air for air conditioning flows.

An inside/outside air switching device 33 is disposed at the most upstream side of the air-conditioning casing 31 in the direction of air flow. The inside/outside air switching device 33 adjusts the ratio of inside air (ie, vehicle interior air) and outside air (ie, vehicle exterior air) introduced into the air conditioning casing 31 . The inside/outside air switching device 33 is an inside/outside air adjustment unit that adjusts the proportion of inside air and outside air in the air conditioning blown air flowing into the air conditioning evaporator 16 disposed in the air conditioning casing 31.

More specifically, the inside/outside air switching device 33 is formed with an inside air introduction port 33a for introducing inside air into the air conditioning casing 31, and an outside air introduction port 33b for introducing outside air. Inside the inside/outside air switching device 33, an inside/outside air switching door 33c is arranged that continuously adjusts the opening areas of the inside air inlet 33a and the outside air inlet 33b.

Therefore, in the inside/outside air switching device 33, the ratio of the amount of inside air introduced into the air conditioning casing 31 to the amount of outside air (i.e., the outside air rate) is adjusted by displacing the inside/outside air switching door 33c. The inside/outside air switching door 33c is driven by an electric actuator 33e for an inside/outside air switching device. The operation of the electric actuator 33e for the inside/outside air switching device is controlled by a control signal output from the air conditioning control device 50.

An air conditioning blower 32 is disposed downstream of the inside/outside air switching device 33 in the flow of air. The air conditioning blower 32 blows air sucked in via the inside/outside air switching device 33 into the vehicle interior. The air conditioning blower 32 is an electric blower that drives a centrifugal multi-blade fan using an electric motor. The air conditioning blower 32 has its rotation speed (that is, air blowing capacity) controlled by a control voltage output from the air conditioning control device 50. The air conditioning blower 32 is an example of an air conditioning blower.

An air conditioning evaporator 16 and a heater core 23 are arranged downstream of the air conditioning blower 32 in this order with respect to the air flow. In other words, the air conditioning evaporator 16 is disposed upstream of the heater core 23 in the flow of the blown air.

A cold-air bypass passage 35 is provided in the air-conditioning casing 31 to allow the air-conditioning air that has passed through the air-conditioning evaporator 16 to flow around the heater core 23 . An air mix door 34 is disposed in the air conditioning casing 31 on the downstream side of the blown air flow of the air conditioning evaporator 16 and on the upstream side of the blown air flow of the heater core 23.

The air mix door 34 is an air volume ratio adjustment unit that adjusts the air volume ratio between the air volume that passes through the heater core 23 side and the air volume that passes through the cold air bypass passage 35 in the air conditioning blast air that has passed through the air conditioning evaporator 16. . The air mix door 34 is driven by an electric actuator 34a for air mix doors. The operation of the electric actuator 34a for the air mix door is controlled by a control signal output from the air conditioning control device 50.

A mixing space 36 is formed in the air conditioning casing 31 on the downstream side of the heater core 23 and the cold air bypass passage 35 in the flow of air. The mixing space 36 is a space in which air-conditioning air heated by the heater core 23 and air-conditioning air that has passed through the cold air bypass passage 35 and has not been heated are mixed.

An opening hole for blowing out the air-conditioning air mixed and temperature-controlled in the mixing space 36 into the vehicle interior is arranged in the downstream part of the air-conditioning casing 31 in the flow direction of the air.

The opening holes include a face opening hole 37a, a foot opening hole 37b, and a defroster opening hole 37c. The face opening hole 37a is an opening hole for blowing out the conditioned air toward the upper body side of the occupant. The foot opening hole 37b is an opening hole for blowing out the conditioned air toward the feet of the occupant. The defroster opening hole 37c is an opening hole for blowing out conditioned air toward the inner surface of the front window glass.

The face opening hole 37a, the foot opening hole 37b, and the defroster opening hole 37c are connected to a face outlet, a foot outlet, and a defroster outlet (all of which are not shown) provided in the vehicle interior through ducts forming air passages. ).

Therefore, the temperature of the conditioned air mixed in the mixing space 36 is adjusted by the air mix door 34 adjusting the ratio of the air volume passing through the heater core 23 and the air volume passing through the cold air bypass passage 35. Then, the temperature of the air conditioning air (i.e., conditioned air) blown into the vehicle interior from each outlet is adjusted.

Further, a face door 38a, a foot door 38b, and a defroster door 38c are arranged on the upstream side of the air flow of the face opening hole 37a, the foot opening hole 37b, and the defroster opening hole 37c. The face door 38a adjusts the opening area of the face opening hole 37a. The foot door 38b adjusts the opening area of the foot opening hole 37b. The defroster door 38c adjusts the opening area of the froster opening hole.

The face door 38a, the foot door 38b, and the defroster door 38c form an outlet mode switching section that switches the outlet mode. The face door 38a, the foot door 38b, and the defroster door 38c are rotated in conjunction with each other by an electric actuator 38d for the outlet mode door via a link mechanism or the like. The operation of the electric actuator 38d for the outlet mode door is controlled by a control signal output from the air conditioning control device 50.

Specifically, the outlet modes to be switched by the outlet mode switching section include face mode, bi-level mode, foot mode, and the like.

The face mode is an air outlet mode in which the face air outlet is fully opened and air is blown from the face air outlet toward the upper body of the occupant in the vehicle interior. The bi-level mode is an air outlet mode in which both the face air outlet and the foot air outlet are opened and air is blown toward the upper body and feet of the occupants in the vehicle interior. The foot mode is an air outlet mode in which the foot air outlet is fully opened, the defroster air outlet is opened by a small opening degree, and air is mainly blown out from the foot air outlet.

Further, the defroster mode can be switched to by the occupant manually operating an air outlet mode switch provided on the operation panel 60. The defroster mode is an outlet mode in which the defroster outlet is fully opened and air is blown out from the defroster outlet onto the inner surface of the front window glass.

Next, the battery pack 40 will be explained. The battery pack 40 is a package that houses the battery 70 in a coolable manner.

The battery pack 40 is placed under the floor of the vehicle compartment. The battery pack 40 houses a cooling blower 42, a right battery evaporator 19a, a left battery evaporator 19b, and the like in a battery casing 41 that forms an air passage for cooling air. The battery casing 41 is a metal sealed case that has been subjected to electrical insulation treatment and heat insulation treatment.

Inside the battery casing 41, a cooling space 43, a right air passage 44a, a left air passage 44b, and a battery space 45 are formed. The battery space 45 is a space that accommodates the battery 70. The cooling space 43 is a space in which the cooling blower 42, the right battery evaporator 19a, the left battery evaporator 19b, and the like are accommodated.

The battery space 45 and the cooling space 43 communicate with each other. The cooling blower 42 is an electric blower that blows cooling air sucked from the battery space 45 toward both the right battery evaporator 19a and the left battery evaporator 19b. The basic configuration of the cooling blower 42 is the same as that of the air conditioning blower 32. The cooling blower 42 is an example of a cooling blower. In this embodiment, as the cooling blower 42, one whose maximum blowing capacity is smaller than the maximum blowing capacity of the air conditioning blower 32 is used.

The right air passage 44a is an air passage through which cooling air that has passed through the right battery evaporator 19a flows. The right air passage 44a guides the cooling air that has passed through the right battery evaporator 19a to the right side of the battery 70 when viewed from the stacking direction of the battery 70. In other words, the right air passage 44a guides the cooling air toward one end surface of the plurality of battery cells.

The left air passage 44b is an air passage through which the cooling air that has passed through the left battery evaporator 19b flows. The left air passage 44b guides the cooling air that has passed through the left battery evaporator 19b to the left side of the battery 70 when viewed from the stacking direction of the battery 70. In other words, the left air passage 44b guides the cooling air to the other end surface side of the plurality of battery cells.

The vehicle air conditioner 1 of this embodiment also includes a steering heater 91, a seat blower 92, a seat heater 93, and a knee radiant heater 94. The steering heater 91, the seat air blower 92, the seat heater 93, and the knee radiant heater 94 are heating auxiliary devices that improve the feeling of heating for the occupant when heating the vehicle interior. The operation of the heating auxiliary device is controlled by a control signal output from the air conditioning control device 50.

More specifically, the steering heater 91 is a steering heating section that heats the steering wheel using an electric heater. The seat blower device 92 is a seat blower that blows air toward the occupant from inside the seat. The seat heater 93 is a seat heating unit that heats the surface of a seat on which an occupant is seated using an electric heater. The knee radiant heater 94 is a knee heating unit that irradiates heat source light toward the occupant's knees.

Next, the electric control section of this embodiment will be explained using FIG. 2. The air conditioning control device 50 is composed of a well-known microcomputer including a CPU, ROM, RAM, etc., and its peripheral circuits. The air conditioning control device 50 performs various calculations and processes based on a control program stored in the ROM, and controls the operation of various controlled devices connected to the output side.

Various sensor groups are connected to the input side of the air conditioning control device 50. The various sensor groups include an inside air sensor 51, an outside air sensor 52, a solar radiation sensor 53, a high pressure refrigerant pressure sensor 54, an air conditioning evaporator temperature sensor 55, a right side cooling evaporator temperature sensor 56a, and a left side cooling evaporator temperature sensor 56b. Contains. Further, the various sensor groups include a cooling evaporator pressure sensor 57, a water temperature sensor 58, a battery temperature sensor 59, a humidity sensor 59a, and the like.

The inside air sensor 51 is an inside air temperature detection section that detects the inside air temperature Tr, which is the temperature inside the vehicle. The outside air sensor 52 is an outside air temperature detection section that detects outside air temperature Tam. The solar radiation sensor 53 is a solar radiation amount detection section that detects the solar radiation amount Ts in the vehicle interior.

The high-pressure refrigerant pressure sensor 54 is a high-pressure refrigerant pressure detection section that detects the refrigerant pressure Ph on the high-pressure side. The high-pressure refrigerant pressure sensor 54 of this embodiment detects the pressure of the refrigerant flowing out from the receiver 12b.

The air conditioning evaporator temperature sensor 55 is an air conditioning evaporator temperature detection section that detects the air conditioning evaporator temperature TE, which is the temperature of the air conditioning evaporator 16. The air conditioning evaporator temperature sensor 55 of this embodiment detects the heat exchange fin temperature of the air conditioning evaporator 16. Therefore, the air conditioning evaporator temperature TE has a value equivalent to the temperature of the air conditioning air blown out from the air conditioning evaporator 16.

The right side cooling evaporator temperature sensor 56a is a cooling evaporator temperature detection unit that detects the right side cooling evaporator temperature TEBR, which is the temperature of the refrigerant flowing out from the right side battery evaporator 19a. The right-side cooling evaporator temperature sensor 56a of this embodiment detects the temperature of the refrigerant pipe extending from the outlet of the right-side battery evaporator 19a to the battery-side confluence section 13d.

The left side cooling evaporator temperature sensor 56b is a cooling evaporator temperature detection unit that detects the left side cooling evaporator temperature TEBL, which is the temperature of the refrigerant flowing out from the left side battery evaporator 19b. The left side cooling evaporator temperature sensor 56b of this embodiment detects the temperature of the refrigerant pipe extending from the outlet of the left side battery evaporator 19b to the battery side confluence section 13d.

The cooling evaporator pressure sensor 57 is a cooling evaporator pressure detection unit that detects the cooling evaporator pressure PEB, which is the pressure of the refrigerant flowing out from the right battery evaporator 19a and the left battery evaporator 19b. The water temperature sensor 58 is a heat medium temperature detection section that detects the heat medium temperature TW on the outlet side of the water heater 22.

Battery temperature sensor 59 is a battery temperature detection section that detects battery temperature TB (that is, the temperature of battery 70). The battery temperature sensor 59 of this embodiment has a plurality of temperature sensors and detects the temperature of a plurality of locations on the battery 70. Therefore, the air conditioning control device 50 can also detect the temperature difference between each part of the battery 70. Furthermore, as the battery temperature TB, the average value of the detection values of a plurality of temperature sensors is adopted.

The humidity sensor 59a is a humidity detection unit that detects the window vicinity humidity RHW, which is the relative humidity near the front window glass in the vehicle interior.

Furthermore, an operation panel 60 disposed near an instrument panel at the front of the vehicle interior is connected to the input side of the air conditioning control device 50. Operation signals from various switches provided on the operation panel 60 are input to the air conditioning control device 50 .

The operation switches provided on the operation panel 60 specifically include an air conditioner switch 60a, an auto switch 60b, an inlet mode changeover switch 60c, and an outlet mode changeover switch 60d. Further, the operation switches include an air volume setting switch 60e, an economy switch 60f, a temperature setting switch 60g, and the like.

The air conditioner switch 60a is an air conditioning cooling requesting unit that requests the air conditioning evaporator 16 to cool the air conditioning blown air by the operation of the passenger. The auto switch 60b is an automatic control setting section that sets or cancels the automatic air conditioning control of the vehicle air conditioner 1 according to an operation by a passenger.

The suction port mode changeover switch 60c is a suction port mode setting unit that switches the suction port mode according to an operation by a passenger. The air outlet mode changeover switch 60d is an air outlet mode setting unit that switches the air outlet mode according to an operation by a passenger.

The air volume setting switch 60e is an air volume setting section for manually setting the air volume of the air conditioning blower 32. The temperature setting switch 60g is a target temperature setting section that sets the vehicle interior target temperature Tset through operation by the occupant. The economy switch 60f is a power saving requesting unit that requests power saving of the refrigeration cycle device 10 by an operation by a passenger.

Further, the air conditioning control device 50 is electrically connected to another vehicle control device 80. Other examples of the vehicle control device 80 include a driving force control device that controls the operation of an electric motor that outputs driving force for driving the vehicle.

The air conditioning control device 50 and the vehicle control device 80 are communicably connected to each other. Therefore, based on the detection signal or operation signal input to one control device, the other control device can also control the operation of various devices connected to the output side. For example, the vehicle control device 80 can use the battery temperature TB input to the air conditioning control device 50 to change the output of the electric motor for driving the vehicle.

It should be noted that the air conditioning control device 50 is integrally configured with control means for controlling various control target devices connected to the output side of the air conditioning control device 50. In the air conditioning control device 50, the configuration (hardware and software) that controls the operation of each device to be controlled constitutes a control unit that controls the operation of each device to be controlled.

For example, in the air conditioning control device 50, a configuration that controls the operation of the air conditioning solenoid valve 14a and the battery solenoid valve 14b, which are switching units, is the switching control unit 50a. Further, in the air conditioning control device 50, a cooling flow rate control section 50b is a component that controls the operation of the right side battery expansion valve 18a and the left side battery expansion valve 18b.

In the air conditioning control device 50, the gradual change control section 50c determines the aperture opening degrees of the right side battery expansion valve 18a and the left side battery expansion valve 18b in step S412, which will be described later. Further, in the air conditioning control device 50, the configuration that determines the time limit L Top in the gradual change control in step S410, which will be described later, is the time limit determining unit 50d.

In the air conditioning control device 50, the configuration that determines the limited opening degree LDop in the gradual change control in step S411, which will be described later, is the limited opening degree determination section 50e. In the air conditioning control device 50, the configuration that determines the upper limit value of the refrigerant discharge capacity of the compressor 11 is the upper limit value determining section 50f. Furthermore, a component of the air conditioning control device 50 that controls the refrigerant discharge capacity of the compressor 11 is a refrigerant discharge capacity control section 50g.

Further, in the air conditioning control device 50, the structure that controls the operation of the electric actuator 33e for the inside/outside air switching device 33, which is an inside/outside air adjustment unit, is the inside/outside air control unit 50h. Of the air conditioning control device 50, a fan control unit 50i is a component that controls the operation of the outside air fan 12a, which is a blower fan.

Next, the operation of the vehicle air conditioner 1 of this embodiment with the above configuration will be explained using FIGS. 3 to 27. FIG. 3 is a flowchart showing a control process as a main routine of the vehicle air conditioner 1 of this embodiment. This control process starts when the auto switch 60b is turned on (ON) while the vehicle system is activated. Each control step described in the flowchart of each figure is a various function implementation unit that the air conditioning control device 50 has.

First, in step S1 of FIG. 3, initialization of flags, timers, etc. configured by the storage circuit of the air conditioning control device 50, and initial positioning of the electric actuator (specifically, the stepping motor) described above are performed. It will be done.

Note that, in the initialization in step S1, among the flags and calculated values, some of the values stored when the vehicle air conditioner was stopped last time or when the vehicle system was terminated are read out. Further, an initial value of whether or not battery cooling operation is possible is set. The initial value of whether or not the battery cooling operation is enabled may be either "battery cooling operation permitted" or "battery cooling operation prohibited."

Next, in step S2, operation signals etc. from the operation panel 60 are read, and the process proceeds to step S3. In the following step S3, a signal of the vehicle environmental condition used for air conditioning control, that is, a detection signal of the above-mentioned sensor group is read. Furthermore, in step S3, the detection signals of the sensor group connected to the input side of the vehicle control device 80 and the control signals output from the vehicle control device 80 are read from the vehicle control device 80.

Next, in step S4, a target blowout temperature TAO as a target temperature of the air blown into the vehicle interior is calculated using the following formula F1.
TAO=Kset×Tset-Kr×Tr-Kam×Tam-Ks×Ts+C…(F1)
Tset is the vehicle interior target temperature set by the temperature setting switch 60g. Tr is the inside temperature detected by the inside air sensor 51. Tam is the outside temperature detected by the outside air sensor 52. Ts is the amount of solar radiation detected by the solar radiation sensor 53. Moreover, Kset, Kr, Kam, and Ks are control gains, and C is a constant for correction.

Next, in step S5, the open/close state of the air conditioning solenoid valve 14a is determined. In step S5, when the air conditioning evaporator 16 is required to cool the air conditioning blown air based on the operation signal of the air conditioner switch 60a read in step S2, the air conditioning solenoid valve 14a is activated. open.

Next, in step S6, the amount of air conditioning air blown by the air conditioning blower 32 and the amount of cooling air blown by the cooling blower 42 are determined.

The amount of air blown by the air conditioning blower 32 is determined based on the target outlet temperature TAO. Specifically, as shown in the control characteristic diagram of FIG. 4, in the extremely low temperature range (maximum cooling range) and extremely high temperature range (maximum heating range) of the target outlet temperature TAO, The voltage is set to the maximum value (MAX), and the air volume of the air conditioning blower 32 is set to the maximum air volume.

When the target blowout temperature TAO increases from the extremely low temperature range to the intermediate temperature range, the air conditioning blower voltage is lowered in accordance with the increase in the target blowout temperature TAO, and the amount of air blown by the air conditioning blower 32 is reduced. When the target blowout temperature TAO decreases from the extremely high temperature range to the intermediate temperature range, the air conditioning blower voltage is lowered in accordance with the decrease in the target blowout temperature TAO, and the amount of air blown by the air conditioning blower 32 is reduced.

When the target blowing temperature TAO falls within a predetermined intermediate temperature range, the air conditioning blower voltage is set to the minimum value (min), and the air volume of the air conditioning blower 32 is set to the minimum air volume.

In addition, regarding the amount of air blown by the cooling blower 42, the amount of air blown by the cooling blower 42 is determined by using the cooling blower voltage applied to the cooling blower 42 as a predetermined reference voltage, regardless of the target blowout temperature TAO or the battery temperature TB. is the standard air volume. The reference air volume of the cooling fan 42 is set to be less than or equal to the minimum air volume of the air conditioning fan 32.

Therefore, the amount of air blown by the cooling blower 42 is smaller than the amount of air blown by the air conditioning blower 32. In other words, the volume of cooling air that exchanges heat with the low-pressure refrigerant in the cooling evaporator (in this embodiment, the total volume of air that exchanges heat with the right battery evaporator 19a and the left battery evaporator 19b) is: The volume is smaller than the volume of the air conditioning air that exchanges heat with the low-pressure refrigerant in the air conditioning evaporator.

Next, in step S7, the suction port mode is determined. Details of step S7 will be explained using FIG. 5.

First, in step S71, it is determined whether the battery temperature TB is higher than a predetermined reference allowable temperature KTBmax (49° C. in this embodiment). If it is determined in step S71 that the battery temperature TB is higher than the reference allowable temperature KTBmax, the process advances to step S72. If it is determined in step S71 that the battery temperature TB is not higher than the reference allowable temperature KTBmax, the process advances to step S76.

Here, the reference allowable temperature KTBmax is set to a temperature at which it is necessary to cool the battery 70 in order to suppress deterioration of the battery 70 when the battery temperature TB is higher than the reference allowable temperature KTBmax. There is.

In step S72, it is determined whether the outside temperature Tam is equal to or lower than a predetermined standard anti-fogging temperature KTamd (15° C. in this embodiment). If it is determined in step S72 that the outside temperature Tam is lower than the reference anti-fogging temperature KTamd, the process advances to step S73. If it is determined in step S72 that the outside temperature Tam is not lower than the reference anti-fogging temperature KTamd, the process proceeds to step S76.

Here, the standard anti-fog temperature KTamd is set to a temperature at which window fogging is likely to occur on the front window glass when the outside temperature Tam is below the standard anti-fog temperature KTamd (15°C in this embodiment). ing.

In step S73, it is determined whether the air conditioning evaporator temperature TE is higher than the target air conditioning evaporator temperature TEO determined in step S11, which will be described later. If it is determined in step S73 that the air conditioning evaporator temperature TE is higher than the target air conditioning evaporator temperature TEO, the process advances to step S74. If it is determined in step S73 that the air conditioning evaporator temperature TE is not higher than the target air conditioning evaporator temperature TEO, the process advances to step S76.

Here, when the air conditioning evaporator temperature TE is higher than the target air conditioning evaporator temperature TEO, the air conditioning blown air is not sufficiently cooled in the air conditioning evaporator 16, and the air conditioning evaporator temperature TE is higher than the target air conditioning evaporator temperature TEO. Air dehumidification tends to be insufficient.

In step S74, it is determined whether or not the battery cooling operation determined in step S14, which will be described later, is permitted. If it is determined in step S74 that the battery cooling operation is permitted, the process advances to step S75. If it is determined in step S74 that the battery cooling operation is not permitted, the process advances to step S76.

Therefore, when proceeding to step S75, it is necessary to cool the battery 70, and even though the front window glass is likely to fog up and the dehumidification of the air for air conditioning is insufficient, the battery cooling operation is not performed. This is the case when it is determined that it is permitted.

Therefore, in step S75, a control signal to be output to the electric actuator 33e for the inside/outside air switching device is determined so that the outside air ratio becomes 100%, and the process proceeds to step S8. By setting the outside air ratio to 100%, the inside of the vehicle can be ventilated, and fogging on the inner surface of the window glass can be suppressed.

In step S76, it is determined whether the outside temperature Tam is higher than a predetermined reference high temperature side outside temperature KTamh (35° C. in this embodiment). If it is determined in step S76 that the outside temperature Tam is higher than the reference high temperature side outside temperature KTamh, the process advances to step S79. If it is determined in step S76 that the outside temperature Tam is not higher than the reference high temperature side outside temperature KTamh, the process advances to step S77.

In step S77, it is determined whether the refrigerant circuit has been switched to the air conditioning battery cycle. If it is determined in step S77 that the refrigerant circuit has been switched to the air conditioning battery cycle, the process advances to step S79. If it is determined in step S77 that the refrigerant circuit has not been switched to the air conditioning battery cycle, the process advances to step S78.

In step S78, as shown in the control characteristic diagram shown in step S78 of FIG. 5, a control signal to be output to the electric actuator 33e for the inside/outside air switching device is determined, and the process proceeds to step S8. In step S78, a control signal to be output to the electric actuator 33e for the inside/outside air switching device is determined so as to increase the outside air ratio as the target blowout temperature TAO increases.

In step S79, a control signal to be output to the electric actuator 33e for the inside/outside air switching device is determined so that the outside air ratio becomes 0%, and the process proceeds to step S8.

According to this, when the outside temperature is high, a large amount of relatively low-temperature inside air can be introduced into the air conditioning evaporator 16 to lower the temperature in front of the air conditioning evaporator 16, and the air conditioning air temperature can be lowered to the target value quickly. In other words, the vehicle air conditioner 1 can reduce the influence of cooling the battery 70 on the air conditioning capacity.

Furthermore, when the air conditioning battery cycle is switched, relatively low-temperature internal air is introduced into the air conditioning evaporator 16 to reduce the temperature rise of the air conditioning air blown out from the air conditioning evaporator 16. can do. That is, the vehicle air conditioner 1 can suppress deterioration of the air conditioning feeling when cooling the battery 70 is started.

Next, in step S8, the outlet mode is determined. The outlet mode is determined based on the target outlet temperature TAO. Specifically, as the target blowing temperature TAO rises from a low temperature range to a high temperature range, the face mode, bilevel mode, and foot mode are switched in this order. Therefore, in the summer, the face mode is most likely to be selected, in the spring and autumn, the bi-level mode is most likely to be selected, and in the winter, the foot mode is most likely to be selected.

Further, when the occupant manually operates the outlet mode changeover switch 60d to change the outlet mode, the operation by the occupant is given priority over the outlet mode determined in step S8. In this case, the control signal output to the electric actuator 38d for the outlet mode door is determined based on manual operation.

Next, in step S9, the energization state of the water heater 22 is determined. Details of step S9 will be explained using FIGS. 6 and 7.

In step S9, as shown in the control characteristic diagram of FIG. 6, the operation of the water heater 22 is controlled based on the temperature difference ΔTW (ΔTW=TWO-TW) obtained by subtracting the heat medium temperature TW from the target heat medium temperature TWO. do. Specifically, when the temperature difference ΔTW is in the process of increasing, the water heater 22 is switched from non-energized to energized when the temperature difference ΔTW becomes equal to or higher than the reference upper limit temperature difference KΔTW1 (3° C. in this embodiment). (ON in FIG. 6).

When the temperature difference ΔTW is in the decreasing process, when the temperature difference ΔTW becomes equal to or higher than the reference lower limit temperature difference KΔTW2 (in this embodiment, 0°C), the water heater 22 is switched from being energized to being de-energized (in FIG. 6, , OFF). The difference between the reference upper limit temperature difference KΔTW1 and the reference lower limit temperature difference KΔTW2 is a hysteresis width for preventing control hunting.

Further, the target heat medium temperature TWO is determined with reference to a control map stored in the air conditioning control device 50 in advance. In this embodiment, as shown in the control characteristic diagram of FIG. 7, the target heat medium temperature TWO is determined to increase as the target blowout temperature TAO increases.

Next, in step S10, the operating state of the water pump 21 is determined. Details of step S10 will be explained using FIG. 8.

First, in step S101, it is determined whether the heat medium temperature TW is higher than the air conditioning evaporator temperature TE. If it is determined in step S101 that the heat medium temperature TW is higher than the air conditioning evaporator temperature TE, the process advances to step S102. If it is determined in step S101 that the heat medium temperature TW is not higher than the air conditioning evaporator temperature TE, the process advances to step S104.

In step S102, it is determined whether the air conditioning blower 32 is operating. If it is determined in step S102 that the air conditioning blower 32 is operating, the process advances to step S103. If it is determined in step S102 that the air conditioning blower 32 is not operating, the process advances to step S104.

In step S103, it is determined to operate the water pump 21, and the process proceeds to step S11. In step S104, it is determined to stop the water pump 21, and the process proceeds to step S11.

Next, in step S11, the target opening degree SW of the air mix door 34 is calculated using the following formula F2.
SW=(TAO-TE)/(TW-TE)×100(%)...(F2)
The air conditioning evaporator temperature TE is the air conditioning evaporator temperature detected by the air conditioning evaporator temperature sensor 55. The heat medium temperature TW is the heat medium temperature detected by the water temperature sensor 58.

In formula F2, when SW=0%, the air mix door 34 is displaced to the maximum cooling position. In other words, the air mix door 34 is moved to a position where the cold air bypass passage 35 is fully opened and the air passage on the heater core 23 side is fully closed.

Further, in formula F2, when SW=100%, the air mix door 34 is displaced to the maximum heating position. In other words, the air mix door 34 is moved to a position where the cold air bypass passage 35 is fully closed and the air passage on the heater core 23 side is fully opened.

In this embodiment, as explained in step S9, it is determined that the target heat medium temperature TWO is increased as the target blowout temperature TAO increases. Further, the target heat medium temperature TWO is determined such that the target opening degree SW becomes approximately 100% when the heat medium temperature TW rises to the target heat medium temperature TWO.

According to this, when the occupant manually operates the temperature setting switch 60g to lower the target vehicle interior temperature Tset, the temperature of the air-conditioned air blown into the vehicle interior is reduced by lowering the target opening degree SW. can be rapidly reduced.

Next, in step S12, a target air conditioning evaporator temperature TEO and a target cooling evaporator temperature TEOB are determined. Details of step S12 will be explained using FIG. 9.

First, in step S201, a first tentative target air conditioning evaporator temperature f (TAO) is determined. Specifically, in step S201, as shown in the control characteristic diagram shown in step S201 of FIG. It is determined to raise it, and the process advances to step S202.

In step S202, a second temporary target air conditioning evaporator temperature f (outside temperature) is determined. Specifically, in step S202, as shown in the control characteristic diagram shown in step S202 of FIG. It is determined to raise it, and the process advances to step S203.

In step S203, the smaller value of the first tentative target air conditioning evaporator temperature f (TAO) and the second tentative target air conditioning evaporator temperature f (outside temperature) is determined as the target air conditioning evaporator temperature TEO. Then, the process advances to step S204.

In step S204, a target cooling evaporator temperature TEOB is determined. Specifically, in step S204, as shown in the control characteristic diagram shown in step S204 in FIG. 9, it is determined that the target cooling evaporator temperature TEOB is increased as the outside temperature Tam increases. , proceed to step S13.

Next, in step S13, the refrigerant discharge capacity of the compressor 11 (specifically, the rotation speed of the compressor 11) is determined. The determination of the compressor rotation speed in step S13 is not performed every control cycle τ in which the main routine of FIG. 3 is repeated, but is performed every predetermined control interval (1 second in this embodiment). Details of step S13 will be explained using FIGS. 10 and 11.

First, in step S301, a rotational speed change amount Δf_C regarding the rotational speed of the compressor 11 according to the refrigerant circuit is determined, and the process proceeds to step S302.

Specifically, in step S301, when the refrigerant circuit is switched to the battery-only cycle, the temperature is calculated by subtracting the representative temperature of the cooling evaporator section from the target cooling evaporator temperature TEOB determined in step S204. Calculate the deviation En. Furthermore, the deviation change rate Edot (Edot=En-(En-1)) is calculated by subtracting the previously calculated temperature deviation En-1 from the currently calculated temperature deviation En.

Then, using the temperature deviation En and the deviation change rate Edot, the rotation speed change with respect to the previous compressor rotation speed is determined by fuzzy inference based on membership functions and rules for a single battery cycle stored in advance in the air conditioning control device 50. Find the quantity Δf_C.

Here, in this embodiment, the average value of the right-side cooling evaporator temperature TEBR and the left-side cooling evaporator temperature TEBL, or either one thereof, is adopted as the representative temperature of the cooling evaporator section. For this reason, there is a possibility that an error will occur between the representative temperature and the actual temperature of the cooling evaporation section. However, since the cooling evaporator cools the cooling air, even if a certain amount of error occurs, it is unlikely to affect the cooling of the battery or the feeling of air conditioning for the occupants.

In addition, when the refrigerant circuit is switched to the air conditioning single cycle or the air conditioning battery cycle, the temperature deviation En is calculated by subtracting the air conditioning evaporator temperature TE from the target air conditioning evaporator temperature TEO determined in step S203. do. Furthermore, the deviation change rate Edot (Edot=En-(En-1)) is calculated by subtracting the previously calculated temperature deviation En-1 from the currently calculated temperature deviation En.

Then, using the temperature deviation En and the deviation change rate Edot, the previous compressor rotation speed is determined by fuzzy inference based on the membership function and rules for the air conditioning single cycle or air conditioning battery cycle stored in advance in the air conditioning control device 50. The amount of change in rotational speed Δf_C with respect to the rotation speed is determined.

When the refrigerant circuit is switched to the air conditioning single cycle or the air conditioning battery cycle, the air conditioning evaporator temperature TE can be fed back in order to determine the rotational speed change amount Δf_C. According to this, when cooling the battery 70 in the air conditioning battery cycle, it is possible to ensure comfort in the vehicle interior and anti-fogging properties, and to cool the battery 70 while ensuring running safety of the vehicle. I can do it.

In addition, since the air conditioning evaporator temperature TE has a value equivalent to the temperature of the air conditioning air blown out from the air conditioning evaporator 16, the air conditioning evaporator temperature TE can be adjusted appropriately without causing overshoot or the like. be able to.

In step S302, the upper limit correction amount f (battery temperature) for the upper limit value of the rotation speed of the compressor 11 is determined, and the process proceeds to step S303.

Here, when the refrigerant circuit is switched to the air conditioning only cycle, there is no need to flow the refrigerant into the cooling evaporator (that is, the right battery evaporator 19a and the left battery evaporator 19b). Therefore, when the refrigerant circuit is switched to the air conditioning only cycle, the upper limit of the rotation speed of the compressor 11 is set so that vibration and noise can be suppressed while making the compressor 11 exhibit efficiency higher than a predetermined value. It is desirable to decide.

On the other hand, when the refrigerant circuit is switched to the air conditioning battery cycle, the refrigerant must not only flow into the air conditioning evaporator 16 but also into the cooling evaporator. Therefore, if the upper limit of the rotation speed of the compressor 11 is determined in the same way as in the air conditioning single cycle, the flow rate of refrigerant flowing into the air conditioning evaporator 16 will be reduced, making it possible to cool the air conditioning air to the desired temperature. There is a possibility that you will not be able to do it.

Therefore, when the refrigerant circuit is switched to the air conditioning battery cycle, the rotation speed of the compressor 11 is adjusted so that both the air conditioning air and the cooling air can be cooled to an appropriate temperature. It is necessary to determine the upper limit value. In other words, when the refrigerant circuit is switched to the air conditioning battery cycle, it is necessary to increase the upper limit of the rotation speed of the compressor 11 compared to when the refrigerant circuit is switched to the air conditioning only cycle.

Therefore, in step S302, as shown in the control characteristic diagram shown in step S302 of FIG. 10, it is determined that the upper limit correction amount f (battery temperature) is increased as the battery temperature TB increases. Furthermore, in step S302, it is determined to decrease the upper limit correction amount f (battery temperature) as the vehicle speed decreases. This is because the amount of heat generated by the battery 70 decreases as the vehicle speed decreases.

Furthermore, by increasing the upper limit correction amount f (battery temperature) as the battery temperature TB increases, the air conditioning evaporator temperature TE can be quickly brought close to the target air conditioning evaporator temperature TEO. Therefore, as will be explained later in step S404, the battery cooling operation is more likely to be permitted. As a result, a rise in temperature of the battery 70 can be suppressed.

In step S303, the upper limit value of the rotation speed of the compressor 11 based on the air conditioning battery requirements (hereinafter referred to as the air conditioning battery requirements upper limit value) is determined according to the refrigerant circuit and vehicle speed, and the process proceeds to step S304. Therefore, step S303 is an upper limit value determination unit that determines the upper limit value of the refrigerant discharge capacity of the compressor 11.

Specifically, in step S303, as shown in the chart of FIG. 12, when the refrigerant circuit is switched to the battery-only cycle, the air conditioning battery requirements are adjusted as the battery temperature TB increases, regardless of the vehicle speed. Decide to increase the upper limit. This is because as the battery temperature TB increases, the amount of heat generated by the battery 70 increases, and the flow rate of refrigerant required to cool the battery 70 increases.

First, we will explain the air conditioning battery requirement upper limit when the refrigerant circuit is switched to the air conditioning only cycle and the vehicle speed is below a predetermined reference vehicle speed (25 km/h in this embodiment). . In this case, the air conditioning battery requirement upper limit is set by adding the upper limit correction amount f (battery temperature) determined in step S302 to the predetermined first reference upper limit (in this embodiment, 3500 rpm). decide.

Next, when the refrigerant circuit is switched to the air conditioning only cycle and the vehicle speed is higher than the reference vehicle speed, the upper limit value is corrected to the second reference upper limit value (5000 rpm in this embodiment). The value obtained by adding the quantity f (battery temperature) is determined as the air conditioning battery requirement upper limit value.

Further, when the refrigerant circuit is switched to the air conditioning battery cycle, the air conditioning battery requirement upper limit value is determined to be a larger value than the upper limit value when the refrigerant circuit is switched to the air conditioning only cycle.

More specifically, when the refrigerant branch is switched to the air conditioning battery cycle and the vehicle speed is below the reference speed, the upper limit is set to the third reference upper limit (4500 rpm in this embodiment). The value obtained by adding the value correction amount f (battery temperature) is determined as the air conditioning battery requirement upper limit value. Here, the third reference upper limit value is a value obtained by adding a predetermined additional value (1000 rpm in this embodiment) to the above-described first reference upper limit value.

Further, when the refrigerant circuit is switched to the air conditioning battery cycle and the vehicle speed is higher than the reference vehicle speed, the upper limit correction amount f is set to the fourth reference upper limit (6000 rpm in this embodiment). (battery temperature) is determined as the air conditioning battery requirement upper limit value. Here, the fourth reference upper limit value is a value obtained by adding a predetermined additional value (in this embodiment, 1000 rpm) to the second reference upper limit value described above.

That is, in step S303, the upper limit value of the rotation speed of the compressor 11 in each cycle of the battery only cycle, the air conditioning only cycle, and the air conditioning battery cycle increases in the order of the battery only cycle, the air conditioning only cycle, and the air conditioning battery cycle.

Thereby, the upper limit value of the rotation speed of the compressor 11 can be increased during the air conditioning battery cycle, so that the refrigerant necessary for battery cooling can be secured. As a result, by increasing the refrigerant density of the refrigeration cycle flow and making it easier to return the refrigeration oil dissolved in the refrigerant to the compressor 11, the minimum opening degrees of the right battery expansion valve 18a and the left battery expansion valve 18b are reduced. It becomes possible to narrow down the selection further.

Therefore, the vehicle air conditioner 1 suppresses the temperature rise of the right side battery evaporator 19a and the left side battery evaporator 19b in the air conditioning cooling cycle, maintains the air conditioning capacity, and suppresses a decrease in the cooling efficiency of the battery 70. can do.

In step S304, an upper limit value of the rotation speed of the compressor 11 (hereinafter referred to as NV requirement upper limit value) for suppressing noise and vibration of the compressor 11 is determined, and the process proceeds to step S305. Specifically, in step S304, when the vehicle speed is equal to or lower than the reference vehicle speed, the first NV upper limit value (5200 rpm in this embodiment) is determined. When the vehicle speed is higher than the reference vehicle speed, the second NV upper limit value (8600 rpm in this embodiment) is determined.

Here, as the vehicle speed decreases, road noise also decreases, making it easier for the occupants to feel the noise and vibrations of the compressor 11. Therefore, in this embodiment, the first NV upper limit is set to a lower value than the second NV upper limit.

In step S305, the smaller value of the air conditioning battery requirement upper limit value and the NV requirement upper limit value determined in step S303 is determined as the upper limit value of the rotation speed of the compressor 11, and the process proceeds to step S306.

That is, in step S305, even if the battery temperature TB increases and the air conditioning battery requirement upper limit increases, the upper limit of the rotation speed of the compressor 11 is set to be equal to or lower than the NV requirement upper limit. As a result, the vehicle air conditioner 1 satisfies the requirements regarding the air conditioning of the vehicle interior and the cooling of the battery 70, and at the same time satisfies the requirements regarding the noise and vibration of the compressor 11. can be determined. Here, the air conditioning control device 50 that executes the processes from step S302 to step S305 is the upper limit value determining section 50f.

In step S306, the lower limit value of the rotation speed of the compressor 11 (hereinafter referred to as the lower limit value for oil recovery) necessary for executing oil recovery control is determined, and the process proceeds to step S307. Therefore, step S306 is a lower limit value determination unit that determines the lower limit value of the refrigerant discharge capacity of the compressor 11. In step S306, the lower limit value for oil recovery is determined to be higher than the lower limit value during normal operation when oil recovery control is not executed.

Furthermore, in step S306, as shown in the control characteristic diagram shown in step S306 in FIG. 10, the lower limit value for oil recovery is determined to be increased as the outside temperature Tam decreases.

This is because the flow rate of circulating refrigerant that circulates through the cycle decreases as the outside temperature Tam decreases, so refrigeration oil accumulates in the air conditioning evaporator 16, the right battery evaporator 19a, the left battery evaporator 19b, etc. This is because it becomes easier. Therefore, as the outside temperature Tam decreases, the lower limit value for oil recovery is increased to make it easier to return the refrigerating machine oil from the air conditioning evaporator 16, the right battery evaporator 19a, and the left battery evaporator 19b to the compressor 11. are doing.

By increasing the lower limit value for oil recovery and making it easier to return the refrigerating machine oil to the compressor 11, it becomes possible to further narrow down the minimum opening degrees of the right battery expansion valve 18a and the left battery expansion valve 18b. Thereby, the temperature rise of the air conditioning evaporator 16 in the air conditioning cooling cycle can be suppressed, the air conditioning capacity can be maintained, and a decrease in the cooling efficiency of the battery 70 can be suppressed.

Furthermore, in step S306, when the refrigerant circuit is switched to the air conditioning battery cycle, the lower limit value for oil recovery is raised more than when the refrigerant circuit is switched to the air conditioning only cycle or the battery only cycle. This is because in the air conditioning battery cycle, the number of refrigerant paths through which the refrigerant flows is greater than in the air conditioning only cycle and the battery only cycle, so the circulating refrigerant flow rate required to return the refrigerating machine oil to the compressor 11 increases.

In step S307, the rotation speed correction degree (hereinafter referred to as the raising level) of the compressor 11 at the time of starting cooling of the battery 70 is determined, and the process proceeds to step S308. The raising level is a control flag used to determine whether the rotation speed correction degree of the compressor 11 is "high," "medium," or "low."

In step S307, as shown in the control characteristic diagram described in step S307 of FIG. 11, a determination value (air conditioning evaporator temperature TE - target air conditioning The raising level is determined using the evaporator temperature TEO).

When the determination value is in the process of increasing, the raising level is switched from "low" to "medium" when the determination value becomes equal to or higher than the second determination value (-0.5° C. in this embodiment). Further, when the determination value becomes equal to or higher than the fourth determination value (in this embodiment, 3° C.), the raising level is switched from “medium” to “high”.

When the determination value is in the decreasing process, the raising level is switched from "high" to "medium" when the determination value becomes less than or equal to the third determination value (in this embodiment, 2° C.). Further, when the determination value becomes equal to or lower than the first determination value (-1° C. in this embodiment), the raising level is switched from "medium" to "low". The difference between the first judgment value and the second judgment value and the difference between the third judgment value and the fourth judgment value are hysteresis widths for preventing control hunting.

Therefore, in step S307, as the determination value (air conditioning evaporator temperature TE - target air conditioning evaporator temperature TEO) obtained by subtracting the target air conditioning evaporator temperature TEO from the air conditioning evaporator temperature TE increases, the raising level is changed in the order of "low", "medium" and "high". This is because as the air conditioning evaporator temperature TE becomes higher, the temperature fluctuation in the air conditioning evaporator temperature TE when cooling the battery 70 is started becomes larger.

In step S308, the rotational speed change amount Δf_C determined in step S301 is changed based on the raising level determined in step S307, and the process proceeds to step S309. More specifically, the change in the rotation speed change amount Δf_C in step S308 is such that the current upper limit value of the rotation speed of the compressor 11 determined in step S306 is higher than the previous upper limit value of the rotation speed of the compressor 11. This is done when the speed is increasing by 1000 rpm or more.

When the current upper limit value of the rotation speed of the compressor 11 is 1000 rpm or more higher than the previous upper limit value of the rotation speed of the compressor 11, and the raising level determined in step S307 is "low". ”, the rotational speed change amount Δf_C is not changed. Therefore, the rotational speed change amount Δf_C is maintained at the value determined in step S301.

Further, when the current upper limit value of the rotation speed of the compressor 11 is increased by 1000 rpm or more than the previous upper limit value of the rotation speed of the compressor 11, and the raising level determined in step S307 is In the case of "medium", the rotation speed change amount Δf_C is changed to 500 rpm. According to the membership function and rules of this embodiment, by changing the rotational speed change amount Δf_C to 500 rpm, the rotational speed change amount Δf_C can be reliably increased.

Further, when the current upper limit value of the rotation speed of the compressor 11 is increased by 1000 rpm or more than the previous upper limit value of the rotation speed of the compressor 11, and the raising level determined in step S307 is In the case of "high", the rotation speed change amount Δf_C is changed to 2000 rpm. In other cases, the rotational speed change amount Δf_C is not changed.

Therefore, in step S308, the number of revolutions of the compressor 11 when starting cooling the battery 70 may be rapidly increased as the raising level increases in the order of "low", "medium", and "high". can.

In step S309, the upper limit change amount f (refrigerant pressure) that is the upper limit value of the rotation speed change amount Δf_C is determined, and the process proceeds to step S310. Specifically, in step S309, as shown in the control characteristic diagram shown in step S309 in FIG. decided on. This prevents the refrigerant pressure on the high pressure side from increasing abnormally.

Specifically, when the refrigerant pressure Ph on the high pressure side is higher than the reference pressure (3.0 MPa in this embodiment), the upper limit value of the rotational speed change amount Δf_C is determined to be lowered. The reference pressure is a pressure that may deteriorate the durability of the refrigerant piping.

In step S310, the current rotation speed of the compressor 11 is determined, and the process proceeds to step S14. Specifically, in step S310, the smaller value of the rotation speed change amount Δf_C determined in step S308 and the upper limit change amount f (refrigerant pressure) determined in step S309 is set to the previous compressor 11. Add to the rotation speed. This determines the first provisional compressor rotation speed.

Then, the smaller value of the first temporary compressor rotation speed and the upper limit value of the rotation speed of the compressor 11 determined in step S305 is set as the second temporary compressor rotation speed. The larger value of the second provisional compressor rotation speed and the oil recovery lower limit determined in step S306 is determined as the current rotation speed of the compressor 11.

Next, in step S14, the operating states of the battery electromagnetic valve 14b, the right battery expansion valve 18a, and the left battery expansion valve 18b are determined. The determination of the throttle opening degrees of the right battery expansion valve 18a and the left battery expansion valve 18b in step S14 is not performed every control period τ in which the main routine of FIG. This is done every 2 seconds). Details of step S14 will be explained using FIGS. 13 to 25.

First, in step S401 shown in FIG. 13, it is determined whether the battery temperature TB is higher than a predetermined reference battery cooling temperature KTB1 (35° C. in this embodiment). If it is determined in step S401 that the battery temperature TB is higher than the reference battery cooling temperature KTB1, the process advances to step S402. If it is determined in step S401 that the battery temperature TB is not higher than the reference battery cooling temperature KTB1, the process advances to step S406.

The reference battery cooling temperature KTB1 is set to a temperature at which it is determined that it is desirable to cool the battery 70 when the battery temperature TB is higher than the reference battery cooling temperature KTB1. Therefore, the reference battery cooling temperature KTB1 is set to a temperature lower than the reference allowable temperature KTBmax explained in step S71. The reference battery cooling temperature KTB1 is an example of the reference object cooling temperature.

In step S406, it is determined to close the battery electromagnetic valve 14b, and the process proceeds to step S15. This is because the battery 70 does not need to be cooled when the battery temperature TB is below the reference battery cooling temperature KTB1. As a result, no refrigerant is supplied to the cooling evaporator, and the battery 70 is not cooled.

In step S402, it is determined whether or not the occupant requests that the vehicle interior be air-conditioned. Specifically, in step S402, when the air conditioner switch 60a is turned on (ON) or when the air-conditioning blower 32 is making the air-conditioning blower 32 exert its air blowing ability by the air volume setting switch 60e, the air-conditioning inside the vehicle is controlled by the passenger. It is determined that it is required to do so.

If it is determined in step S402 that the passenger does not request that the vehicle interior be air-conditioned, the process advances to step S403. If air conditioning in the vehicle interior is not requested by the occupant, battery cooling can be performed without considering the effect on the air conditioning in the vehicle interior. Therefore, in step S403, battery cooling operation is permitted, and the process proceeds to step S405.

The fact that the battery cooling operation is permitted or prohibited is stored in a dedicated control flag. This also applies to other control steps.

If it is determined in step S402 that the passenger has requested that the vehicle interior be air-conditioned, the process advances to step S404. If the passenger requests that the vehicle interior be air-conditioned, the vehicle interior air-conditioning is being performed. Therefore, when battery cooling is performed, when the flow rate of refrigerant flowing into the cooling evaporator increases, the flow rate of refrigerant flowing into the air conditioning evaporator 16 decreases, causing the temperature and humidity of the air conditioned air to rise. There is a risk of it getting lost.

That is, if battery cooling is performed at the same time as air conditioning in the vehicle interior is being performed, there is a risk that the feeling of air conditioning for the occupants will deteriorate. Therefore, in step S404, as shown in the chart of FIG. 15, it is determined whether the battery cooling operation is allowed (that is, permitted or prohibited), and the process proceeds to step S405.

In determining whether or not the battery cooling operation is to be performed in step S404, it is determined whether the defroster mode has been selected as a result of the occupant operating the air outlet mode changeover switch 60d. When the defroster mode is selected, it is determined whether the environmental conditions of the vehicle are such that the front window glass is likely to fog up, that is, whether the anti-fog requirement is high or low.

In this embodiment, when the outside temperature Tam is equal to or lower than the reference anti-fog temperature KTamd (15° C. in this embodiment), it is determined that window fogging is likely to occur and the anti-fog requirement is high. Furthermore, if the outside temperature Tam is higher than the reference anti-fog temperature KTamd, it is determined that the window is less likely to fog and the anti-fog requirement is low.

If the outside temperature Tam is below the reference anti-fogging temperature KTamd and it is determined that the anti-fogging requirement is high, then whether the temperature of the air for air conditioning is low enough to prevent window fogging is determined. In other words, the presence or absence of antifogging ability is determined.

Specifically, when the air conditioning evaporator temperature TE is equal to or lower than the target air conditioning evaporator temperature TEO, the air conditioning blown air is sufficiently cooled in the air conditioning evaporator 16, and the air conditioning blown air It is determined that sufficient dehumidification is being performed. Therefore, when the air conditioning evaporator temperature TE is equal to or lower than the target air conditioning evaporator temperature TEO, it is determined that there is sufficient antifogging ability, and the battery cooling operation is permitted. The target air conditioning evaporator temperature TEO is an air conditioning evaporator temperature that can ensure the necessary dehumidification capacity.

In addition, if the air conditioning evaporator temperature TE is higher than the target air conditioning evaporator temperature TEO, the air conditioning blown air is not sufficiently cooled in the air conditioning evaporator 16, and the air conditioning blown air is not sufficiently cooled. It is determined that adequate dehumidification is not being performed. Therefore, if the air-conditioning evaporator temperature TE is higher than the target air-conditioning evaporator temperature TEO, it is determined that there is no sufficient anti-fogging ability, and the battery cooling operation is prohibited.

However, even if the air conditioning evaporator temperature TE is higher than the target air conditioning evaporator temperature TEO, if the battery temperature TB is higher than the standard allowable temperature KTBmax (49°C in this embodiment), the battery cooling Operation is permitted. The reference allowable temperature KTBmax is a battery temperature at which the life of the battery 70 is significantly reduced.

On the other hand, if the outside temperature Tam is higher than the reference anti-fog temperature KTamd and it is determined that the anti-fog requirement is low, the possibility of rapid window fogging is low. Therefore, in this case, the evaporator temperature determination value f2 (evaporator temperature) is used to determine whether or not the antifogging ability is present. The evaporator temperature determination value f2 (evaporator temperature) is a control flag used to determine whether the air conditioning evaporator temperature TE is "high" or "low".

With the evaporator temperature determination value f2 (evaporator temperature), it is easier to determine that the antifogging ability is present, compared to the case where the determination is made using the actual air conditioning evaporator temperature TE.

Specifically, as shown in FIG. 16, when the air conditioning evaporator temperature TE is in the decreasing process, the air conditioning evaporator temperature TE is equal to or less than the value obtained by adding the correction value β1 to the target air conditioning evaporator temperature TEO. When this happens, the evaporator temperature judgment value f2 (evaporator temperature) becomes "low". When the evaporator temperature determination value f2 (evaporator temperature) is "low", it is determined that the air conditioning evaporator temperature TE is low and there is an anti-fog ability. As a result, battery cooling operation is permitted.

In addition, when the air conditioning evaporator temperature TE is in the process of increasing, when the air conditioning evaporator temperature TE becomes equal to or higher than the value obtained by adding the correction value β1 and the hysteresis β2 to the target air conditioning evaporator temperature TEO, the evaporation The evaporator temperature judgment value f2 (evaporator temperature) becomes "high". When the evaporator temperature determination value f2 (evaporator temperature) is "high", it is determined that the air conditioning evaporator temperature TE is high and there is no antifogging ability. As a result, battery cooling operation is prohibited.

However, even if the evaporator temperature judgment value f2 (evaporator temperature) is "high", if the battery temperature TB is higher than the standard allowable temperature KTBmax (49°C in this embodiment), the battery cooling Operation is permitted. In FIG. 16, hysteresis β2 is a hysteresis width for preventing control hunting.

As shown in FIG. 17, the correction value β1 is determined to be a large value as the battery temperature TB increases. Therefore, as the battery temperature TB increases, it becomes easier to determine that the battery has antifogging ability. This is because the battery 70 tends to deteriorate as the battery temperature TB increases, so battery cooling is prioritized over ensuring comfort in the vehicle interior.

As shown in FIG. 18, the hysteresis β2 is determined to be a large value as the air conditioning evaporator temperature TE increases. When the air-conditioning evaporator temperature TE becomes high, the air-conditioning evaporator temperature TE tends to fluctuate due to fluctuations in the temperature of the air-conditioning blast air flowing into the air-conditioning evaporator 16 (so-called suction temperature). Therefore, control hunting is suppressed by increasing the hysteresis β2 as the air conditioning evaporator temperature TE increases.

Further, even when the defroster mode is not switched, it is determined whether the anti-fogging request is high or low, in the same way as when the defroster mode is switched. Then, when it is determined that the outside temperature Tam is lower than the reference anti-fog temperature KTamd and the anti-fog requirement is high, the presence or absence of the anti-fog ability is determined in the same way as when the defroster mode is switched.

Specifically, when the air-conditioning evaporator temperature TE is below the target air-conditioning evaporator temperature TEO, the temperature of the air-conditioning air is low enough to prevent window fogging. It is determined that it has clouding ability. Therefore, battery cooling operation is permitted.

In addition, when the air conditioning evaporator temperature TE is higher than the target air conditioning evaporator temperature TEO, the temperature of the air conditioning blast air has not become low enough to prevent window fogging, and there is insufficient antifogging ability. It is determined that there is no Therefore, battery cooling operation is prohibited. However, when the battery temperature TB is equal to or higher than the reference allowable temperature KTBmax, the battery cooling operation is permitted.

On the other hand, if the outside temperature Tam is higher than the reference anti-fog temperature KTamd and it is determined that the anti-fog requirement is low, it is determined whether to permit or prohibit battery cooling operation based on the comfort in the vehicle interior. In order to determine comfort, an internal temperature determination value f1 (battery temperature) and an evaporator temperature determination value f2 (evaporator temperature) are used. The inside temperature determination value f1 (battery temperature) is a control flag used to determine whether the inside temperature Tr is "high" or "low".

Specifically, as shown in FIG. 19, when the inside temperature Tr is in the process of falling, the inside temperature Tr is calculated by adding a correction value α1 to a predetermined standard inside temperature KTr (in this embodiment, 30° C.). When the internal temperature determination value f1 (battery temperature) changes from "high" to "low". When the inside temperature determination value f1 (battery temperature) is "low," it is determined that the inside temperature Tr is low and the comfort in the vehicle interior is high.

Further, when the inside temperature Tr is in the process of rising, when the inside temperature Tr becomes equal to or higher than the value obtained by adding the correction value α1 and the hysteresis α2 (2°C in this embodiment) to the reference inside temperature KTr, the inside temperature Tr is increased. The air temperature determination value f1 (battery temperature) changes from "low" to "high." When the inside temperature determination value f1 (battery temperature) is "high," it is determined that the inside temperature Tr is high and the comfort in the vehicle interior is low.

As shown in FIG. 20, the correction value α1 is determined to be a large value as the battery temperature TB increases. Therefore, as the battery temperature TB increases, it becomes easier to determine that comfort is high. This is because the battery 70 tends to deteriorate as the battery temperature TB increases, so battery cooling is prioritized over ensuring comfort in the vehicle interior.

Furthermore, comfort in the vehicle interior is determined using the evaporator temperature determination value f2 (evaporator temperature). This determination is substantially the same as the determination of the presence or absence of the anti-fogging ability, which is performed when the defroster mode is switched.

Specifically, when the evaporator temperature determination value f2 (evaporator temperature) is "low", it is determined that the air conditioning evaporator temperature TE is low and the comfort in the vehicle interior is high. Further, when the evaporator temperature determination value f2 (evaporator temperature) is "high", it is determined that the air conditioning evaporator temperature TE is high and the comfort in the vehicle interior is low.

Therefore, the value obtained by adding the correction value β1 to the target air conditioning evaporator temperature TEO is the reference evaporator temperature used when estimating passenger comfort. When the air conditioning evaporator temperature TE is lower than the reference evaporator temperature TEO+β1, it can be estimated that the discomfort in the vehicle interior is suppressed within an allowable range.

When the comfort is determined to be high in both the comfort determination using the inside temperature determination value f1 (battery temperature) and the comfort determination using the evaporator temperature determination value f2 (evaporator temperature). battery cooling operation is permitted.

Furthermore, the comfort was determined to be low in at least one of the comfort determination using the inside temperature determination value f1 (battery temperature) and the comfort determination using the evaporator temperature determination value f2 (evaporator temperature). If so, it is determined whether to permit or prohibit battery cooling operation based on the elapsed time determination value f3 (battery temperature).

Specifically, as shown in FIG. 21, if the elapsed time from the startup of the vehicle system is equal to or greater than the reference elapsed time TIMER, the elapsed time judgment value f3 (battery temperature) is permitted, and the battery cooling operation is disabled. is allowed. Further, if the elapsed time from the start of the vehicle system does not exceed the reference elapsed time TIMER, the elapsed time determination value f3 (battery temperature) is prohibited, and the battery cooling operation is prohibited.

The reference elapsed time TIMER is a time used when estimating the output of the battery 70. When the elapsed time from the activation of the vehicle system becomes equal to or greater than the reference elapsed time TIMER, it can be estimated that the possibility that the output of the battery 70 will decrease increases.

As a result, even if battery cooling operation is not permitted for a long time, such as when a passenger opens the window, battery cooling operation can be reliably activated depending on the elapsed time since the vehicle system was started. may be allowed.

Further, as shown in FIG. 22, the reference elapsed time TIMER is set to a shorter time as the battery temperature TB increases. Therefore, as battery temperature TB increases, battery cooling can be allowed in a short time, and deterioration of battery 70 can be effectively suppressed.

In step S405 of FIG. 13, it is determined whether the battery cooling operation is permitted. If it is determined in step S405 that the battery cooling operation is not permitted (that is, the battery cooling operation is prohibited), the process advances to step S406. If it is determined in step S405 that the battery cooling operation is permitted, the process advances to step S407. In step S407, it is decided to open the battery electromagnetic valve 14b, and the process proceeds to step S408.

Here, a case will be considered in which the air conditioning only cycle is switched to the air conditioning battery cycle by deciding to open the battery electromagnetic valve 14b in step S407.

In the refrigeration cycle device 10 in this case, there is a possibility that the flow rate of refrigerant flowing into the cooling evaporator section increases rapidly, and the flow rate of refrigerant flowing into the air conditioning evaporator 16 connected in parallel to the cooling evaporator section suddenly decreases. There is. As a result, there is a possibility that cooling of the air-conditioning air in the air-conditioning evaporator 16 becomes insufficient.

Therefore, in the present embodiment, gradual change control is performed in the following control steps to gradually increase the flow rate of the refrigerant flowing into the cooling evaporator over time.

First, in step S408, it is determined whether or not the battery solenoid valve 14b changes from a closed state to an open state by opening the battery solenoid valve 14b in step S407. If it is determined in step S408 that the battery electromagnetic valve 14b changes from the closed state to the open state, the process advances to step S409.

In step S409, it is determined whether or not the refrigerant circuit has been switched from the air conditioning only cycle to the air conditioning battery cycle due to the decision to open the battery electromagnetic valve 14b in step S407. If it is determined in step S409 that the refrigerant circuit has been switched from the air conditioning single cycle to the air conditioning battery cycle, the process advances to step S410.

In step S410, a time period (hereinafter referred to as time limit LTop) for executing the gradual change control that is started upon switching to the air conditioning battery cycle is determined, and the process proceeds to step S411. In this embodiment, the elapse of the time limit LTop means the condition for terminating the gradual change control.

In step S410, the time limit LTop is determined as the time required for the behavior of the refrigerant in the cooling evaporator (that is, the right battery evaporator 19a and the left battery evaporator 19b) to stabilize. Specifically, the time limit LTop is determined according to the control characteristic diagram shown in FIG. 23. Therefore, the air conditioning control device 50 that executes step S410 is the time limit determining unit 50d.

The time limit LTop is determined so that the time limit LTop becomes longer as the outside temperature Tam increases. This is because as the outside air temperature Tam increases, the amount of heat released by the high-pressure refrigerant in the condenser 12 decreases, and the time required to lower the temperature of the cooling evaporator section increases.

In other words, the time limit LTop is determined to become shorter as the outside temperature Tam decreases. This is because as the outside air temperature Tam decreases, there is a high possibility that the temperature of the cooling evaporator will decrease unnecessarily. In addition, if the temperature of the cooling evaporator drops more than necessary, freeze cracks may occur in the cooling evaporator and the refrigerant piping, so from the perspective of suppressing freeze cracks, it is necessary to reduce the outside temperature Tam. Accordingly, the time limit LTop is determined to be short.

In step S411, the maximum throttle opening degree (hereinafter referred to as limited opening degree LDop) of the cooling flow rate adjustment section (that is, the right side battery expansion valve 18a and the left side battery expansion valve 18b) during gradual change control is determined. , the process advances to step S412.

In step S411, the limit opening degree LDop is the maximum throttle opening degree of the cooling flow rate adjustment section that is sufficient to uniformly cool the cooling evaporator section (that is, the right side battery evaporator 19a and the left side battery evaporator 19b). It is defined as. Specifically, the limited opening degree LDop during gradual change control is determined according to the control characteristic diagram of FIG. 24. The limited opening degree LDop is defined as the opening degree ratio with respect to when the cooling flow rate adjustment section is fully open (that is, 100%). Therefore, the air conditioning control device 50 that executes step S411 is the opening limit determining section 50e.

By setting the opening limit LDop, it is possible to regulate the upper limit of the flow rate of refrigerant flowing into the cooling evaporator, thereby suppressing a decrease in the flow rate of refrigerant in the air conditioning evaporator and preventing a deterioration of the air conditioning feeling. can. Furthermore, regulating the upper limit of the flow rate of refrigerant flowing into the cooling evaporator section suppresses excessive cooling of the cooling evaporator section. Therefore, it is possible to suppress freeze cracking of the refrigerant pipes and the like due to excessive cooling of the cooling evaporator.

The limited opening degree LDop is determined so that the limited opening degree LDop increases as the outside temperature Tam increases, as shown in the control characteristic diagram of FIG. This is because as the outside air temperature Tam increases, the amount of heat released by the high-pressure refrigerant in the condenser 12 decreases, and the time required to lower the temperature of the cooling evaporator section increases.

In other words, the opening limit LDop is determined to become smaller as the outside temperature Tam decreases. This is because as the outside air temperature Tam decreases, there is a high possibility that the temperature of the cooling evaporator will decrease unnecessarily. In addition, if the temperature of the cooling evaporator drops more than necessary, freeze cracks may occur in the cooling evaporator and the refrigerant piping, so from the perspective of suppressing freeze cracks, it is necessary to reduce the outside temperature Tam. Accordingly, the opening limit LDop is determined to be short.

In step S412, the throttle opening degree ODop of the cooling flow rate adjustment section during gradual change control is determined, and the process proceeds to step S414. In step S412, the throttle opening degree ODop is changed according to the switching elapsed time Top after it is determined that the battery electromagnetic valve 14b changes from the closed state to the open state.

Specifically, in step S412, the amount of increase in the diaphragm opening degree ODop per unit time is determined to be a predetermined standard increase amount (in this embodiment, the amount of increase per second is 0.1% of the maximum opening degree). The throttle opening degree ODop of the cooling flow rate adjustment section is increased so that

If the aperture opening ODop reaches the limit opening LDop before the switching elapsed time Top reaches the limit time LTop, the aperture opening ODop changes to the limit opening until the switching elapsed time Top reaches the limit time LTop. Maintained in LDop. That is, during execution of the gradual change control, the throttle opening degree ODop increases within a range below the limit opening degree LDop.

Furthermore, when the switching elapsed time Top reaches the time limit LTop, the gradual change control is ended regardless of the aperture opening degree ODop. That is, the limited opening degree LDop is set to 100%. The air conditioning control device 50 that executes step S412 is the gradual change control section 50c.

Here, at the time when the gradual change control is ended as the time limit LTop elapses, the behavior of the refrigerant in the cooling evaporator is stable, and the cooling evaporator is in a sufficiently cooled state. As a result, when the right-side battery expansion valve 18a and the left-side battery expansion valve 18b are subsequently subjected to feedback control, the change in the throttle opening degree in the cooling flow rate adjustment section can be made gradual, and as the battery 70 is cooled, Decrease in comfort and dehumidification amount can be suppressed.

On the other hand, if it is determined in step S408 that the battery electromagnetic valve 14b has not changed from the closed state to the open state, the process advances to step S413. If it is determined in step S409 that the refrigerant circuit has not been switched from the air conditioning single cycle to the air conditioning battery cycle, the process advances to step S413. In step S413, the limited opening degree LDop is set to 100%.

Here, if the refrigeration cycle apparatus 10 is switched from a stopped state in which the compressor 11 is stopped to a battery-only cycle, the process proceeds to step S413 in the determination process of step S409. When the cycle is switched from the stopped state to the battery-only cycle, the cooling of the battery 70 does not affect the air conditioning in the vehicle interior, and there is little need to perform gradual change control. Therefore, the battery 70 can be cooled quickly, and the possibility that the electric vehicle will be in a travel restricted state can be reduced.

In step S414 shown in FIG. 14, the minimum throttle opening of the right battery expansion valve 18a and the left battery expansion valve 18b during oil recovery control (hereinafter referred to as basic opening ODOB for oil recovery) is determined. Then, the process advances to step S415.

In this embodiment, the basic opening degree for oil recovery ODOB of the right battery expansion valve 18a during oil recovery control is referred to as the basic opening degree for right oil recovery ODOBR. Further, the basic opening degree ODOB for oil recovery of the left battery expansion valve 18b during oil recovery control is referred to as the basic opening degree ODOBL for left oil recovery.

Here, in a refrigeration cycle device in which refrigerant oil is mixed in the refrigerant as in this embodiment, the refrigerant oil may remain in the refrigerant circuit. In particular, refrigerating machine oil tends to accumulate in the air conditioning evaporator 16 that evaporates liquid phase refrigerant, the right battery evaporator 19a, and the left battery evaporator 19b. Such accumulation of refrigerating machine oil deteriorates the heat exchange performance of the air conditioning evaporator 16, the right battery evaporator 19a, and the left battery evaporator 19b.

Therefore, in the vehicle air conditioner 1 of this embodiment, the refrigerating machine oil accumulated in the air conditioning evaporator 16, the right battery evaporator 19a, the left battery evaporator 19b, etc. of the refrigeration cycle device 10 is returned to the compressor 11. Execute oil recovery control for

Specifically, in the vehicle air conditioner 1, by controlling the lower limit of the refrigerant discharge capacity of the compressor 11 and the lower limit of the throttle opening of the right battery expansion valve 18a and the left battery expansion valve 18b, A certain amount of refrigerating machine oil ensures a flow rate of refrigerant returning to the compressor 11.

As shown in the chart in step S414, the basic opening degree ODOBR for right-side oil recovery and the basic opening degree ODOBL for left-side oil recovery are determined according to the circuit configuration of the refrigerant circuit in the refrigeration cycle device 10.

When the refrigerant circuit of the refrigeration cycle device 10 is a battery-only cycle, the basic opening degree ODOBR for right-side oil recovery and the basic opening degree ODOBL for left-side oil recovery are set to a predetermined throttle opening degree (in this embodiment, 2%). decided on.

The basic opening degree ODOB (i.e., 2%) for oil recovery in the case of a battery-only cycle was experimentally determined as the minimum opening degree required to return the oil from the right side battery evaporator 19a and the left side battery evaporator 19b to the compressor 11. This is a numerical value determined by

When the refrigerant circuit of the refrigeration cycle device 10 is an air-conditioning battery cycle, the basic opening degree ODOB for oil recovery of the right-side battery expansion valve 18a and the left-side battery expansion valve 18b is set to be smaller than that when the refrigerant circuit is a battery-only cycle. The aperture opening degree (in this embodiment, 0%) is determined.

As mentioned above, in the case of the air conditioning battery cycle, the refrigerant is circulated through the cooling evaporator (i.e., the right battery evaporator 19a and the left battery evaporator 19b), and in the case of the air conditioning battery cycle, the refrigerant is circulated through the air conditioning evaporator. Circulation of the coolant via 16 also takes place in parallel. Therefore, even if the flow rate of refrigerant through the cooling evaporator is small, the refrigerant oil can be returned to the compressor 11 by the flow of refrigerant through the air conditioning evaporator 16.

Therefore, when the refrigeration cycle device 10 is an air-conditioned battery cycle, the minimum opening degrees of the right-side battery expansion valve 18a and the left-side battery expansion valve 18b can be made as small as possible than in a battery-only cycle.

In other words, according to the vehicle air conditioner 1, by making the minimum opening degree of the cooling flow rate adjustment part as small as possible, the air conditioning evaporator 16 can be Decrease in refrigerant flow rate can be suppressed. Thereby, the vehicle air conditioner 1 can suppress the deterioration of the air conditioning feeling due to the temperature rise of the air conditioning evaporator 16 and the decrease in efficiency regarding cooling the battery 70 to the minimum possible extent.

In step S415, the opening degree for oil recovery is determined using the basic opening degree ODOB for oil recovery as a base, and the process proceeds to step S416. The oil recovery opening degree of the right battery expansion valve 18a is determined based on the right oil recovery basic opening degree ODOBR. The oil recovery opening degree of the left battery expansion valve 18b is determined based on the left oil recovery basic opening degree ODOBL.

Here, even when operating with the basic opening for oil recovery set to the minimum opening, if the operation continues for a long time, refrigeration oil will accumulate in the refrigerant circuit of the refrigeration cycle device 10 where the refrigerant flow rate is slow. It is possible that this could happen.

Therefore, depending on whether or not it is the execution period TOE that promotes circulation of the refrigeration oil accumulated in the refrigeration cycle device 10, the oil recovery opening degrees of the right battery expansion valve 18a and the left battery expansion valve 18b are adjusted to different throttle openings. Determine at the time.

Specifically, when the right side oil recovery opening degree ODOR is the execution period TOE, a predetermined opening degree correction value ODC (in this embodiment, 5%) is applied to the right side oil recovery basic opening degree ODOBR. The added aperture opening is determined. On the other hand, if the execution period is not TOE, the right side oil recovery opening degree ODOR is determined to be the right side oil recovery basic opening degree ODOBR determined in step S414.

Further, in the execution period TOE, the left oil recovery opening degree ODOL is determined to be the throttle opening obtained by adding the above-mentioned opening degree correction value ODC to the left oil recovery basic opening degree ODOBL. On the other hand, if the execution period is not TOE, the left oil recovery opening degree ODOL is determined to be the left oil recovery basic opening degree ODOBL determined in step S414.

In other words, the oil recovery opening degrees of the right side battery expansion valve 18a and the left side battery expansion valve 18b are determined to be larger throttle openings during the execution period TOE than when the execution period is not TOE.

Here, the execution period TOE of the oil recovery control in this embodiment is a predetermined length (40 seconds in this embodiment), and is determined using the elapsed time from the start of the vehicle system. Starts when the execution conditions are met.

One of the execution conditions of this embodiment is that the vehicle system is activated. As shown in FIG. 25, the right battery expansion valve 18a and the left battery expansion valve 18b are in the TOE execution period at the same time as the vehicle system is started.

Therefore, from the start of the vehicle system until the execution period TOE has passed, the right oil recovery opening degree ODOR and the left oil recovery opening degree ODOL become larger than their respective basic oil recovery opening degrees. As a result, the refrigerant flow rate to the right battery evaporator 19a and the left battery evaporator 19b can be temporarily increased, so that the refrigerant oil that had accumulated before the vehicle system was started is pushed out and the refrigerant oil can be recovered.

Another execution condition of this embodiment is that a predetermined reference period Tstd (in this embodiment, 3 hours) has elapsed since the end of the immediately preceding execution period TOE. However, as shown in FIG. 25, when either the right battery expansion valve 18a or the left battery expansion valve 18b transitions to the execution period TOE, the system waits for the start of the execution period TOE of the other one. It is determined.

The example shown in FIG. 25 shows a case where the reference period Tstd has elapsed and the execution period TOE has started on the right battery expansion valve 18a side, and the reference period Tstd has elapsed on the left battery expansion valve 18b side. It shows.

In this case, on the left battery expansion valve 18b side, a waiting period TOW is provided to wait for the end of the execution period TOE of the right battery expansion valve 18a, and waits for transition to the execution period TOE. Then, when the execution period TOE on the right side battery expansion valve 18a ends and the standby period TOW on the left side battery expansion valve 18b side ends, the execution period TOE on the left side battery expansion valve 18b side starts.

As a result, the vehicle air conditioner 1 sets the expansion valve 18a for the right battery and the expansion valve 18b for the left battery to a throttle opening larger than the basic opening for oil recovery during the execution period TOE. Refrigerating machine oil accumulated during Tstd can be pushed out and recovered. Since refrigerating machine oil is periodically recovered by the execution period TOE, the basic opening degree ODOB for oil recovery of the right battery expansion valve 18a and the left battery expansion valve 18b during the reference period Tstd is reduced as much as possible. I can do it.

Thereby, the vehicle air conditioner 1 can suppress a decrease in the flow rate of refrigerant to the air conditioning evaporator 16, thereby reducing the deterioration of the air conditioning feeling due to the temperature rise of the air conditioning evaporator 16 and the efficiency of cooling the battery 70. The decrease in can be suppressed to the lowest possible level.

As shown in FIG. 25, since the throttle opening of either the right battery expansion valve 18a or the left battery expansion valve 18b is wide open, the refrigerant flow rate to the air conditioning evaporator 16 is greater than when both are wide open. The decrease in can be suppressed to a small level. Thereby, the vehicle air conditioner 1 can recover refrigerating machine oil while suppressing deterioration of air conditioning feeling and antifogging performance.

Furthermore, when the reference period Tstd has passed for both the right-side battery expansion valve 18a and the left-side battery expansion valve 18b, when the execution period TOE of either one starts, the execution period TOE of either side changes to either one. It starts after the execution period TOE on one side ends. In other words, when the right side battery expansion valve 18a side and the left side battery expansion valve 18b side satisfy the execution conditions related to the passage of the reference period Tstd, which one of the battery expansion valves opens with an opening degree larger than the minimum opening degree? One side opens to a large degree first, and then it is switched to the other side.

As a result, the vehicle air conditioner 1 suppresses deterioration of the air conditioning feeling while all the cooling evaporators including one of the plurality of cooling evaporators (i.e., the right battery evaporator 19a and the left battery evaporator 19b) Regarding the refrigerant path, refrigeration oil can be recovered.

In step S416, the right throttle opening degree ODR of the right battery expansion valve 18a is determined, and the process proceeds to step S417. The right throttle opening degree ODR is determined so that the right side superheat degree SHBR of the refrigerant on the outlet side of the right battery evaporator 19a approaches a predetermined target cooling side superheat degree SHBO (in this embodiment, 10° C.). . The target cooling side superheat degree SHBO is an example of a target value.

Specifically, in step S416, the right side change amount fR (right side superheat degree) of the right throttle opening degree ODR is determined. In this embodiment, as shown in the control characteristic diagram shown in step S416 in FIG. Accordingly, it is determined to increase the right side change amount fR (right side superheat degree).

Next, the smaller value of the value obtained by adding the right side change amount fR (right side superheat degree) to the previous right throttle opening degree ODR, and the limited opening degree LDop during the gradual change control determined in step S412. is the temporary right throttle opening ODRp.

Furthermore, the larger value of the right temporary throttle opening ODRp determined as described above and the right oil recovery opening ODOR determined in step S415 is determined as the right throttle opening ODR.

In step S417, the left throttle opening degree ODL of the left battery expansion valve 18b is determined, and the process proceeds to step S15. The left throttle opening ODL is basically determined to be the same value as the right throttle opening ODR. That is, the left throttle opening degree ODL is determined in synchronization with the determination of the right throttle opening degree ODR so that it increases or decreases to the same extent as the right throttle opening degree ODR.

However, when the left side superheat degree SHBL and the right side superheat degree SHBR of the refrigerant on the outlet side of the left side battery evaporator 19b deviate, the throttle opening degree of the left side battery expansion valve 18b is corrected. Specifically, in step S417, as shown in the control characteristic diagram shown in step S417 in FIG. 14, the left side correction amount is increased as the value obtained by subtracting the right superheat degree SHBR from the left side superheat degree SHBL increases. decide to let them do so.

However, if the value obtained by subtracting the right side superheat degree SHBR from the left side superheat degree SHBL is less than a certain value (in this embodiment, -5 or more and +5 or less), the left side correction amount is set to 0. The right side superheat degree SHBR and the left side superheat degree SHBL are derived from the right side cooling evaporator temperature TEBR, the left side cooling evaporator temperature TEBL, and the cooling evaporator pressure PEB.

As a result, even if there is a difference in the degree of superheating between the right side battery evaporator 19a and the left side battery evaporator 19b, the target opening degree of the right side battery expansion valve 18a can be set as long as the cooling of the battery 70 is not uneven. and the target opening degree of the left battery expansion valve 18b are made the same.

In the cooling evaporator of this embodiment, the right battery evaporator 19a and the left battery evaporator 19b are connected in parallel to the flow of refrigerant. For this reason, if you try to adjust the degree of superheating of one battery evaporator by changing the throttle opening of the battery expansion valve on one side, the refrigerant flow rate to the battery evaporator on the other side will change, and the It is conceivable that the degree of superheating of the battery evaporator may also fluctuate.

Then, when the degree of superheating of the battery evaporator on the other side changes, the throttle opening degree of the battery expansion valve on the other side is similarly adjusted, and the refrigerant flow rate to the battery evaporator on the one side changes. The degree of superheating of the battery evaporator on the side changes. When such control hunting occurs, it is assumed that the temperatures of the right battery evaporator 19a and the left battery evaporator 19b become completely unstable.

In step S417, if the cooling of the battery 70 is not uneven, the target opening degree of the right battery expansion valve 18a and the target opening degree of the left battery expansion valve 18b are made the same, so that the right battery evaporation The device 19a and the left battery evaporator 19b can be stably controlled.

Next, the value obtained by adding the right side change amount fR (right side superheat degree) and the left side correction amount to the previous right side diaphragm opening degree ODR, and the diaphragm opening degree ODop during the gradual change control determined in step S412. The smaller value is set as the left temporary diaphragm opening degree ODLp.

Then, the larger value of the left provisional throttle opening ODLp determined as described above and the left oil recovery opening ODOL determined in step S415 is determined as the left throttle opening ODL.

Next, in step S15, the operating rate of the outside air fan 12a (ie, the amount of outside air blown) is determined. The amount of air blown by the outside air fan 12a is determined based on the refrigerant pressure Ph on the high pressure side. Specifically, as shown in the control characteristic diagram of FIG. 26, as the refrigerant pressure Ph increases, the operation rate of the outside air fan 12a is increased to increase the amount of air blown.

Thereby, the amount of heat radiated from the high-pressure refrigerant to the outside air in the condenser 12 can be increased, so the amount of heat absorbed on the low-pressure side of the refrigeration cycle device 10 can be increased. As a result, the vehicle air conditioner 1 can ensure sufficient cooling capacity in the air conditioning evaporator section and the cooling evaporator section.

Next, in step S16, the air conditioning control device 50 outputs control signals and control voltages to various controlled devices so that the control states determined in steps S5 to S15 described above are obtained. Next, in step S17, the process waits for a control period τ (250 ms in this embodiment), and returns to step S2 after determining whether the control period τ has elapsed.

In the vehicle air conditioner 1 configured as described above, the refrigerant circuit of the refrigeration cycle device 10 is switched as shown in the diagram of FIG. 27.

Specifically, if the air conditioner switch 60a is not turned on and battery cooling operation is permitted in step S14, the cycle is basically switched to a battery-only cycle. Note that if the air conditioner switch 60a is not turned on and the battery cooling operation is prohibited, the compressor 11 is stopped, so it may be switched to any refrigerant circuit.

Further, if the air conditioner switch 60a is turned on and the battery cooling operation is permitted, the air conditioner is switched to the air conditioning battery cycle. When the air conditioner switch 60a is turned on and battery cooling operation is prohibited, the cycle is basically switched to an air conditioning only cycle.

According to the vehicle air conditioner 1 of this embodiment, a plurality of operation modes can be realized by switching the refrigerant circuit of the refrigeration cycle device 10.

First, when the refrigeration cycle device 10 is switched to the air conditioning only cycle, an operation in an air conditioning mode is executed in which the refrigerant is allowed to flow into the air conditioning evaporator and the refrigerant is prohibited from flowing into the cooling evaporator. .

In the refrigeration cycle apparatus 10 in the air conditioning mode, high-pressure refrigerant discharged from the compressor 11 flows into the condenser 12. The high-pressure refrigerant that has flowed into the condenser 12 exchanges heat with the outside air blown from the outside air fan 12a and is condensed. The refrigerant condensed in the condenser 12 is separated into gas and liquid in the receiver 12b.

Since the battery electromagnetic valve 14b is closed, the liquid phase refrigerant flowing out from the receiver 12b flows into the air conditioning expansion valve 15 via the branch portion 13a and the air conditioning electromagnetic valve 14a and is depressurized. The low pressure refrigerant whose pressure has been reduced by the air conditioning expansion valve 15 flows into the air conditioning evaporator 16 .

The refrigerant that has flowed into the air conditioning evaporator 16 exchanges heat with the air conditioning air blown from the air conditioning blower 32 and evaporates. This cools the air conditioning air. The refrigerant flowing out of the air-conditioning evaporator 16 is sucked into the compressor 11 via the check valve 17 and the confluence section 13b, and is compressed again.

In the heat medium circuit 20 in the air conditioning mode, the heat medium pumped from the water pump 21 is heated by the water heater 22 . The heat medium heated by the water heater 22 flows into the heater core 23. The heat medium flowing into the heater core 23 exchanges heat with the air-conditioning air cooled by the air-conditioning evaporator 16 . Thereby, the air conditioner is reheated.

The heat medium flowing out from the heater core 23 is sucked into the water pump 21 via the reserve tank 24 and is pumped again.

In the indoor air conditioning unit 30 in the air conditioning mode, air flowing from the inside/outside air switching device 33 is sucked into the air conditioning blower 32 . The air-conditioning air blown from the air-conditioning blower 32 flows into the air-conditioning evaporator 16 and is cooled. A portion of the air-conditioning air cooled by the air-conditioning evaporator 16 is reheated by the heater core 23 depending on the opening degree of the air mix door 34.

The air conditioning air heated by the heater core 23 and the air conditioning air that has passed through the cold air bypass passage 35 are mixed in the mixing space 36 and approach the target blowout temperature TAO. Then, the air-conditioning air adjusted to an appropriate temperature in the mixing space 36 is blown out to an appropriate location in the vehicle interior according to the outlet mode. This provides comfortable air conditioning inside the vehicle.

Further, when the refrigeration cycle device 10 is switched to the battery-only cycle, a cooling mode operation is executed in which the refrigerant is prohibited from flowing into the air conditioning evaporator and the refrigerant is allowed to flow into the cooling evaporator. .

In the refrigeration cycle device 10 in the cooling mode, the refrigerant condensed in the condenser 12 is separated into gas and liquid in the receiver 12b, similar to the air conditioning only cycle. Since the air conditioning solenoid valve 14a is closed, the liquid phase refrigerant flowing out from the receiver 12b flows into the battery side branch part 13c via the branch part 13a and the battery solenoid valve 14b.

The refrigerant flowing out from one outlet of the battery side branch portion 13c flows into the right battery expansion valve 18a and is depressurized. The low-pressure refrigerant whose pressure has been reduced by the right battery expansion valve 18a flows into the right battery evaporator 19a.

The refrigerant that has flowed into the right battery evaporator 19a exchanges heat with the cooling air blown from the cooling blower 42 and evaporates. Thereby, the cooling air is cooled. The refrigerant flowing out from the right battery evaporator 19a is sucked into the compressor 11 via the battery side merging section 13d and the merging section 13b, and is compressed again.

The refrigerant flowing out from the other outlet of the battery side branch portion 13c flows into the left battery expansion valve 18b and is depressurized. The low-pressure refrigerant whose pressure has been reduced by the left battery expansion valve 18b flows into the left battery evaporator 19b.

The refrigerant that has flowed into the left battery evaporator 19b exchanges heat with the cooling air blown from the cooling blower 42 and evaporates. Thereby, the cooling air is cooled. The refrigerant flowing out of the left battery evaporator 19b is sucked into the compressor 11 via the battery side merging section 13d and the merging section 13b, and is compressed again.

In the battery pack 40 in the cooling mode, air within the battery space 45 is sucked into the cooling blower 42 . The cooling air blown from the cooling blower 42 flows into the right battery evaporator 19a and the left battery evaporator 19b and is cooled.

The cooling air cooled by the right battery evaporator 19a is guided to the battery space 45 via the right air passage 44a, and is blown to the right side of the battery 70. This cools one end surface of the plurality of battery cells. The cooling air cooled by the left battery evaporator 19b is guided to the battery space 45 via the left air passage 44b and blown to the left side of the battery 70. Thereby, the other end surface of the plurality of battery cells is cooled.

Further, when the refrigeration cycle device 10 is switched to the air conditioning battery cycle, an operation in an air conditioning cooling mode is executed in which the refrigerant flows into the air conditioning evaporation section and the refrigerant flows into the cooling evaporation section.

In the refrigeration cycle device 10 in the air conditioning cooling mode, the refrigerant condensed in the condenser 12 is separated into gas and liquid in the receiver 12b, similar to the air conditioning only cycle and the battery only cycle. The liquid phase refrigerant flowing out from the receiver 12b flows into the branch portion 13a.

The refrigerant flowing out from one outlet of the branch portion 13a flows into the air conditioning expansion valve 15 via the air conditioning solenoid valve 14a, similarly to when the air conditioning only cycle is switched. Then, the air-conditioning blown air is cooled by the air-conditioning evaporator 16 in the same way as when switching to the air-conditioning only cycle.

The refrigerant flowing out from the other outlet of the branch part 13a flows into the battery-side branch part 13c via the battery electromagnetic valve 14b, similarly to when the cycle is switched to the battery-only cycle. Then, in the same way as when switching to the battery-only cycle, the cooling air is cooled by the right battery evaporator 19a and the left battery evaporator 19b.

The heat medium circuit 20 and the indoor air conditioning unit 30 in the air conditioning cooling mode operate in the same manner as when switching to the air conditioning only cycle. Therefore, even when the refrigerant circuit of the refrigeration cycle device 10 is switched to the air conditioning battery cycle, the air conditioner whose temperature has been adjusted appropriately is blown out to appropriate locations in the vehicle interior, thereby providing comfortable air conditioning in the vehicle interior. is realized.

In the battery pack 40 in the air-conditioning cooling mode, each component operates in the same manner as when it is switched to the battery-only cycle. Therefore, even when the refrigerant circuit of the refrigeration cycle device 10 is switched to the air conditioning battery cycle, the battery 70 can be cooled.

As explained above, in the vehicle air conditioner 1 of this embodiment, when switching from the air conditioning single cycle to the air conditioning battery cycle in step S412, the expansion valve 18a for the right battery and the expansion valve 18b for the left battery are variable control is performed. In gradual change control, the orifice opening degree ODop of the cooling flow rate adjustment section is increased so that the amount of increase in the orifice opening degree ODop per unit time becomes a predetermined standard increase amount within the range below the limit opening degree LDop. let

Thereby, the vehicle air conditioner 1 can gradually increase the flow rate of refrigerant flowing into the cooling evaporator section when switching from the air conditioning single cycle to the air conditioning battery cycle, and the refrigerant flow rate flowing into the air conditioning evaporator section can be increased. A sudden decrease can be suppressed.

In other words, according to the vehicle air conditioner 1, when cooling the battery 70 is started in the air conditioning battery cycle, the shortage of refrigerant flow rate in the air conditioning evaporator is suppressed, thereby suppressing a decrease in comfort and the amount of dehumidification. be able to.

Furthermore, in the vehicle air conditioner 1 of this embodiment, the elapse of the time limit LTop is adopted as a condition for terminating the gradual change control, and the gradual change control is ended when the time limit LTop has elapsed. The time limit LTop is determined as the time required for the behavior of the refrigerant in the cooling evaporator to become stable.

Therefore, according to the vehicle air conditioner 1, the behavior of the refrigerant in the cooling evaporator is stable and the cooling evaporator is sufficiently cooled when the gradual change control is finished as the time limit LTop elapses. It can be put in a Thereby, in the subsequent control of the cooling flow rate adjustment section, the change in the aperture opening degree can be made gentler, and a decrease in comfort and dehumidification amount due to cooling of the battery 70 can be suppressed.

In the vehicle air conditioner 1 of this embodiment, in step S410, the time limit LTop is determined to be shorter as the outside temperature Tam decreases. As the outside air temperature Tam decreases, there is a high possibility that the temperature of the cooling evaporator will drop unnecessarily, and it is conceivable that freeze cracks will occur in the cooling evaporator and the refrigerant pipe. Therefore, the vehicle air conditioner 1 can suppress the occurrence of freeze cracks in the cooling evaporator and the like by determining the time limit L Top to be shorter as the outside temperature decreases.

In addition, in the vehicle air conditioner 1 of the present embodiment, the limit opening degree LDop in the gradual change control is determined to be the upper limit of the throttle opening degree of the cooling flow rate adjustment section that is sufficient to uniformly cool the cooling evaporation section. are doing. By determining the opening limit LDop in this manner, it is possible to regulate the upper limit of the flow rate of refrigerant flowing into the cooling evaporator, thereby suppressing a decrease in the flow rate of refrigerant in the air conditioning evaporator.

Thereby, the vehicle air conditioner 1 can prevent the air conditioning feeling from deteriorating when starting cooling the battery 70 in addition to air conditioning the vehicle interior. Furthermore, regulating the upper limit of the flow rate of refrigerant flowing into the cooling evaporator section suppresses excessive cooling of the cooling evaporator section. Therefore, it is possible to suppress freeze cracking of the refrigerant pipes and the like due to excessive cooling of the cooling evaporator.

In the vehicle air conditioner 1 of this embodiment, in step S411, the opening limit LDop is determined to be smaller as the outside temperature Tam decreases. This is because as the outside air temperature Tam decreases, there is a high possibility that the temperature of the cooling evaporator will decrease unnecessarily, and it is conceivable that freeze cracks will occur in the cooling evaporator and the refrigerant pipe. Therefore, according to the vehicle air conditioner 1, by determining the opening limit LDop according to the control characteristic diagram of FIG. 24, it is possible to suppress freeze cracking of the refrigerant pipes and the like.

Further, the vehicle air conditioner 1 of this embodiment performs gradual change control in steps S410 to S412 when it is determined in step S409 that the air conditioning only cycle has been switched to the air conditioning battery cycle. On the other hand, if it is determined in step S409 that the stopped state has been switched to a battery-only cycle, the process proceeds to step S413 without performing gradual change control. In other words, when switching from a stopped state to a battery-only cycle, execution of gradual change control is relaxed.

When switching from a stopped state to a battery-only cycle, cooling of the battery 70 does not affect the air conditioning in the vehicle interior, and there is little need to perform gradual change control. Therefore, by relaxing the execution of the gradual change control, the vehicle air conditioner 1 can quickly cool the battery 70 and reduce the possibility that the electric vehicle will be in a travel restricted state.

In step S305, in the vehicle air conditioner 1 of the present embodiment, even if the battery temperature TB becomes high and the air conditioning battery requirement upper limit becomes higher, the upper limit of the rotation speed of the compressor 11 is lower than the NV requirement upper limit. It has also been decided that the price will not be too high.

As a result, the vehicle air conditioner 1 satisfies the requirements regarding the air conditioning of the vehicle interior and the cooling of the battery 70, and at the same time satisfies the requirements regarding the noise and vibration of the compressor 11. can be determined.

Furthermore, as explained in step S13, in the vehicle air conditioner 1 of this embodiment, when cooling of the battery 70 is permitted in step S404, the battery solenoid valve 14b performs compression before starting the cooling operation of the battery 70. The upper limit of the refrigerant discharge capacity of the machine 11 is increased.

According to this, since cooling of the battery 70 can be started after lowering the temperature of the air conditioning evaporator 16 as much as possible, it is possible to suppress the temperature of the air conditioning evaporator 16 from rising as much as possible when cooling the battery 70 is started. Furthermore, by increasing the upper limit of the refrigerant discharge capacity of the compressor 11, the density of the refrigerant during the cycle can be increased, making it easier to circulate the refrigerating machine oil. Thereby, even if the minimum opening degree of the cooling flow rate adjustment section is small, the cycle can be operated while suppressing seizure of the compressor 11.

Then, in step S301, the vehicle air conditioner 1 of the present embodiment sets the refrigerant discharge capacity of the compressor in the case of the air conditioning battery cycle to the air conditioning evaporator temperature TE of the air conditioning evaporator 16 and the target air conditioning evaporation capacity. It is determined using a feedback control method using the difference in the chamber temperature TEO.

As a result, even in the case of an air-conditioning battery cycle, it is possible to realize the refrigerant discharge capacity of the compressor 11 that can ensure cooling of the battery 70, comfort in the vehicle interior, and anti-fogging properties, and the driving safety of the vehicle and the battery 70. It is possible to achieve both cooling.

Moreover, in the vehicle air conditioner 1 of this embodiment, a plurality of cooling evaporators are provided in parallel with respect to the flow of the refrigerant, as the right side battery evaporator 19a and the left side battery evaporator 19b. According to this, the cooling evaporator can be arranged by effectively utilizing the cooling space 43 of the battery pack 40. That is, the cooling evaporator can be arranged so that the battery 70 can be effectively cooled.

Moreover, in the vehicle air conditioner 1 of the present embodiment, a plurality of cooling flow rate adjusting sections are provided as the right side battery expansion valve 18a and the left side battery expansion valve 18b. The flow rate of refrigerant flowing into the right battery evaporator 19a and the left battery evaporator 19b can be adjusted individually. According to this, the refrigerant evaporation temperatures in the plurality of cooling evaporation sections can be individually adjusted, and effective cooling of the battery 70 can be realized.

Then, as shown in the control characteristic diagram in step S417, if the value obtained by subtracting the right superheat degree SHBR of the right battery evaporator 19a from the left superheat degree SHBL of the left battery evaporator 19b is within the reference range, the left side correction amount Set to 0. In other words, even if there is a difference in the degree of superheating between the right battery evaporator 19a and the left battery evaporator 19b, as long as the cooling of the battery 70 is not uneven, the target opening degree of the right battery expansion valve 18a The target opening degree of the left battery expansion valve 18b is made the same.

In the vehicle air conditioner 1 of this embodiment, the expansion valve 18a for the right battery, the expansion valve 18b for the left battery, the evaporator 19a for the right battery, and the evaporator 19b for the left battery are connected in parallel with respect to the flow of refrigerant. has been done. For this reason, when one of the cooling flow rate adjusting sections attempts to adjust the degree of superheating of one cooling evaporator, the degree of superheating of the other cooling evaporator ends up changing.

In step S417, if the cooling of the battery 70 is not uneven, the target opening degree of the expansion valve 18a for the right battery is made the same as the target opening degree of the expansion valve 18b for the left battery. Stability of control of the evaporator 19a and the left battery evaporator 19b is achieved.

When it is determined in step S77 that the vehicle air conditioner 1 has been switched to the air conditioning battery cycle, the vehicle air conditioner 1 of this embodiment determines the outside air ratio to be 0% and controls the operation of the inside/outside air switching device 33. As a result, the interior air rate supplied to the air conditioning evaporator 16 increases to 100% prior to the start of operation of the air conditioning battery cycle.

According to this, the temperature of the air introduced into the air conditioning evaporator 16 can be lowered as much as possible before cooling the battery 70 is started, so that when the cooling operation of the battery 70 is started, the air conditioning evaporator 16 16 temperature rise can be suppressed as much as possible.

In the vehicle air conditioner 1 of this embodiment, when it is determined in step S76 that the outside temperature Tam is higher than the reference high temperature side outside temperature KTamh, the outside air ratio is determined to be 0% and the inside/outside air switching device 33 is activated. control. That is, the operation of the inside/outside air switching device 33 is controlled so that the amount of outside air introduced into the air conditioning evaporator 16 is reduced.

As a result, the temperature of the air introduced into the air conditioning evaporator 16 can be reduced as much as possible, so the temperature of the air conditioning blast air can be lowered to the target value as early as possible, and the cooling of the battery 70 has no effect on the air conditioning. The impact can be suppressed.

In the vehicle air conditioner 1 of the present embodiment, as explained in step S15, as the refrigerant pressure Ph on the high pressure side increases, the operation rate of the outside air fan 12a is increased to supply air to the condenser 12. The air volume is increased.

Thereby, the amount of heat radiated from the high-pressure refrigerant to the outside air in the condenser 12 can be increased, so the amount of heat absorbed on the low-pressure side of the refrigeration cycle device 10 can be increased. As a result, the vehicle air conditioner 1 can ensure sufficient cooling capacity in the air conditioning evaporator section and the cooling evaporator section.

Further, in the vehicle air conditioner 1 of the present embodiment, the amount of air blown by the cooling fan 42, which is the cooling air blower, is set to be smaller than the amount of air blown by the air conditioning blower 32, which is the air conditioning blower. There is.

According to this, even if the refrigerant is evaporated to cool the cooling air in the right side battery evaporator 19a and the left side battery evaporator 19b, the cooling of the air conditioning air in the air conditioning evaporator 16 is affected. can be made difficult to give.

In the vehicle air conditioner 1 of this embodiment, the heat exchange area of the air conditioning evaporator 16 is larger than the sum of the heat exchange areas of the right battery evaporator 19a and the left battery evaporator 19b. . According to this, the flow rate of refrigerant flowing into the right battery evaporator 19a and the left battery evaporator 19b is reduced, so that the cooling capacity exhibited by the right battery evaporator 19a and the left battery evaporator 19b is stabilized. easy to change.

(Other embodiments)
The present invention is not limited to the above-described embodiments, and can be modified in various ways as described below without departing from the spirit of the present invention.

The refrigeration cycle device 10 is not limited to the configuration disclosed in the above embodiment. For example, the battery electromagnetic valve 14b may be abolished, and the fully closing function of the right battery expansion valve 18a and the left battery expansion valve 18b may be used to connect the other outlet of the branch 13a to the inlet of the battery branch 13c. The refrigerant passage leading to the refrigerant may be opened or closed. In this case, it is desirable that sufficient responsiveness be ensured for the operation of the right battery expansion valve 18a and the left battery expansion valve 18b.

Further, in the above-described embodiment, for example, an example was explained in which the throttle opening degree of the right battery expansion valve 18a was operated based on a control characteristic diagram stored in the air conditioning control device 50 that predetermined the opening degree, but the invention is not limited to this. Not done. For example, the throttle opening degree of the right side battery expansion valve 18a may be changed using a feedback control method based on the superheat degree difference obtained by subtracting the target cooling side superheat degree SHBO from the right side superheat degree SHBR.

Furthermore, in the above-described embodiment, an example has been described in which two evaporators for cooling, the right battery evaporator 19a and the left battery evaporator 19b, are employed, but the number of cooling evaporators is not limited.

Further, in the above-described embodiment, an example has been described in which the refrigerant is simultaneously introduced into both the right battery evaporator 19a and the left battery evaporator 19b when cooling the battery 70, but the present invention is not limited thereto. For example, when the outside temperature is low, the battery 70 may be cooled by alternately allowing refrigerant to flow into the right battery evaporator 19a and the left battery evaporator 19b.

Further, in the above-described embodiment, an example was described in which R1234yf was employed as the refrigerant of the refrigeration cycle device 10, but the refrigerant is not limited to this. For example, R134a, R600a, R410A, R404A, R32, R407C, etc. may be adopted. Alternatively, a mixed refrigerant made by mixing a plurality of these refrigerants may be used.

Further, the heat medium circuit 20 is not limited to the configuration disclosed in the above embodiment. For example, in the above-described embodiment, an example was described in which an aqueous ethylene glycol solution was used as the heat medium, but the present invention is not limited to this. As the heat medium, a solution containing dimethylpolysiloxane or a nanofluid, an antifreeze solution, an aqueous liquid refrigerant containing alcohol, etc., a liquid medium containing oil, etc. may be employed.

Furthermore, the battery pack 40 is not limited to the configuration disclosed in the above embodiment. In the above-described embodiment, an example was described in which the battery 70 is cooled by circulating the cooling air cooled by the cooling evaporator within the battery casing 41 of the battery pack 40, but the present invention is not limited thereto. .

For example, a refrigerant-heat medium heat exchanger is provided that cools the low-temperature side heat medium by exchanging heat between the low-pressure refrigerant flowing out from the cooling flow rate adjustment section and the low-temperature side heat medium. Then, the battery 70 may be cooled by causing the low temperature side heat medium cooled by the refrigerant-heat medium heat exchanger to flow into a cooling water passage formed so as to be in contact with the battery 70.

Further, in the above-described embodiment, an example was described in which the battery 70 is cooled as the object to be cooled, but the object to be cooled is not limited to this. As the object to be cooled, in-vehicle equipment that generates heat during operation may be adopted, such as an inverter, a motor generator, a power control unit (so-called PCU), a control device for an advanced driving support system (so-called ADAS), etc. .

Further, the air conditioning control device 50 is not limited to the configuration disclosed in the above-described embodiment. For example, battery temperature sensor 59 may be connected to vehicle control device 80. The air conditioning control device 50 may read the battery temperature TB input into the vehicle control device 80 and use it for various controls.

Further, the control by the air conditioning control device 50 is not limited to that disclosed in the above embodiment. For example, in step S412 described above, an example was described in which the reference increase amount is 0.1% of the maximum opening degree as the increase amount per second, but the present invention is not limited to this. If it is possible to suppress a sudden decrease in the amount of refrigerant flowing into the air conditioning evaporator 16, it may be set to 0.1% or less.

In the embodiment described above, when it is determined in step S409 that the stopped state has switched to the battery-only cycle, the limited opening degree LDop is set to 100% and the gradual change control is not executed. Not limited. For example, regarding the time limit LTop of gradual change control, the time limit LTop when switching from a stopped state to a battery-only cycle may be determined to be shorter than the time limit LTop when switching from an air-conditioning only cycle to an air-conditioning battery cycle. .

Further, the oil recovery control in this embodiment is not limited to that disclosed in the above embodiments. It is also possible to appropriately change the numerical values of the oil recovery basic opening degree ODOB and the opening degree correction value ODC illustrated in the above-described embodiment.

For example, it is also possible to set the opening degree correction value ODC in the case of an air conditioning battery cycle and the opening degree correction value ODC in the case of a battery only cycle to different numerical values. Furthermore, the lengths of the execution period TOE and the reference period Tstd can be changed as appropriate depending on the environment in which the vehicle travels (for example, destination, etc.).

10 Refrigeration cycle device 11 Compressor 14a, 14b Switching unit (air conditioning solenoid valve, battery solenoid valve)
16 Air conditioning evaporator (air conditioning evaporator)
18a, 18b Cooling flow rate adjustment section (expansion valve for right battery, expansion valve for left battery)
19a, 19b Cooling evaporator (evaporator for right battery, evaporator for left battery)
50 Air conditioning control device 50c Gradual change control unit

Claims (15)

A compressor (11) that compresses and discharges a refrigerant, an air conditioning evaporator (16) that evaporates the refrigerant in order to cool the air conditioning air blown into the vehicle interior, and an air conditioning unit that controls the flow of the refrigerant. A cooling evaporator (19a, 19b) that is connected in parallel to the cooling evaporator and evaporates the refrigerant to cool the object to be cooled (70), and adjusts the flow rate of the refrigerant flowing into the cooling evaporator. a refrigeration cycle device (10) having a cooling flow rate adjustment unit (18a, 18b);
an air conditioning cooling cycle that causes the refrigerant to flow into the air conditioning evaporator and the cooling evaporator; and an air conditioning cycle that prohibits the refrigerant from flowing into the cooling evaporator and causes the refrigerant to flow into the air conditioning evaporator. A switching unit (14a, 14b) that switches between a single cycle and a single cycle;
a switching control section (50a) that controls switching between the air conditioning cooling cycle and the air conditioning single cycle by the switching section;
a cooling flow rate control section (50b) that controls the operation of the cooling flow rate adjustment section;
When switching from the air conditioning single cycle to the air conditioning cooling cycle by the switching control unit, the throttle opening of the cooling flow rate adjustment unit per unit time is controlled within a range below a predetermined limit opening (LDop). a gradual change control unit (50c) that performs gradual change control to increase the aperture opening of the cooling flow rate adjustment unit so that the increase amount is equal to or less than a predetermined reference increase amount;
The gradual change control unit terminates the gradual change control when a predetermined termination condition is satisfied;
The termination condition is the passage of a time limit (LTop) determined according to the influence of the outside temperature on the refrigerant in the cooling evaporator,
comprising a time limit determination unit (50d) that determines the time limit;
The time limit determination unit is a vehicle air conditioner that determines the time limit (LTop) to be shorter as the outside temperature (Tam) decreases . The vehicle air conditioner according to claim 1 , wherein the limited opening degree (LDop) is an upper limit value of the aperture opening degree of the cooling flow rate adjustment section, which is sufficient to uniformly cool the cooling evaporation section. comprising a limit opening degree determining section (50e) that determines the limit opening degree;
The vehicle air conditioner according to claim 2 , wherein the opening limit determining unit determines the opening limit (LDop) to be smaller as the outside temperature (Tam) decreases. The gradual change control unit (50c) prohibits the refrigerant from flowing into the air-conditioning evaporator from a stopped state in which the compressor is stopped, and performs cooling-only control to cause the refrigerant to flow into the cooling evaporator. 4. The vehicle air conditioner according to claim 1 , wherein when switching to a cycle, the gradual change control is relaxed compared to when switching from the air conditioning only cycle to the air conditioning cooling cycle. an upper limit value determination unit (50f) that determines an upper limit value of refrigerant discharge capacity of the compressor;
When the temperature (TB) of the object to be cooled exceeds a predetermined reference object cooling temperature (KTB1), the upper limit value determination unit determines the upper limit value based on the noise and vibration of the compressor (11). The vehicle air conditioner according to any one of claims 1 to 4, wherein the NV requirement is determined to be less than or equal to the upper limit value for suppressing the NV. an upper limit value determination unit (50f) that determines an upper limit value of refrigerant discharge capacity of the compressor;
Claim 1: The upper limit value determining unit determines the upper limit value to be large in advance so that a decrease in the flow rate of the refrigerant in the air conditioning evaporator is suppressed when starting operation in the air conditioning cooling cycle. 6. The vehicle air conditioner according to any one of items 5 to 5 . It has a refrigerant discharge capacity control unit (50g) that controls the refrigerant discharge capacity of the compressor,
The refrigerant discharge capacity control unit controls the difference between the air conditioning evaporator temperature (TE) of the air conditioning evaporator and a predetermined target air conditioning evaporator temperature (TEO) with respect to the operation in the air conditioning cooling cycle. The vehicle air conditioner according to any one of claims 1 to 6, wherein the vehicle air conditioner performs feedback control. The vehicle air conditioner according to any one of claims 1 to 7 , wherein a plurality of said cooling evaporators (19a, 19b) are provided so as to be mutually parallel with respect to the flow of said refrigerant. 9. A plurality of said cooling flow rate adjustment parts (18a, 18b) are provided so as to individually adjust the flow rate of said refrigerant flowing into each said cooling evaporation part (19a, 19b). Vehicle air conditioner. The cooling flow rate control section (50b) controls the flow rate of the refrigerant flowing into the plurality of cooling evaporation sections (19a, 19b) in the plurality of cooling flow rate adjustment sections (18a, 18b), respectively. controlling the degree of superheat in the cooling evaporator to a predetermined target value,
The vehicular air conditioner according to claim 9 , wherein when the difference in superheat degree (SHBL-SHBR) in the plurality of cooling evaporation parts is below a certain value, the aperture opening degrees of the plurality of cooling flow rate adjustment parts are made the same. Device. an outside air adjustment section (33) that adjusts the ratio of inside air and outside air introduced into the air conditioning evaporation section;
an internal/external air control unit (50h) that controls the operation of the internal/external air adjustment unit;
2. The internal and external air control unit controls the internal and external air adjustment unit so that a proportion of the external air introduced into the air conditioning evaporator is reduced when starting operation in the air conditioning cooling cycle. 10. The vehicle air conditioner according to any one of 10 . an outside air adjustment section (33) that adjusts the ratio of inside air and outside air introduced into the air conditioning evaporation section;
an internal/external air control unit (50h) that controls the operation of the internal/external air adjustment unit;
The inside and outside air control unit controls the inside and outside air so that when the outside air temperature (Tam) is higher than a predetermined reference high temperature side outside air temperature (KTamh), a proportion of the outside air introduced into the air conditioning evaporator is reduced. The vehicle air conditioner according to any one of claims 1 to 11, which controls an air conditioning section. a heat radiating part (12) that radiates heat of the high-pressure refrigerant compressed by the compressor;
a blower fan (12a) that blows air toward the heat radiation section;
a fan control unit (50i) that controls the operation of the blower fan;
13. The vehicle air conditioner according to claim 1 , wherein the fan control section increases the operating rate of the blower fan as the pressure of the high-pressure refrigerant increases. an air conditioning blower section (32) that blows air to the air conditioning evaporator section (16);
a cooling air blower (42) that blows air to the cooling evaporator (19a, 19b);
The vehicle air conditioner according to any one of claims 1 to 13 , wherein the amount of air blown by the cooling air blower is smaller than the amount of air blown by the air conditioning blower. The heat exchange area between the refrigerant and the air-conditioning air in the air-conditioning evaporator (16) is equal to The vehicle air conditioner according to any one of claims 1 to 14, wherein the air conditioner is larger than the heat exchange area of the air conditioner.

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