WO2014185150A1

WO2014185150A1 - Air conditioning device for vehicle, control method for air conditioning device for vehicle, and program

Info

Publication number: WO2014185150A1
Application number: PCT/JP2014/057999
Authority: WO
Inventors: 誠吾渡辺
Original assignee: カルソニックカンセイ株式会社
Priority date: 2013-05-16
Filing date: 2014-03-24
Publication date: 2014-11-20

Abstract

An air conditioning device for a vehicle is configured so that, during heating operation, the air conditioning device conditions air within the vehicle interior using heat generated by a battery. The air conditioning device is provided with: a refrigeration cycle through which a refrigerant circulates and which has a compressor, a condenser, a first evaporator, and an expansion valve; a battery temperature adjustment cycle through which first cooling water circulates and which evaporates the refrigerant using the heat of the battery by means of the first evaporator; an air conditioning cycle which has a heater core for warming air using a third refrigerant having exchanged heat with the refrigerant and which also has a cooling section for cooling the third refrigerant; and a shutter which is capable of blocking the introduction of outside air into the cooling section.

Description

VEHICLE AIR CONDITIONER, CONTROL METHOD FOR VEHICLE AIR CONDITIONER, AND PROGRAM

The present invention relates to a vehicle air conditioner, a control method for a vehicle air conditioner, and a program.

Conventionally, a heat-dissipating heat exchanger that collects waste heat from heat-generating equipment in automobiles has been provided. During heating operation, air heated by the heat-dissipating heat exchanger is used to warm the refrigerant in the outdoor heat exchanger, and this refrigerant is used. JP2003-34130A discloses an indoor heat exchanger that warms indoor air.

In the above technology, during heating operation, the damper provided between the heat exchanger for heat dissipation and the outdoor heat exchanger is opened, and the air that has passed through the heat exchanger for heat dissipation is taken into the outdoor heat exchanger to recover waste heat. However, it is used for heating the passenger compartment through a refrigeration cycle.

However, in the above technique, when the damper is opened during heating operation, the amount of heat released from the refrigerant piping and the electric compressor in the refrigeration cycle increases due to the wind that is taken in, so that there is a possibility that the recovered waste heat cannot be used effectively.

The present invention has been made in view of such problems.

A vehicle air conditioner according to an aspect of the present invention is a vehicle air conditioner that can use the heat of a battery during heating operation, and includes a compressor that compresses a first refrigerant, and a first refrigerant that is compressed by the compressor. A refrigeration cycle having a condenser that condenses the first refrigerant, a first evaporator that evaporates the first refrigerant condensed by the condenser, an expansion valve that depressurizes the first refrigerant flowing into the first evaporator, and a second refrigerant A battery temperature control cycle that circulates, cools the battery with the second refrigerant, evaporates the first refrigerant with the first evaporator using the heat of the battery, and a third refrigerant that exchanges heat with the first refrigerant with the condenser The air conditioning cycle having a heater core that warms the air during the heating operation, a cooling unit that cools the third refrigerant with the outside air, and a shutter unit that can block the introduction of the outside air to the cooling unit during the heating operation.

The control method of the vehicle air conditioner which concerns on another aspect of this invention is a control method of the vehicle air conditioner which can utilize the heat of a battery at the time of heating operation, Comprising: A vehicle air conditioner compresses a 1st refrigerant | coolant. The compressor, the condenser that condenses the first refrigerant compressed by the compressor, the first evaporator that evaporates the first refrigerant condensed by the condenser, and the first refrigerant that flows into the first evaporator is decompressed. A refrigeration cycle having an expansion valve, a battery temperature control cycle in which the second refrigerant circulates, the battery is cooled by the second refrigerant, and the first refrigerant is evaporated by the first evaporator using the heat of the battery, and a condenser An air conditioning cycle having a heater core that warms the air during heating operation by a third refrigerant that has exchanged heat with the first refrigerant in the heating operation, a cooling unit that cools the third refrigerant by outside air, and outside air to the cooling unit during heating operation The introduction of With the cross-sectional capable shutter unit, in case of introducing the outside air to the cooling unit during the heating operation stops compressor.

According to these aspects, the shutter part is closed during the heating operation, so that it is possible to suppress the heat radiated until the battery heat is used for the air conditioning in the vehicle.

FIG. 1 is a system configuration diagram of an air conditioner for an electric vehicle according to the first embodiment. FIG. 2 is a flowchart illustrating the air conditioning control according to the first embodiment. FIG. 3 is a system configuration diagram of an air conditioner for an electric vehicle according to the second embodiment. FIG. 4 is a flowchart illustrating air conditioning control according to the second embodiment. FIG. 5 is a map showing a torque curve diagram of the motor. FIG. 6 is a flowchart illustrating air conditioning control according to the third embodiment.

Hereinafter, the air conditioner 1 according to the embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a system configuration diagram of an air conditioner 1 for an electric vehicle.

The air conditioner 1 includes a refrigeration cycle 2 in which refrigerant circulates, a low water temperature cycle 3 in which first cooling water circulates, a high water temperature cycle 4 in which second cooling water circulates, a radiator shutter 6, and a controller 5. Is done. The first cooling water and the second cooling water are composed of, for example, an antifreeze liquid.

The refrigeration cycle 2 includes a compressor 10, a condenser 11, an evaporator 12, a refrigerant-water heat exchanger 13, a second electromagnetic valve 14, a second expansion valve 15, a first electromagnetic valve 16, and a first expansion. And a valve 17.

The compressor 10 pressurizes the refrigerant into a high-temperature and high-pressure gas. The compressor 10 is driven by power supplied from a battery 20 described later.

The condenser 11 exchanges heat between the refrigerant pressurized by the compressor 10 and the second cooling water circulating in the high water temperature cycle 4 to cool the refrigerant and heat the second cooling water. Thereby, the refrigerant is liquefied.

The evaporator 12 evaporates the refrigerant cooled by the condenser 11. When the refrigerant evaporates, the air outside the evaporator 12 is cooled. The refrigerant turned into gas by the evaporator 12 is pressurized again by the compressor 10. The air cooled by the evaporator 12 is used for in-vehicle air conditioning during cooling (dehumidification).

The second expansion valve 15 is a temperature-type expansion valve that depressurizes the refrigerant, has a temperature-sensitive cylinder portion (not shown) on the outlet side of the evaporator 12, and superheat (refrigerant superheat degree) on the outlet side of the evaporator 12. The opening is adjusted according to the angle, and the refrigerant is injected into the evaporator 12 according to the opening. Note that the second expansion valve 15 may be configured by an electromagnetic control valve or a capillary tube.

The second solenoid valve 14 opens and closes based on a signal from the controller 5.

The refrigerant-water heat exchanger 13 evaporates the refrigerant cooled by the condenser 11 by the heat of the first cooling water. The first cooling water flows through the refrigerant-water heat exchanger 13, and the first cooling water is cooled when the refrigerant evaporates. The refrigerant turned into gas by the refrigerant-water heat exchanger 13 is pressurized again by the compressor 10.

The first expansion valve 17 is a temperature-type expansion valve that depressurizes the refrigerant. The first expansion valve 17 includes a temperature-sensitive cylinder portion (not shown) on the outlet side of the refrigerant-water heat exchanger 13. The opening degree is adjusted according to the superheat on the outlet side, and the refrigerant is injected into the refrigerant-water heat exchanger 13 according to the opening degree. In addition, you may comprise the 1st expansion valve 17 with an electromagnetic control valve or a capillary tube.

The first solenoid valve 16 opens and closes based on a signal from the controller 5.

The first electromagnetic valve 16, the first expansion valve 17, and the refrigerant-water heat exchanger 13 are arranged in parallel to the second electromagnetic valve 14, the second expansion valve 15, and the evaporator 12.

The low water temperature cycle 3 includes a battery 20, a refrigerant-water heat exchanger 13, and a first water pump 21. Although the illustration of the low water temperature cycle 3 in the present embodiment is omitted in particular, the low water temperature cycle 3 is disposed at a position where the traveling wind does not directly hit when the radiator shutter 6 is opened. For this reason, even when the radiator shutter 6 is open, heat radiation can be relatively suppressed. In addition, you may suppress the thermal radiation in the low water temperature cycle 3 etc. at the time of driving | running | working wind by covering the battery 20, the piping of the low water temperature cycle 3, etc. with a heat insulating material.

The first water pump 21 circulates the first cooling water in the order of the battery 20 and the refrigerant-water heat exchanger 13. The discharge amount of the first water pump 21 is determined based on a signal from the controller 5. The first water pump 21 may be capable of switching the flow rate by a plurality of stages, and the flow rate of the first cooling water may be increased as the number of stages is increased.

The battery 20 is a secondary battery that supplies electric power to the motor 38 of the electric vehicle, and generates heat when charging and discharging. The battery 20 is cooled by the first cooling water circulated by the first water pump 21.

The first cooling water whose temperature is increased by cooling the battery 20 flows through the refrigerant-water heat exchanger 13 and is absorbed by the refrigerant-water heat exchanger 13 when the refrigerant evaporates, and the temperature decreases. .

The high water temperature cycle 4 includes a first cycle 7, a second cycle 8, a connection passage 32, and a three-way valve 30. The first cycle 7 and the second cycle 8 are connected by the connection passage 32, and the first cycle 7 and the second cycle 8 are communicated or blocked by switching the three-way valve 30.

The first cycle 7 includes a capacitor 11, a main heater 33, a heater core 34, a second water pump 35, and a first flow path 36.

The first flow path 36 is formed so that the second cooling water flows in the order of the second water pump 35, the condenser 11, the main heater 33, and the heater core 34.

The main heater 33 generates heat by the electric power supplied from the battery 20 and warms the second cooling water.

The heater core 34 exchanges heat with the refrigerant by the condenser 11, and then exchanges heat between the second cooling water heated by the main heater 33 and having a high temperature and the air around the heater core 34. Warm up. The air heated by the heater core 34 is used for in-vehicle air conditioning during heating operation. When heating is OFF, the air mix door 42 prevents the air from hitting the heater core 34 and prevents the air from being warmed. A bypass passage may be provided so as to bypass the heater core 34.

The second water pump 35 is driven by electric power supplied from the battery 20. The second water pump 35 circulates the second cooling water in the order of the condenser 11, the main heater 33, and the heater core 34 when the first cycle 7 and the second cycle 8 are blocked by the three-way valve 30. . In addition, when the first cycle 7 and the second cycle 8 are communicated by the three-way valve 30, the second water pump 35 causes the second cooling water to flow into the radiator 37 and cools the second cooling water.

The second cycle 8 includes a radiator 37, a motor 38, an inverter 39, a third water pump 40, and a second flow path 41.

The second flow path 41 is formed so that the second cooling water flows in the order of the third water pump 40, the inverter 39, the motor 38, and the radiator 37.

The radiator 37 exchanges heat between the air flowing outside and the second cooling water to cool the second cooling water.

The inverter 39 mutually converts DC power and AC power, and controls power supplied from the battery 20 to the motor 38 or power supplied from the motor 38 to the battery 20. The inverter 39 is cooled by the second cooling water.

The motor 38 is a three-phase AC motor, and functions as an electric motor by the electric power supplied from the battery 20, and functions as a generator when the vehicle is decelerated. The motor 38 is cooled by the second cooling water.

The third water pump 40 is driven by electric power supplied from the battery 20. The third water pump 40 circulates the second cooling water in the order of the inverter 39, the motor 38, and the radiator 37.

The radiator shutter 6 is provided in front of the radiator 37. When the radiator shutter 6 is opened, the traveling wind is introduced toward the radiator 37, and when the radiator shutter 6 is closed, the traveling wind is blocked. The radiator shutter 6 opens and closes based on a signal from the controller 5.

The controller 5 includes a main storage device such as a CPU and a RAM, and a computer-readable storage medium storing a program. Each function of the controller 5 is exhibited by the CPU reading and executing the program stored in the storage medium. The computer-readable storage medium is a magnetic disk, a magneto-optical disk, a CD-ROM, a DVD-ROM, a semiconductor memory, or the like.

The controller 5 opens and closes the radiator shutter 6 based on a signal from the temperature sensor 50 for detecting the outside air temperature, a signal from the water temperature sensor 51 for detecting the temperature of the second cooling water flowing into the radiator 37, and the like. . The controller 5 opens and closes the second electromagnetic valve 14 and the like based on a signal from an A / C switch (not shown). Furthermore, the controller 5 performs various controls such as switching the flow path in the three-way valve 30 based on signals from other sensors.

During the heating operation, the air conditioner 1 uses the heat generated in the battery 20 to warm the second cooling water, and heats the air with the heater core 34 using the warmed second cooling water, or the main heater 33 only. In the vehicle, air conditioning is performed in a heater heating mode in which the second cooling water is heated and the air is heated in the heater core 34 by the heated second cooling water. The waste heat recovery mode includes the case where the second cooling water is warmed by the heat generated by the battery 20 and the main heater 33. When the waste heat recovery mode is executed, heating of the second cooling water by the main heater 33 is suppressed, so that power consumption by the main heater 33 can be suppressed. Therefore, it is desirable to lengthen the heating operation time in the waste heat recovery mode. However, since the path (pipe) from the battery 20 to the heater core 34 is long, if the radiator shutter 6 is open when performing in-vehicle air conditioning in the waste heat recovery mode, heat loss due to traveling wind increases.

Therefore, in this embodiment, the air conditioning control shown in the flowchart of FIG. 2 is executed.

In step S100, the controller 5 compares the outside air temperature with the target blowing temperature. The outside air temperature is detected based on a signal from the temperature sensor 50. The process proceeds to step S102 when the target blowing temperature is equal to or higher than the outside air temperature, and proceeds to step S101 when the target blowing temperature is lower than the outside air temperature.

In step S101, the controller 5 opens the radiator shutter 6.

In step S102, the controller 5 determines whether or not the radiator shutter 6 is closed. The process proceeds to step S103 when the radiator shutter 6 is closed, and proceeds to step S105 when the radiator shutter 6 is open.

In step S103, the controller 5 compares the temperature of the second cooling water with the first predetermined temperature. The temperature of the second cooling water is detected based on a signal from a water temperature sensor 51 provided in the second flow path 41 immediately upstream of the radiator 37. The first predetermined temperature is a preset temperature, and is a temperature at which it can be determined that the temperature of the second cooling water is high and the radiator 37 needs to cool the second cooling water. The process proceeds to step S104 when the temperature of the second cooling water is equal to or higher than the first predetermined temperature, and proceeds to step S108 when the temperature of the second cooling water is lower than the first predetermined temperature.

In step S104, the controller 5 opens the radiator shutter 6.

In step S105, the controller 5 compares the temperature of the second cooling water with a second predetermined temperature (first threshold temperature). The second predetermined temperature is a preset temperature, which is lower than the first predetermined temperature and is a temperature at which it can be determined that the temperature of the second cooling water is sufficiently low. The process proceeds to step S106 when the temperature of the second cooling water is equal to or lower than the second predetermined temperature, and proceeds to step S107 when the temperature of the second cooling water is higher than the second predetermined temperature.

In step S106, the controller 5 closes the radiator shutter 6.

In step S107, the controller 5 determines whether or not the defroster mode (DEF mode). The process proceeds to step S108 if the mode is DEF mode, and proceeds to step S110 if the mode is not DEF mode.

In step S108, the controller 5 determines whether or not the second electromagnetic valve 14 is open. The controller 5 is (1) the A / C switch is OFF, (2) normal heating operation (heating without dehumidification in DEF mode), (3) heating operation in DEF mode. However, if any one of the conditions is satisfied, the air in front of the evaporator 12 is at a temperature at which it is difficult for the air to be dehumidified (the temperature at which the air is difficult to condense, for example, a temperature of 1 ° C. or less). Then, the second electromagnetic valve 14 is closed. On the other hand, (1) The heating operation in the DEF mode is performed, and the air before the evaporator 12 is higher than the dehumidifying temperature (for example, 1 ° C.), (2) The cooling operation is performed, etc. When any one of the conditions is satisfied, the controller 5 opens the second electromagnetic valve 14. These conditions can be set as appropriate.

Here, when the second electromagnetic valve 14 is closed, the evaporator 12 does not cool or dehumidify the air. The process proceeds to step S112 when the second electromagnetic valve 14 is open, and proceeds to step S109 when the second electromagnetic valve 14 is closed.

Note that the temperature of the air before the evaporator 12 is the room temperature when air conditioning is performed only by the inside air circulation, and is the outside air temperature when air conditioning is performed only by introducing the outside air. When both circulation and outside air introduction are performed, the calculation may be performed from the outside air temperature and the room temperature based on the ratio of outside air introduction (or inside air circulation). Alternatively, a temperature sensor may be provided upstream of the wind flow of the evaporator 12.

In step S109, the controller 5 determines whether or not the first electromagnetic valve 16 is open. The process proceeds to step S111 when the first electromagnetic valve 16 is open, and proceeds to step S110 when the first electromagnetic valve 16 is closed. Here, when the first electromagnetic valve 16 is closed, the battery 20 is not cooled, and the heat generated in the battery 20 is stored in the low water temperature cycle 3. The controller 5 opens the first electromagnetic valve 16 when the temperature of the battery 20 becomes higher than the temperature at which the battery 20 needs to be cooled, and the first electromagnetic valve when the temperature becomes lower than the temperature at which the battery 20 needs to be cooled. 16 is closed.

In step S110, the controller 5 stops the compressor 10.

If the vehicle interior air conditioning is performed in the waste heat recovery mode with the radiator shutter 6 open, heat is taken away by the traveling wind before the battery 20 transmits to the heater core 34, and the heat loss increases. In the present embodiment, when it is determined that the heating operation is performed in step S100, and the radiator shutter 6 is determined to be opened by the determination in step S102 or the like, and the process proceeds to step S110, the compressor 10 is turned on. It stops and does not perform in-vehicle air conditioning in the waste heat recovery mode, and stores heat generated in the battery 20 in the low water temperature cycle 3. Thus, when the waste heat recovery mode is subsequently executed, the vehicle interior air conditioning in the waste heat recovery mode can be performed for a long time with the stored heat, and the heating of the second cooling water by the main heater 33 can be suppressed. The power consumption of the battery 20 can be suppressed. When the compressor 10 is stopped, the vehicle interior air conditioning is performed in the heater heating mode, and the second cooling water is heated by the main heater 33. However, the main heater 33 is disposed in the vicinity of the heater core 34, and the waste heat recovery mode. The heat loss due to running wind is smaller than that.

In step S111, the controller 5 controls the rotation speed of the compressor 10 so that the temperature of the refrigerant on the outlet side of the refrigerant-water heat exchanger 13 becomes a preset third predetermined temperature.

In step S112, the controller 5 compares the outside air temperature with the target blowing temperature. The process proceeds to step S113 when the target blowing temperature is equal to or higher than the outside air temperature, and proceeds to step S115 when the target blowing temperature is lower than the outside air temperature.

In step S113, the controller 5 determines whether or not the radiator shutter 6 is closed. The process proceeds to step S115 when the radiator shutter 6 is closed, and proceeds to step S114 when the radiator shutter 6 is open.

In step S114, the controller 5 closes the first electromagnetic valve 16.

When the process proceeds to step S114 through the determination of step S107, step S108, step S112, and step S113, the dehumidifying and heating operation is performed with the radiator shutter 6 open. Therefore, the controller 5 stores the heat generated in the battery 20 in the low water temperature cycle 3 without closing the first electromagnetic valve 16 and executing the waste heat recovery mode. In this case, the dehumidifying and heating operation is performed by dehumidification by the evaporator 12 and heating by the main heater 33.

When the temperature of the second cooling water falls below the second predetermined temperature and the process proceeds in the order of step S105, step S106, step S108, step S112 to step S114, during the dehumidifying heating operation, It becomes possible to utilize the heat of the battery 20 stored in the low water temperature cycle 3. Thereby, the power of the battery 20 consumed by the main heater 33 can be reduced.

On the other hand, when the temperature of the second cooling water is lower than the second predetermined temperature from the beginning, since the dehumidifying and heating operation is performed with the radiator shutter 6 closed, the first electromagnetic valve 16 is opened to recover the waste heat. Car air conditioning in mode. As described above, in the dehumidifying and heating operation of the present embodiment, the heat generated in the battery 20 is effectively used by determining whether or not the first electromagnetic valve 16 is closed according to the open / close state of the radiator shutter 6. be able to.

In step S115, the controller 5 controls the rotational speed of the compressor 10 so that the temperature of the air immediately after the evaporator 12 becomes a preset fourth predetermined temperature.

The effect of the first embodiment of the present invention will be described.

By closing the radiator shutter 6 during the heating operation, heat radiation from the battery 20 or piping from the battery 20 to the heater core 34 (particularly, piping of the refrigeration cycle 2 or the compressor 10) can be suppressed. Thereby, the in-vehicle air conditioning time in the waste heat recovery mode can be extended, and the heat generated by the battery 20 can be used effectively during the heating operation.

When opening the radiator shutter 6 during heating operation, the compressor 10 is stopped and the waste heat recovery mode is not executed. Thereby, it can suppress that the refrigerant | coolant etc. which flow through the piping from the battery 20 or the battery 20 to the heater core 34 are cooled by driving | running | working wind. Further, during this time, the heat generated in the battery 20 can be stored in the low water temperature cycle 3, and thereafter, when the radiator shutter 6 is closed, the vehicle interior air conditioning in the waste heat recovery mode can be performed for a long time.

While the radiator shutter 6 is open during the heating operation, the air can be warmed by the heater core 34 by heating the second cooling water by the main heater 33. The main heater 33 is provided between the condenser 11 and the heater core 34, and the amount of heat released from the main heater 33 to the heater core 34 can be suppressed even when traveling wind is introduced.

As described above, in the first embodiment, by suppressing the release of the heat generated in the battery 20 during the heating operation, the time during which the heating operation can be performed by the waste heat recovery mode becomes longer, and the power from the main heater 33 during the heating operation is increased. Consumption can be suppressed and power consumption of the battery 20 can be suppressed.

When the radiator shutter 6 is open during the dehumidifying heating operation, the first electromagnetic valve 16 is closed to suppress the heat generated in the battery 20 from being radiated through the piping of the refrigeration cycle 2 or the like. Thereby, the heat of the battery 20 can be stored during the low water temperature cycle 3. When the radiator shutter 6 is closed and the first electromagnetic valve 16 is opened, the heat stored during the low water temperature cycle 3 is effectively utilized as described above by the waste heat recovery mode. Since it can utilize, the power consumption by the main heater 33 at the time of heating operation can be suppressed, and the power consumption of the battery 20 can be suppressed.

Next, a second embodiment of the present invention will be described.

FIG. 3 is a system configuration diagram of the air conditioner 1 of the second embodiment. The controller 5 of the air conditioner 1 restricts the output of the motor 38 based on a signal from the eco mode switch 52, a signal from the accelerator pedal opening sensor 53, or the like, or releases the restriction.

When the temperature of the motor 38 or the inverter 39 becomes high and the temperature of the second cooling water circulating in the second cycle 8 becomes high, the radiator shutter 6 is opened and the second cooling water is cooled by the radiator 37 to cool the cooling water. The motor 38 and the inverter 39 must be cooled by the second cooling water. When vehicle interior air conditioning is performed in the waste heat recovery mode with the radiator shutter 6 open, heat loss due to traveling wind increases.

Therefore, in the present embodiment, the air conditioning control described below is executed in order to suppress the opening of the radiator shutter 6 during the heating operation and lengthen the heating operation in the waste heat recovery mode.

The air conditioning control in the second embodiment will be described with reference to the flowchart of FIG.

In step S200, the controller 5 compares the outside air temperature with the target blowing temperature. The process proceeds to step S202 when the target blowing temperature is equal to or higher than the outside air temperature, and proceeds to step S201 when the target blowing temperature is lower than the outside air temperature.

In step S201, the controller 5 opens the radiator shutter 6.

In step S202, the controller 5 determines whether or not the eco mode switch 52 is ON. When the outside air temperature is higher than the target blowing temperature and the heating operation is performed, and the eco mode switch 52 is turned on by the driver, the controller 5 switches the driving mode of the motor 38 to the eco mode, Proceed to step S203. On the other hand, when the eco mode switch 52 is turned off by the driver, the controller 5 does not switch the drive mode of the motor 38 to the eco mode even in the heating operation, and the process proceeds to step S205.

In step S203, the controller 5 determines whether or not the current output of the motor 38 is smaller than the eco mode upper limit output when the eco mode is executed. Specifically, the controller 5 determines whether or not the current output of the motor 38 is smaller than the eco mode upper limit output based on the map shown in FIG. In FIG. 5, the eco mode upper limit output of the eco mode is indicated by a solid line, and the upper limit output in other modes, for example, heating operation not performing the eco mode, cooling operation, and operation not using heating / cooling is indicated by a broken line. The eco mode upper limit output is set such that the maximum rotational speed and the maximum torque are smaller than the upper limit outputs of the other modes. The eco-mode upper limit output includes the output required when traveling on the 1/3 slope shown by point A in FIG. 5 and is required when traveling on the flat road shown by point B in FIG. 5 at 100 km / h. It is set to include output. If the current output of the motor 38 is smaller than the eco mode upper limit output, specifically, if the current output of the motor 38 is within the shaded area in FIG. If the output of the motor 38 is greater than or equal to the eco mode upper limit output, specifically, if the current output of the motor 38 is outside the shaded area in FIG.

In step S204, the controller 5 executes the eco mode and limits the output of the motor 38 so as not to exceed the eco mode upper limit output. If the output of the motor 38 that is not subjected to output restriction is equal to or higher than the eco mode upper limit output, if the output of the motor 38 is restricted to be smaller than the eco mode upper limit output, the vehicle may be decelerated rapidly. Therefore, in this embodiment, even when the eco mode switch 52 is turned ON by the driver and the eco mode is selected, the eco mode is not executed until the output of the motor 38 becomes smaller than the eco mode upper limit output. Instead, the eco mode is executed after the output of the motor 38 becomes smaller than the eco mode upper limit output.

In step S205, the controller 5 determines whether or not the accelerator pedal is OFF based on a signal from the accelerator pedal opening sensor 53. The process proceeds to step S206 when the accelerator pedal is OFF, and proceeds to step S207 when the accelerator pedal is not OFF.

In step S206, if the eco mode has been executed, the controller 5 ends the eco mode and cancels the output limit of the motor 38. In the present embodiment, even when the eco mode switch 52 is turned off by the driver, the eco mode is not terminated until the accelerator pedal is turned off. When the output of the motor 38 when the eco mode switch 52 is turned off is limited by the eco mode, specifically, the output of the motor 38 that is outside the shaded area in FIG. If the execution is restricted within the shaded area of FIG. 5 and the eco mode is canceled, the output of the motor 38 becomes an output outside the shaded area of FIG. 5 and the vehicle accelerates rapidly. There is a fear. Therefore, in this embodiment, even when the eco-mode switch 52 is turned off by the driver, the eco-mode is not terminated until the accelerator pedal is turned off, and the eco-mode is terminated after the accelerator pedal is turned off. Then, the output limitation of the motor 38 is released.

Since Steps S207 to S220 are the same control as Steps S102 to S115 of the first embodiment, description thereof is omitted here.

The effect of the second embodiment of the present invention will be described.

The eco mode upper limit output of the motor 38 in the eco mode that is executed when the eco mode switch 52 is turned on during the heating operation is made smaller than the upper limit output of the other modes, the amount of heat generated in the motor 38 and the inverter 39 is suppressed, and the motor 38 In addition, the temperature rise of the inverter 39 and the second cooling water in the second cycle 8 is suppressed. Thereby, it is possible to suppress the opening of the radiator shutter 6, to suppress the cooling of the compressor 10 and the pipe through which the refrigerant flows, and to increase the in-vehicle air conditioning time in the waste heat recovery mode. Can be suppressed.

In the eco mode, the maximum rotation speed of the motor 38 is set to be smaller than the maximum rotation speed in other modes so that 100 km / h travel is possible when traveling on a flat road. Thereby, while suppressing the temperature rise of the 2nd cooling water of the 2nd cycle 8, fixed driving performance can be exhibited. Note that the present invention is not limited to the above conditions as long as it can exhibit a certain running performance.

In the eco mode, the maximum torque of the motor 38 is made smaller than the maximum torque in the other modes so that the motor 1 can travel on the 1/3 gradient. Thereby, while suppressing the temperature rise of the 2nd cooling water of the 2nd cycle 8, fixed driving performance can be exhibited. Note that the present invention is not limited to the above conditions as long as it can exhibit a certain running performance.

An eco-mode switch 52 is provided so that the driver can switch the eco-mode switch 52. Regardless of the driver's operation, when the eco mode is executed or terminated, the vehicle is suddenly decelerated or accelerated, which may cause the driver to feel uncomfortable. In the present embodiment, it is possible to suppress giving such a sense of incongruity to the driver.

Even when the eco-mode switch 52 is turned on by the driver, the eco-mode is executed after the output of the motor 38 that is not performing the output limitation becomes smaller than the eco-mode upper limit output in the eco-mode. Thereby, sudden deceleration of the vehicle can be suppressed.

Next, a third embodiment of the present invention will be described.

This embodiment is different in air conditioning control from the second embodiment, and the air conditioning control in this embodiment will be described with reference to the flowchart of FIG.

Since steps S300 to S302 are the same control as steps S200 to S202 of the third embodiment, description thereof is omitted here.

In step S303, the controller 5 compares the temperature of the second cooling water with a fifth predetermined temperature (second threshold temperature). The water temperature of the second cooling water is detected based on a signal from the water temperature sensor 51. The fifth predetermined temperature is a preset temperature, and is a temperature that is lower than the second predetermined temperature. For example, the second cooling water can be determined not to be higher than the first predetermined temperature without executing the eco mode. The process proceeds to step S304 when the water temperature of the second cooling water is equal to or higher than the fifth predetermined temperature, and proceeds to step S306 when the water temperature of the second cooling water is lower than the fifth predetermined temperature.

Since the control after step S304 is the same as the control after step S203 of the second embodiment, a description thereof is omitted here.

The effect of the third embodiment of the present invention will be described.

When the temperature of the second cooling water immediately before the radiator 37 is lower than the fifth predetermined temperature and the radiator shutter 6 does not open, the eco mode is not executed. Thereby, it can drive | work, without reducing driving performance until the temperature of 2nd cooling water becomes high.

The embodiment of the present invention has been described above. However, the above embodiment only shows a part of application examples of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. Absent.

In the second embodiment and the third embodiment, even when the eco mode is turned on by the driver, the eco mode is not started until the current output of the motor 38 becomes smaller than the eco mode upper limit output. However, the present invention is not limited to this. For example, the eco mode may be started simultaneously with the eco mode switch 52 being turned on. Alternatively, the output of the motor 38 may be gradually reduced so as to be smaller than the eco mode upper limit output. Thereby, the amount of heat generated by the motor 38 and the like can be further suppressed, the in-vehicle air conditioning time in the waste heat recovery mode can be extended, and the power consumption of the battery 20 can be suppressed.

In the second embodiment and the third embodiment, even when the eco mode is turned off by the driver, the eco mode is not terminated until the accelerator pedal is turned off. However, the present invention is not limited to this. For example, when the eco mode switch 52 is turned OFF and the output of the motor 38 is smaller than the eco mode upper limit output when the limit of the output of the motor 38 is released, specifically, the output When the output of the motor 38 after the restriction is released is within the shaded area in FIG. 5, the eco mode may be terminated simultaneously with the eco mode switch 52 being turned off. Further, the eco mode may be terminated simultaneously with the eco mode switch 52 being turned off. Further, the output of the motor 38 may be controlled so that the output of the motor 38 gradually increases. Thereby, when the eco mode switch 52 is turned OFF, the vehicle can be accelerated quickly.

Further, the eco mode upper limit output may be further reduced as shown by the one-dot chain line in FIG. The dashed-dotted line in FIG. 5 is an output that enables traveling in the JC08 mode, for example. In addition, the driver may select a plurality of eco modes.

This application claims priority based on Japanese Patent Application No. 2013-104275 filed with the Japan Patent Office on May 16, 2013 and Japanese Patent Application No. 2013-104279 filed with the Japan Patent Office on May 16, 2013. The entire contents of this application are hereby incorporated by reference.

Claims

A vehicle air conditioner that can use the heat of the battery during heating operation,
A compressor that compresses the first refrigerant; a condenser that condenses the first refrigerant compressed by the compressor; a first evaporator that evaporates the first refrigerant condensed by the condenser; and the first A refrigeration cycle having an expansion valve for depressurizing the first refrigerant flowing into the evaporator;
A battery temperature control cycle in which a second refrigerant circulates, cools the battery with the second refrigerant, and evaporates the first refrigerant with the first evaporator using heat of the battery;
An air conditioning cycle having a heater core that warms air during the heating operation by a third refrigerant that has exchanged heat with the first refrigerant by the condenser; and a cooling unit that cools the third refrigerant by outside air;
A vehicle air conditioner comprising: a shutter unit capable of blocking introduction of the outside air to the cooling unit during the heating operation.
The vehicle air conditioner according to claim 1,
A vehicle air conditioner that stops the compressor when the outside air is introduced into the cooling unit during the heating operation.
The vehicle air conditioner according to claim 2,
Temperature detecting means for detecting the temperature of the third refrigerant flowing into the cooling section;
After the outside air is introduced into the cooling unit during the heating operation and the compressor is stopped, the outside air is introduced into the cooling unit when the temperature of the third refrigerant becomes lower than the first threshold temperature. A vehicle air conditioner that shuts off the air and operates the compressor.
The vehicle air conditioner according to claim 2 or 3,
The air conditioning cycle has a heater for heating the third refrigerant,
A vehicle air conditioner that heats the third refrigerant by the heater when the outside air is introduced into the cooling unit during the heating operation and the compressor is stopped.
The vehicle air conditioner according to claim 4,
The heater is a vehicle air conditioner disposed on a flow path between the condenser and the heater core.
The vehicle air conditioner according to claim 4 or 5,
The refrigeration cycle is
A second evaporator that is arranged in parallel with the first evaporator and cools or dehumidifies air during cooling or dehumidifying operation;
A valve capable of blocking the flow of the first refrigerant into the first evaporator,
A vehicle air conditioner that operates the compressor in a state where the flow of the first refrigerant to the first evaporator is blocked by the valve and heats the third refrigerant by the heater during dehumidifying heating.
The vehicle air conditioner according to any one of claims 1 to 6,
A vehicle air conditioner in which at least one of the battery temperature control pipe and the battery is covered with a heat insulating member.
A control method for a vehicle air conditioner that can use the heat of a battery during heating operation,
The vehicle air conditioner is
A compressor that compresses the first refrigerant; a condenser that condenses the first refrigerant compressed by the compressor; a first evaporator that evaporates the first refrigerant condensed by the condenser; and the first A refrigeration cycle having an expansion valve for depressurizing the first refrigerant flowing into the evaporator;
A battery temperature control cycle in which a second refrigerant circulates, cools the battery with the second refrigerant, and evaporates the first refrigerant with the first evaporator using heat of the battery;
An air conditioning cycle having a heater core that warms air during the heating operation by a third refrigerant that has exchanged heat with the first refrigerant by the condenser; and a cooling unit that cools the third refrigerant by outside air;
A shutter part capable of blocking the introduction of the outside air to the cooling part during the heating operation,
A control method for a vehicle air conditioner that stops the compressor when the outside air is introduced into the cooling unit during the heating operation.
The vehicle air conditioner according to claim 1,
Switching means for switching the drive mode of the vehicle drive motor in which the third refrigerant circulates and the generated heat is dissipated by the cooling unit to an output restriction mode in which the output of the vehicle drive motor is limited during the heating operation;
An air conditioner for a vehicle, comprising: an output restriction unit configured to make a maximum output of the vehicle drive motor in the output restriction mode smaller than a maximum output of the vehicle drive motor in another mode different from the output restriction mode.
The vehicle air conditioner according to claim 9,
The said output restriction means is a vehicle air conditioner which makes the maximum rotational speed of the said vehicle drive motor in the said output restriction mode smaller than the maximum rotational speed in said other mode.
The vehicle air conditioner according to claim 10,
The vehicle air conditioner, wherein the maximum rotational speed of the vehicle drive motor in the output restriction mode is a rotational speed capable of traveling about 100 km / h when traveling on a flat road.
The vehicle control device according to any one of claims 9 to 11,
The vehicle air conditioner for reducing the maximum torque of the vehicle drive motor in the output restriction mode smaller than the maximum torque in the other modes.
The vehicle air conditioner according to claim 12,
A vehicle air conditioner in which the maximum torque of the vehicle drive motor in the output restriction mode is a torque capable of traveling on approximately 1/3 gradient.
The vehicle air conditioner according to any one of claims 9 to 13,
The switching means is a vehicle air conditioner that switches the drive mode to the output restriction mode based on a driver's operation.
The vehicle air conditioner according to claim 14,
In the case where the maximum output of the vehicle drive motor is limited, the output limiting unit is configured to limit the output after the output of the vehicle drive motor before the output limitation is smaller than the maximum output limited by the output limiting unit. A vehicle air conditioner that makes the maximum output of the vehicle drive motor in a mode smaller than the maximum output of the vehicle drive motor in another mode.
The vehicle air conditioner according to any one of claims 9 to 15,
The output restricting means outputs the maximum output of the vehicle drive motor in the output restricting mode in the other mode when the temperature of the third refrigerant flowing through the cooling unit is equal to or higher than a second threshold temperature. A vehicle air conditioner that makes it smaller than the maximum output of the motor.
The vehicle air conditioner according to any one of claims 9 to 16,
The vehicle drive motor is limited in output based on a torque curve diagram showing the relationship between rotational speed and torque,
The vehicle air conditioner, wherein the output restriction means makes the maximum output of the torque curve diagram of the vehicle drive motor in the output restriction mode smaller than the maximum output of the torque curve diagram in the other mode.
It is a control method of the air-conditioner for vehicles according to claim 8,
A switching step of switching the drive mode of the vehicle drive motor in which the third refrigerant circulates and the generated heat is dissipated by the cooling unit to an output restriction mode in which the output of the vehicle drive motor is limited during the heating operation;
A control method for a vehicle air conditioner, comprising: an output restriction step of making a maximum output of the vehicle drive motor in the output restriction mode smaller than a maximum output of the vehicle drive motor in another mode different from the output restriction mode.
A compressor for compressing the first refrigerant; a condenser for condensing the first refrigerant compressed by the compressor; an evaporator for evaporating the first refrigerant condensed by the condenser; and an inlet to the evaporator A refrigeration cycle having an expansion valve for depressurizing the first refrigerant
A battery temperature control cycle having a refrigerant pump for circulating the second refrigerant and a battery cooled by the second refrigerant, and evaporating the first refrigerant by the evaporator using heat of the battery;
An air conditioning cycle having a heater core that warms air during heating operation by a third refrigerant that exchanges heat with the first refrigerant by the condenser; and a cooling unit that cools the third refrigerant by outside air;
A shutter unit capable of blocking introduction of outside air to the cooling unit, and a program for controlling a vehicle that can use heat of the battery during the heating operation by a computer,
In the computer,
A switching procedure for switching the drive mode of the vehicle drive motor in which the third refrigerant circulates and the generated heat is dissipated by the cooling unit to an output restriction mode that limits the output of the vehicle drive motor during the heating operation;
A program for executing an output restriction procedure for making the maximum output of the vehicle drive motor in the output restriction mode smaller than the maximum output of the vehicle drive motor in another mode different from the output restriction mode.