WO2020090255A1 - Dispositif de climatisation pour véhicule - Google Patents

Dispositif de climatisation pour véhicule Download PDF

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Publication number
WO2020090255A1
WO2020090255A1 PCT/JP2019/036223 JP2019036223W WO2020090255A1 WO 2020090255 A1 WO2020090255 A1 WO 2020090255A1 JP 2019036223 W JP2019036223 W JP 2019036223W WO 2020090255 A1 WO2020090255 A1 WO 2020090255A1
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WIPO (PCT)
Prior art keywords
compressor
temperature
refrigerant
heat
valve device
Prior art date
Application number
PCT/JP2019/036223
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English (en)
Japanese (ja)
Inventor
竜 宮腰
孝史 青木
雄満 山崎
洪銘 張
Original Assignee
サンデン・オートモーティブクライメイトシステム株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Application filed by サンデン・オートモーティブクライメイトシステム株式会社 filed Critical サンデン・オートモーティブクライメイトシステム株式会社
Priority to CN201980068195.4A priority Critical patent/CN112805166B/zh
Publication of WO2020090255A1 publication Critical patent/WO2020090255A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B1/00—Compression machines, plants or systems with non-reversible cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B5/00—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B5/00—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity
    • F25B5/02—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity arranged in parallel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B6/00—Compression machines, plants or systems, with several condenser circuits
    • F25B6/02—Compression machines, plants or systems, with several condenser circuits arranged in parallel

Definitions

  • the present invention relates to a heat pump type air conditioner for air conditioning the interior of a vehicle.
  • an air conditioner that can be applied to such a vehicle, a compressor, a radiator, a heat absorber, and an outdoor heat exchanger are provided with a refrigerant circuit, and the refrigerant discharged from the compressor is provided.
  • the radiator dissipates heat, and the refrigerant dissipated in this radiator absorbs heat in the outdoor heat exchanger to heat it.
  • the refrigerant discharged from the compressor is dissipated in the outdoor heat exchanger and evaporated in the heat absorber (evaporator).
  • An air conditioner has been developed to cool the interior of the vehicle by absorbing heat and cooling the air (for example, see Patent Document 1).
  • cooling of the vehicle interior is controlled by controlling the rotation speed of the compressor based on the temperature of the heat absorbers, for example.
  • the battery evaporator is provided with a valve device, and the valve device is opened / closed based on, for example, the temperature of the heat medium (the temperature of the object cooled by the battery evaporator) to cool the battery. Will be done.
  • cooling the battery by controlling the rotation speed of the compressor based on the temperature of the heat medium, providing a valve device on the heat absorber, and opening and closing this valve device based on the temperature of the heat absorber. It is also conceivable to cool the passenger compartment with.
  • opening or closing the valve device opens or closes a part of the refrigerant passage of the refrigerant circuit. Therefore, when controlling the rotation speed of the compressor by the temperature of the heat absorber as described above, immediately after opening the valve device from the closed state, the refrigerant flowing into the heat absorber sharply decreases and the temperature of the heat absorber rises. To do. On the other hand, immediately after the valve device is closed from the open state, the refrigerant flowing into the heat absorber rapidly increases and the temperature of the heat absorber decreases.
  • the valve device when controlling the rotation speed of the compressor by the temperature of the heat medium, immediately after the valve device is opened from the closed state, the refrigerant flowing into the battery evaporator is sharply reduced and the temperature of the evaporator is reduced. To rise. On the other hand, immediately after the valve device is closed from the open state, the refrigerant flowing into the battery evaporator rapidly increases, and the temperature of the battery evaporator drops.
  • the present invention has been made to solve the above-mentioned conventional technical problems, and quickly responds to the change in the refrigerant flow path due to the opening and closing of the valve device, the rotational speed of the compressor, and stabilizes the evaporator.
  • An object of the present invention is to provide a vehicle air conditioner that can realize temperature control.
  • the vehicle air conditioner of the present invention controls the compressor that compresses the refrigerant, the first evaporator and the second evaporator that evaporate the refrigerant, and the circulation of the refrigerant to the second evaporator.
  • a device for air-conditioning a vehicle compartment including at least a valve device and a control device, wherein the control device controls the rotation speed of the compressor based on the temperature of the first evaporator or an object cooled by the first evaporator, The opening / closing control of the valve device is performed based on the temperature of the second evaporator or the object cooled by the second evaporator, and when the valve device is opened from the closed state, the operation of increasing the rotation speed of the compressor and the opening of the valve device. At the time of closing from the closed state, at least one or both of the operations of lowering the rotation speed of the compressor are executed.
  • the control device changes the rotational speed of the compressor to the rotational speed when the valve device was opened last time when the valve device is opened from the closed state. And / or when the valve device is closed from the open state, the rotational speed of the compressor is changed to the rotational speed when the valve device was closed last time.
  • a vehicle air conditioner according to a third aspect of the present invention is the vehicle air conditioner according to the first aspect of the invention, wherein when the control device opens the valve device from a closed state, the control device has a predetermined correction coefficient for the rotational speed when the valve device was opened previously.
  • the control device opens the valve device from a closed state
  • the control device has a predetermined correction coefficient for the rotational speed when the valve device was opened previously.
  • the number of revolutions when the valve device was previously opened means the rotation of the compressor during the period when the valve device was previously opened. Any of the values, or their average value, or the last value, and / or the number of revolutions when the valve device was closed last is the period during which the valve device was closed last time. It is characterized in that it is one of the values of the number of revolutions of the compressor, the average value thereof, or the last value.
  • the control device feedback-controls the rotation speed of the compressor based on the temperature of the first evaporator or an object cooled by the first evaporator.
  • the valve device is closed from the open state, the integral term of the feedback control for controlling the rotation speed of the compressor is cleared.
  • the control device controls the rotation speed of the compressor based on the temperature of the first evaporator or an object cooled by the first evaporator.
  • the integral term of the feedback control for controlling the rotation speed of the compressor is increased by a predetermined value.
  • the vehicle air conditioner according to the invention of claim 7 is a heat absorber for evaporating the refrigerant to cool the air supplied to the vehicle compartment in each of the above inventions, and a temperature control device mounted on the vehicle for evaporating the refrigerant.
  • the target heat exchanger for cooling the target is provided, and the first evaporator is one of the heat absorber and the target heat exchanger for temperature control, and the second evaporator is , The other of the heat absorber and the heat exchanger for temperature control.
  • a vehicle air conditioner is a heat absorber valve device that controls the flow of the refrigerant to the heat absorber in the above invention, and a heated device that controls the flow of the refrigerant to the heat exchanger for temperature adjustment.
  • the control device includes a valve device for temperature control, the control device opens the valve device for heat absorber, controls the rotation speed of the compressor based on the temperature of the heat absorber or the target cooled by the heat absorber, and the heat exchanger for temperature control target.
  • the second operation mode in which the rotation speed of the compressor is controlled based on the temperature of the object to be cooled by and the opening / closing control of the heat absorber valve device is performed based on the temperature of the heat absorber or the object to be cooled thereby is executed. It is characterized by doing.
  • the control device increases the rotation speed of the compressor when the temperature-controlled object valve device is opened from the closed state in the first operation mode. And / or, when the valve device for temperature control is closed from the open state, the rotation speed of the compressor is reduced, and in the second operation mode, when the heat absorber valve device is opened from the closed state, compression is performed. It is characterized in that the number of revolutions of the compressor is increased and / or the number of revolutions of the compressor is reduced when the valve device for the heat absorber is closed from the open state.
  • the vehicle air conditioner according to the invention of claim 10 is characterized in that, in each of the above inventions, the valve device is a valve capable of switching between two different types of openings.
  • the vehicle air conditioner according to the invention of claim 11 is characterized in that, in each of the above inventions, the valve device is a valve capable of switching between fully open and fully closed.
  • a compressor for compressing a refrigerant, a first evaporator and a second evaporator for evaporating the refrigerant, and a valve device for controlling the flow of the refrigerant to the second evaporator
  • the control device controls the rotation speed of the compressor based on the temperature of the first evaporator or an object cooled by the second evaporator, and The opening and closing of the valve device is controlled based on the temperature of the evaporator or the object cooled by the evaporator, and when the valve device is opened from the closed state, the operation to increase the rotation speed of the compressor and the open state of the valve device are performed.
  • the number of revolutions of the compressor is immediately changed in response to the change of the refrigerant flow path, and the disadvantage that the temperature of the first evaporator and the object cooled by it is largely changed can be avoided. Will be able to. Further, since the refrigerant can be supplied to the second evaporator without any trouble when the valve device is opened, stable temperature control by the first evaporator and the second evaporator can be realized as a whole. It is possible.
  • the control device when the control device opens the valve device from the closed state, the control device changes the rotation speed of the compressor to the rotation speed when the valve device was opened last time, and / or ,
  • the valve device When the valve device is closed from the open state, by changing the rotation speed of the compressor to the rotation speed when the valve device was closed last time, the rotation speed of the compressor can be immediately responded to the opening and closing of the valve device. Will be able to be changed to an appropriate value.
  • the rotational speed of the compressor is multiplied by a value obtained by multiplying the rotational speed when the valve device was opened last time by a predetermined correction coefficient.
  • the rotational speed of the compressor is changed to a value obtained by multiplying the rotational speed when the valve device was closed last time by a predetermined correction coefficient. Then, for example, by setting the correction coefficient in accordance with the characteristics and environment of the device, the rotation speed of the compressor can be changed to a more appropriate value.
  • the number of revolutions when the valve device according to the invention of claims 2 and 3 was opened last time is the number of revolutions of the compressor during the period when the valve device was opened last time as in the invention of claim 4. Any value, their average value, or the last value. And / or the number of revolutions when the valve device is closed last time means any one of the values of the number of revolutions of the compressor during the period when the valve device was closed last time as in the invention of claim 4, or those values. May be the average value or the last value.
  • the control device feedback-controls the rotation speed of the compressor based on the temperature of the first evaporator or the object cooled by the first evaporator as in the invention of claim 5, the valve device is opened.
  • closing by clearing the integral term of the feedback control that controls the rotation speed of the compressor, it is possible to immediately change the rotation speed of the compressor to an appropriate value in response to the closing of the valve device.
  • valve device when the control device opens the valve device from the closed state as in the invention of claim 6, the valve device is opened by increasing the integral term of the feedback control for controlling the rotation speed of the compressor by a predetermined value. It will be possible to immediately change the rotation speed of the compressor to an appropriate value.
  • first evaporator and the second evaporator of each of the above inventions are provided with a heat absorber for evaporating the refrigerant and cooling the air supplied to the vehicle interior as in the invention of claim 7, and evaporating the refrigerant.
  • a heat exchanger for a temperature-controlled object mounted on a vehicle to cool the temperature-controlled object enables stable cooling of the vehicle interior and cooling of the temperature-controlled object.
  • a valve device for a heat absorber that controls the flow of the refrigerant to the heat absorber as in the invention of claim 8 and a valve for the temperature controlled object that controls the flow of the refrigerant to the heat exchanger for the temperature controlled object.
  • the control device opens the valve device for the heat absorber, controls the rotation speed of the compressor based on the temperature of the heat absorber or the object cooled by it, and cools it by the heat exchanger for the temperature-controlled object or by it.
  • a first operation mode in which the temperature controlled object valve device is controlled to open and close based on the temperature of the target to be controlled, and the temperature controlled object valve device is opened, and the temperature controlled object heat exchanger or it is cooled.
  • the second operation mode By controlling the number of revolutions of the compressor based on the temperature of the target, by switching and executing the second operation mode for controlling the opening and closing of the heat absorber valve device based on the temperature of the heat absorber or the target cooled by it, In the first operation mode, temperature control is performed while giving priority to cooling in the passenger compartment. The elephant was cooled, in the second operating mode it is possible to perform cooling of the vehicle interior while giving priority to cooling of the temperature control object.
  • the control device according to the invention of claim 9 opens the valve device for temperature control subject from the closed state in the first operation mode, the number of revolutions of the compressor is increased and / or the temperature control device is heated.
  • the valve device for adjustment is closed from the open state, the rotation speed of the compressor is lowered, and in the second operation mode, when the valve device for heat absorber is opened from the closed state, the rotation speed of the compressor is increased.
  • the heat absorber valve device is closed from the open state, the rotation speed of the compressor is reduced to cool the vehicle interior in the first operation mode and the second operation mode and to control the temperature of the temperature controlled object. It becomes possible to achieve stable cooling.
  • valve device according to the invention of claim 10 is a valve capable of switching between two different types of opening
  • valve device according to the invention of claim 11 is capable of switching between fully open and fully closed.
  • the present invention is effective when
  • FIG. 4 is another control block diagram related to compressor control of the heat pump controller of the control device in FIG. 2.
  • FIG. 7 is yet another control block diagram related to compressor control of the heat pump controller of the control device in FIG. 2.
  • FIG. 7 is yet another control block diagram related to compressor control of the heat pump controller of the control device in FIG. 2.
  • It is a block diagram explaining control of the solenoid valve 35 in battery cooling (priority) + air conditioning mode (2nd operation mode) of the heat pump controller of the control apparatus of FIG. 3 is a timing chart illustrating battery cooling (priority) + air conditioning mode (second operation mode) by the heat pump controller of the control device in FIG. 2.
  • 6 is a timing chart for explaining an air conditioning (priority) + battery cooling mode when the compressor target rotation speed change control is not performed when opening / closing the solenoid valve 69.
  • 6 is a timing chart for explaining a battery cooling (priority) + air conditioning mode when the compressor target rotation speed change control is not performed when opening / closing the solenoid valve 35.
  • FIG. 1 shows a configuration diagram of a vehicle air conditioner 1 of an embodiment of the present invention.
  • a vehicle of an embodiment to which the present invention is applied is an electric vehicle (EV) in which an engine (internal combustion engine) is not mounted, and electric power charged in a battery 55 mounted in the vehicle is used as a traveling motor (electric motor). (Not shown) to drive and run, and the compressor 2 of the vehicle air conditioner 1 of the present invention, which will be described later, is also driven by the electric power supplied from the battery 55. ..
  • EV electric vehicle
  • an engine internal combustion engine
  • electric motor traveling motor
  • the vehicle air conditioner 1 of the embodiment is a heating mode, a dehumidification heating mode, a dehumidification cooling mode, a cooling mode, and a defrosting mode in a heat pump operation using the refrigerant circuit R in an electric vehicle that cannot be heated by engine waste heat.
  • the air-conditioning (priority) + battery cooling mode as the first operation mode, the battery cooling (priority) + air-conditioning mode as the second operation mode, and the battery cooling (single) mode are switched and executed. As a result, air conditioning in the vehicle compartment and temperature control of the battery 55 are performed.
  • the present invention is effective not only for electric vehicles but also for so-called hybrid vehicles that use an engine and a running motor.
  • the vehicle to which the vehicle air conditioner 1 of the embodiment is applied is one in which the battery 55 can be charged from an external charger (a quick charger or a normal charger).
  • the battery 55, the traveling motor, the inverter controlling the same, and the like described above are the objects of temperature adjustment mounted on the vehicle in the present invention, but in the following embodiments, the battery 55 will be taken as an example for description.
  • the vehicle air conditioner 1 of the embodiment is for performing air conditioning (heating, cooling, dehumidification, and ventilation) of a vehicle interior of an electric vehicle, and an electric compressor 2 for compressing a refrigerant and an interior of the vehicle interior.
  • an outdoor expansion valve 6 consisting of a motor-operated valve (electronic expansion valve) for decompressing and expanding the refrigerant during heating, and as a radiator for radiating the refrigerant during cooling
  • An outdoor heat exchanger 7 that functions and performs heat exchange between the refrigerant and the outside air so as to function as an evaporator that absorbs the refrigerant (absorbs heat into the refrigerant) during heating, and a mechanical expansion valve that decompresses and expands the refrigerant.
  • Indoor expansion valve 8 consisting of A heat absorber 9 (a first evaporator or a second evaporator) that is provided in the air flow passage 3 to evaporate the refrigerant during cooling and dehumidification so as to absorb heat from the inside and outside of the vehicle compartment (to absorb the heat in the refrigerant) , And the accumulator 12 and the like are sequentially connected by the refrigerant pipe 13 to form the refrigerant circuit R.
  • a heat absorber 9 a first evaporator or a second evaporator
  • the outdoor expansion valve 6 decompresses and expands the refrigerant flowing out of the radiator 4 and flowing into the outdoor heat exchanger 7, and can be fully closed. Further, in the embodiment, the indoor expansion valve 8 using the mechanical expansion valve decompresses and expands the refrigerant flowing into the heat absorber 9, and adjusts the degree of superheat of the refrigerant in the heat absorber 9.
  • the outdoor heat exchanger 7 is provided with an outdoor blower 15.
  • the outdoor blower 15 exchanges heat between the outdoor air and the refrigerant by forcibly ventilating the outdoor air through the outdoor heat exchanger 7, whereby the outdoor air is discharged while the vehicle is stopped (that is, the vehicle speed is 0 km / h).
  • the heat exchanger 7 is configured to ventilate outside air.
  • the outdoor heat exchanger 7 has a receiver dryer section 14 and a supercooling section 16 sequentially on the downstream side of the refrigerant, and the refrigerant pipe 13A on the refrigerant outlet side of the outdoor heat exchanger 7 is used when flowing the refrigerant to the heat absorber 9.
  • the refrigerant pipe 13B on the outlet side of the supercooling section 16 is connected to the receiver dryer section 14 via an electromagnetic valve 17 (for cooling) as an open / close valve, and the check valve 18, the indoor expansion valve 8 and the heat absorption It is connected to the refrigerant inlet side of the heat absorber 9 via a solenoid valve 35 (for cabin) as a device valve device (open / close valve) in sequence.
  • the electromagnetic valve 35 is a valve that can be switched between fully open and fully closed.
  • the receiver dryer section 14 and the supercooling section 16 structurally constitute a part of the outdoor heat exchanger 7.
  • the check valve 18 has the forward direction of the indoor expansion valve 8.
  • the refrigerant pipe 13A exiting from the outdoor heat exchanger 7 is branched into a refrigerant pipe 13D, and the branched refrigerant pipe 13D is passed through an electromagnetic valve 21 (for heating) as an on-off valve opened during heating. It is connected to the refrigerant pipe 13C on the refrigerant outlet side of the heat absorber 9 for communication.
  • the refrigerant pipe 13C is connected to the inlet side of the accumulator 12, and the outlet side of the accumulator 12 is connected to the refrigerant suction side refrigerant pipe 13K of the compressor 2.
  • a strainer 19 is connected to the refrigerant pipe 13E on the refrigerant outlet side of the radiator 4, and the refrigerant pipe 13E is connected to the refrigerant pipes 13J and 13F before the outdoor expansion valve 6 (refrigerant upstream side).
  • One of the branched and branched refrigerant pipes 13J is connected to the refrigerant inlet side of the outdoor heat exchanger 7 via the outdoor expansion valve 6.
  • the other branched refrigerant pipe 13F is connected to the refrigerant downstream side of the check valve 18 and the refrigerant upstream side of the indoor expansion valve 8 via an electromagnetic valve 22 (for dehumidification) as an opening / closing valve that is opened during dehumidification. It is communicatively connected to the located refrigerant pipe 13B.
  • the refrigerant pipe 13F is connected in parallel to the series circuit of the outdoor expansion valve 6, the outdoor heat exchanger 7 and the check valve 18, and the outdoor expansion valve 6, the outdoor heat exchanger 7 and the check valve are connected. It becomes a bypass circuit that bypasses 18. Further, a solenoid valve 20 as an opening / closing valve for bypass is connected in parallel to the outdoor expansion valve 6.
  • an intake switching damper 26 is provided at 25 for switching the air introduced into the air flow passage 3 between the inside air (inside air circulation) which is the air inside the vehicle interior and the outside air (outside air introduction) which is the air outside the vehicle interior.
  • an indoor blower (blower fan) 27 for feeding the introduced inside air or outside air to the air flow passage 3 is provided.
  • the intake switching damper 26 of the embodiment opens and closes the outside air intake port and the inside air intake port of the intake port 25 at an arbitrary ratio to remove the air (outside air and inside air) flowing into the heat absorber 9 of the air flow passage 3. It is configured so that the ratio of inside air can be adjusted between 0% and 100% (the ratio of outside air can also be adjusted between 100% and 0%).
  • an auxiliary heater 23 as an auxiliary heating device including a PTC heater (electric heater) is provided in the embodiment, and passes through the radiator 4. It is possible to heat the air supplied to the passenger compartment. Further, in the air flow passage 3 on the air upstream side of the radiator 4, the air (inside air or outside air) flowing into the air flow passage 3 and passing through the heat absorber 9 is radiated. An air mix damper 28 that adjusts the ratio of ventilation to the device 4 and the auxiliary heater 23 is provided.
  • the vehicle air conditioner 1 includes an equipment temperature adjusting device 61 for adjusting the temperature of the battery 55 by circulating a heat medium in the battery 55 (object to be temperature adjusted).
  • the device temperature adjusting device 61 of the embodiment includes a circulation pump 62 as a circulating device for circulating a heat medium in the battery 55, a refrigerant-heat medium heat exchanger 64 (a second evaporator or a first evaporator). And a battery 55 are connected to each other by a heat medium pipe 66 in an annular shape.
  • the inlet of the heat medium passage 64A of the refrigerant-heat medium heat exchanger 64 is connected to the discharge side of the circulation pump 62, and the outlet of this heat medium passage 64A is connected to the inlet of the heat medium heater 63.
  • the outlet of the heat medium heater 63 is connected to the inlet of the battery 55, and the outlet of the battery 55 is connected to the suction side of the circulation pump 62.
  • the heat medium used in the device temperature adjusting device 61 for example, water, a refrigerant such as HFO-1234yf, a liquid such as coolant, or a gas such as air can be adopted.
  • water is used as the heat medium.
  • the heat medium heater 63 is composed of an electric heater such as a PTC heater. Further, it is assumed that, for example, a jacket structure is provided around the battery 55 so that a heat medium can flow in a heat exchange relationship with the battery 55.
  • the heat medium discharged from the circulation pump 62 flows into the heat medium flow passage 64A of the refrigerant-heat medium heat exchanger 64.
  • the heat medium exiting the heat medium flow passage 64A of the refrigerant-heat medium heat exchanger 64 reaches the heat medium heating heater 63, and if the heat medium heating heater 63 is generating heat, the heat medium heating heater 63 heats the heat medium heating heater 63 and then the battery. 55, where the heat medium exchanges heat with the battery 55.
  • the heat medium that has exchanged heat with the battery 55 is sucked into the circulation pump 62 and circulated in the heat medium pipe 66.
  • a branch pipe 67 as a branch circuit is provided in the refrigerant pipe 13B located on the refrigerant downstream side of the connecting portion between the refrigerant pipe 13F and the refrigerant pipe 13B of the refrigerant circuit R and on the refrigerant upstream side of the indoor expansion valve 8.
  • auxiliary expansion valve 68 which is a mechanical expansion valve in the embodiment
  • solenoid valve (for chiller) 69 as a valve device (open / close valve) for temperature control are sequentially provided in the branch pipe 67.
  • the solenoid valve 69 is a valve that can be switched between fully open and fully closed.
  • the auxiliary expansion valve 68 decompresses and expands the refrigerant flowing into a later-described refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64, and adjusts the degree of superheat of the refrigerant in the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64. To do.
  • the other end of the branch pipe 67 is connected to the refrigerant flow passage 64B of the refrigerant-heat medium heat exchanger 64, and one end of the refrigerant pipe 71 is connected to the outlet of the refrigerant flow passage 64B.
  • the other end is connected to a refrigerant pipe 13C on the refrigerant upstream side (refrigerant upstream side of the accumulator 12) from the confluence with the refrigerant pipe 13D.
  • the auxiliary expansion valve 68, the electromagnetic valve 69, the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, and the like also form a part of the refrigerant circuit R and, at the same time, a part of the device temperature adjusting device 61. It will be.
  • the solenoid valve 69 When the solenoid valve 69 is open, the refrigerant (a part or all of the refrigerant) discharged from the outdoor heat exchanger 7 flows into the branch pipe 67, the pressure is reduced by the auxiliary expansion valve 68, and then the refrigerant is passed through the solenoid valve 69. -The refrigerant flows into the refrigerant channel 64B of the heat medium heat exchanger 64 and evaporates there. The refrigerant absorbs heat from the heat medium flowing through the heat medium passage 64A while flowing through the refrigerant passage 64B, and then is sucked into the compressor 2 through the refrigerant pipe 13K through the branch pipe 71, the refrigerant pipe 13C, and the accumulator 12.
  • FIG. 2 shows a block diagram of the control device 11 of the vehicle air conditioner 1 of the embodiment.
  • the control device 11 includes an air conditioning controller 45 and a heat pump controller 32 each of which includes a microcomputer that is an example of a computer including a processor, and these include a CAN (Controller Area Network) and a LIN (Local Interconnect Network). Is connected to the vehicle communication bus 65 that constitutes the. Further, the compressor 2 and the auxiliary heater 23, the circulation pump 62 and the heat medium heating heater 63 are also connected to the vehicle communication bus 65, and the air conditioning controller 45, the heat pump controller 32, the compressor 2, the auxiliary heater 23, the circulation pump 62 and the heat generator.
  • the medium heater 64 is configured to send and receive data via the vehicle communication bus 65.
  • the vehicle communication bus 65 includes a vehicle controller 72 (ECU) that controls the entire vehicle including traveling, a battery controller (BMS: Battery Management System) 73 that controls the charging and discharging of the battery 55, and a GPS navigation device 74.
  • the vehicle controller 72, the battery controller 73, and the GPS navigation device 74 are also configured by a microcomputer that is an example of a computer including a processor.
  • the air conditioning controller 45 and the heat pump controller 32 that configure the control device 11 connect the vehicle communication bus 65 to each other. Information (data) is transmitted and received to and from the vehicle controller 72, the battery controller 73, and the GPS navigation device 74 via the above.
  • the air conditioning controller 45 is a higher-level controller that controls the vehicle interior air conditioning.
  • the inputs of the air conditioning controller 45 are an outside air temperature sensor 33 that detects the outside air temperature Tam of the vehicle and an outside air humidity that detects outside air humidity.
  • the sensor 34, the HVAC suction temperature sensor 36 that detects the temperature of the air that is sucked into the air flow passage 3 from the suction port 25 and flows into the heat absorber 9, and the inside air temperature sensor 37 that detects the air (inside air) temperature in the vehicle interior.
  • An inside air humidity sensor 38 for detecting the humidity of the air in the vehicle compartment
  • an indoor CO 2 concentration sensor 39 for detecting the carbon dioxide concentration in the vehicle compartment
  • an outlet temperature sensor 41 for detecting the temperature of the air blown into the vehicle compartment.
  • 53A is a display as a display output device provided in the air conditioning operation unit 53.
  • the output of the air conditioning controller 45 is connected to the outdoor blower 15, the indoor blower (blower fan) 27, the suction switching damper 26, the air mix damper 28, and the outlet switching damper 31, which are connected to the air conditioning controller 45. Controlled by.
  • the heat pump controller 32 is a controller that mainly controls the refrigerant circuit R, and the heat pump controller 32 has an input that releases heat to detect the refrigerant inlet temperature Tcxin of the radiator 4 (which is also the refrigerant temperature discharged from the compressor 2).
  • Radiator pressure sensor 47 for detecting the refrigerant pressure (pressure of radiator 4; radiator pressure Pci), and temperature of heat absorber 9 (temperature of heat absorber 9 itself, or air immediately after being cooled by heat absorber 9) Temperature of (cooling target): Heat absorber temperature sensor 48 for detecting heat absorber temperature Te, and refrigerant temperature at the outlet of the outdoor heat exchanger 7 (refrigerant evaporation temperature of the outdoor heat exchanger 7: The outdoor heat exchanger temperature sensor 49 for detecting the external heat exchanger temperature TXO and the outputs of the auxiliary heater temperature sensors 50A (driver's seat side) and 50B (passenger seat side) for detecting the temperature of the auxiliary heater 23 are connected. ing.
  • the output of the heat pump controller 32 includes the outdoor expansion valve 6, the solenoid valve 22 (for dehumidification), the solenoid valve 17 (for cooling), the solenoid valve 21 (for heating), the solenoid valve 20 (for bypass), and the solenoid valve 35.
  • the electromagnetic valves (for the cabin) and the electromagnetic valve 69 (for the chiller) are connected, and they are controlled by the heat pump controller 32.
  • the compressor 2, the auxiliary heater 23, the circulation pump 62, and the heat medium heating heater 63 each have a built-in controller, and in the embodiment, the controller of the compressor 2, the auxiliary heater 23, the circulation pump 62, and the heat medium heating heater 63. Transmits and receives data to and from the heat pump controller 32 via the vehicle communication bus 65, and is controlled by the heat pump controller 32.
  • 32 M in the figure is a memory included in the heat pump controller 32.
  • the circulation pump 62 and the heat medium heater 63 that form the device temperature adjusting device 61 may be controlled by the battery controller 73.
  • the temperature of the heat medium on the outlet side of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 of the device temperature adjusting device 61 (heat medium temperature Tw: heat exchanger for temperature controlled).
  • the output of the heat medium temperature sensor 76 that detects the temperature of the object to be cooled by the battery is connected to the output of the battery temperature sensor 77 that detects the temperature of the battery 55 (the temperature of the battery 55 itself: the battery temperature Tcell).
  • the remaining amount of the battery 55 (the amount of stored electricity), the information regarding the charging of the battery 55 (information indicating that the battery is being charged, the charging completion time, the remaining charging time, etc.), the heat medium temperature Tw and the battery temperature Tcell It is transmitted from the battery controller 73 to the air conditioning controller 45 and the vehicle controller 72 via the vehicle communication bus 65.
  • the information regarding the charge completion time and the remaining charge time when the battery 55 is charged is information supplied from an external charger such as a quick charger described later.
  • the heat pump controller 32 and the air conditioning controller 45 send and receive data to and from each other via the vehicle communication bus 65, and control each device based on the output of each sensor and the setting input by the air conditioning operation unit 53.
  • the heat pump controller 32 also transmits data (information) regarding the control of the refrigerant circuit R to the air conditioning controller 45 via the vehicle communication bus 65.
  • the control device 11 air conditioning controller 45, heat pump controller 32
  • the control device 11 has a heating mode, a dehumidifying heating mode, a dehumidifying cooling mode, a cooling mode, and an air conditioning (priority) + battery cooling mode (first operation mode).
  • air conditioning controller 45 heat pump controller 32
  • first operation mode air conditioning
  • battery cooling (priority) + air-conditioning mode second operation mode
  • battery cooling (single) mode battery cooling operation defrosting mode
  • each of the air conditioning operations of the heating mode, the dehumidification heating mode, the dehumidification cooling mode, the cooling mode, and the air conditioning (priority) + battery cooling mode the battery 55 is not charged in the embodiment, and the ignition of the vehicle is performed. This is executed when (IGN) is turned on and the air conditioning switch of the air conditioning operation unit 53 is turned on.
  • each battery cooling operation in the battery cooling (priority) + air conditioning mode and the battery cooling (single) mode is executed, for example, when the plug of the quick charger (external power source) is connected and the battery 55 is being charged. It is something.
  • the heat pump controller 32 operates the circulation pump 62 of the device temperature adjusting device 61 when the ignition is turned on, or when the battery 55 is being charged even when the ignition is turned off. It is assumed that the heat medium is circulated in the heat medium pipe 66 as indicated by broken lines in FIGS. Further, although not shown in FIG. 3, the heat pump controller 32 of the embodiment also executes a battery heating mode for heating the battery 55 by causing the heat medium heating heater 63 of the device temperature adjusting device 61 to generate heat.
  • FIG. 4 shows how the refrigerant flows in the refrigerant circuit R in the heating mode (solid arrow).
  • the heat pump controller 32 opens the solenoid valve 21 and the solenoid valve 17 , The solenoid valve 20, the solenoid valve 22, the solenoid valve 35, and the solenoid valve 69 are closed. Then, the compressor 2 and the blowers 15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor blower 27 to the radiator 4 and the auxiliary heater 23.
  • the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow passage 3 is ventilated through the radiator 4, the air in the air flow passage 3 is heated by exchanging heat with the high temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by being deprived of heat by the air and condensed and liquefied.
  • the liquefied refrigerant in the radiator 4 exits the radiator 4 and then reaches the outdoor expansion valve 6 via the refrigerant pipes 13E and 13J.
  • the refrigerant flowing into the outdoor expansion valve 6 is decompressed there, and then flows into the outdoor heat exchanger 7.
  • the refrigerant that has flowed into the outdoor heat exchanger 7 evaporates and pumps up heat from the outside air ventilated by traveling or by the outdoor blower 15 (heat absorption). That is, the refrigerant circuit R serves as a heat pump.
  • the low-temperature refrigerant that has exited the outdoor heat exchanger 7 reaches the refrigerant pipe 13C via the refrigerant pipes 13A and 13D, the solenoid valve 21, and further enters the accumulator 12 via this refrigerant pipe 13C, where it is gas-liquid separated.
  • the circulation in which the gas refrigerant is sucked into the compressor 2 from the refrigerant pipe 13K is repeated.
  • the air heated by the radiator 4 is blown out from the air outlet 29, so that the interior of the vehicle is heated.
  • the heat pump controller 32 calculates a target heater temperature TCO (of the radiator 4) calculated from a target outlet temperature TAO, which will be described later, which is a target temperature of the air blown into the vehicle interior (a target value of the temperature of the air blown into the vehicle interior).
  • the target radiator pressure PCO is calculated from the target temperature), and the rotational speed of the compressor 2 is based on the target radiator pressure PCO and the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47.
  • the heat pump controller 32 supplements this shortage with the heat generated by the auxiliary heater 23. As a result, the vehicle interior is heated without any trouble even when the outside temperature is low.
  • FIG. 5 shows how the refrigerant flows in the refrigerant circuit R in the dehumidifying and heating mode (solid arrow).
  • the heat pump controller 32 opens the solenoid valve 21, the solenoid valve 22, and the solenoid valve 35, and closes the solenoid valve 17, the solenoid valve 20, and the solenoid valve 69.
  • the compressor 2 and the blowers 15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor blower 27 to the radiator 4 and the auxiliary heater 23.
  • the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow passage 3 is ventilated through the radiator 4, the air in the air flow passage 3 is heated by exchanging heat with the high temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by being deprived of heat by the air and condensed and liquefied.
  • the refrigerant liquefied in the radiator 4 exits the radiator 4, a part of it enters the refrigerant pipe 13J through the refrigerant pipe 13E and reaches the outdoor expansion valve 6.
  • the refrigerant flowing into the outdoor expansion valve 6 is decompressed there, and then flows into the outdoor heat exchanger 7.
  • the refrigerant that has flowed into the outdoor heat exchanger 7 evaporates and pumps up heat from the outside air ventilated by traveling or by the outdoor blower 15 (heat absorption).
  • the low-temperature refrigerant leaving the outdoor heat exchanger 7 reaches the refrigerant pipe 13C via the refrigerant pipes 13A and 13D and the solenoid valve 21, enters the accumulator 12 via the refrigerant pipe 13C, and is separated into gas and liquid there. After that, the circulation in which the gas refrigerant is sucked into the compressor 2 from the refrigerant pipe 13K is repeated.
  • the rest of the condensed refrigerant flowing through the radiator pipe 13E via the radiator 4 is diverted, and the diverted refrigerant flows into the refrigerant pipe 13F via the solenoid valve 22 and reaches the refrigerant pipe 13B.
  • the refrigerant reaches the indoor expansion valve 8, is decompressed by the indoor expansion valve 8, then flows into the heat absorber 9 via the electromagnetic valve 35, and is evaporated.
  • the water in the air blown out from the indoor blower 27 is condensed and adheres to the heat absorber 9 due to the heat absorbing action of the refrigerant generated in the heat absorber 9, so that the air is cooled and dehumidified.
  • the refrigerant evaporated in the heat absorber 9 flows out into the refrigerant pipe 13C, joins the refrigerant from the refrigerant pipe 13D (refrigerant from the outdoor heat exchanger 7), and then is sucked into the compressor 2 from the refrigerant pipe 13K via the accumulator 12. Repeat the cycle.
  • the air dehumidified by the heat absorber 9 is reheated in the process of passing through the radiator 4 and the auxiliary heater 23 (when heat is generated), so that dehumidification and heating of the vehicle interior is performed.
  • the heat pump controller 32 rotates the compressor 2 based on the target radiator pressure PCO calculated from the target heater temperature TCO and the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47. Or the rotation speed of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO which is its target value. ..
  • the heat pump controller 32 controls the compressor 2 by selecting whichever of the radiator target pressure Pci and the heat absorber temperature Te, whichever is lower than the target compressor speed obtained from the calculation. Further, the valve opening degree of the outdoor expansion valve 6 is controlled based on the heat absorber temperature Te.
  • the heat pump controller 32 supplements the shortage with the heat generated by the auxiliary heater 23. .. As a result, the vehicle interior is dehumidified and heated even when the outside temperature is low.
  • FIG. 6 shows how the refrigerant flows in the refrigerant circuit R in the dehumidifying and cooling mode (solid arrow).
  • the heat pump controller 32 opens the solenoid valve 17 and the solenoid valve 35, and closes the solenoid valve 20, the solenoid valve 21, the solenoid valve 22, and the solenoid valve 69.
  • the compressor 2 and the blowers 15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor blower 27 to the radiator 4 and the auxiliary heater 23.
  • the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow passage 3 is ventilated through the radiator 4, the air in the air flow passage 3 is heated by exchanging heat with the high temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by being deprived of heat by the air, and is condensed and liquefied.
  • the refrigerant exiting the radiator 4 reaches the outdoor expansion valve 6 via the refrigerant pipes 13E and 13J, and then passes through the outdoor expansion valve 6 controlled to open more (a larger valve opening area) than the heating mode or the dehumidifying and heating mode. It flows into the outdoor heat exchanger 7.
  • the refrigerant that has flowed into the outdoor heat exchanger 7 is condensed by being cooled there by traveling or by the outside air ventilated by the outdoor blower 15.
  • the refrigerant discharged from the outdoor heat exchanger 7 enters the refrigerant pipe 13B via the refrigerant pipe 13A, the solenoid valve 17, the receiver dryer unit 14, and the supercooling unit 16, and reaches the indoor expansion valve 8 via the check valve 18.
  • the refrigerant is decompressed by the indoor expansion valve 8, then flows into the heat absorber 9 through the electromagnetic valve 35, and evaporates. Due to the heat absorbing action at this time, moisture in the air blown out from the indoor blower 27 is condensed and attached to the heat absorber 9, and the air is cooled and dehumidified.
  • the refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 via the refrigerant pipe 13C, and is repeatedly sucked into the compressor 2 from the refrigerant pipe 13K via the refrigerant pipe 13K.
  • the air cooled and dehumidified by the heat absorber 9 is reheated (has a lower heating capacity than that during dehumidification heating) in the process of passing through the radiator 4 and the auxiliary heater 23 (when heat is generated). As a result, dehumidification and cooling of the vehicle interior are performed.
  • the heat pump controller 32 absorbs heat based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO which is the target temperature of the heat absorber 9 (target value of the heat absorber temperature Te).
  • the rotation speed of the compressor 2 is controlled so that the device temperature Te becomes the target heat absorber temperature TEO, and the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47 and the target radiator pressure PCO.
  • the valve opening of the outdoor expansion valve 6 is controlled so that the radiator pressure Pci becomes the target radiator pressure PCO. Amount).
  • the heat pump controller 32 supplements the shortage with the heat generated by the auxiliary heater 23. To do. As a result, dehumidifying and cooling are performed without lowering the temperature inside the vehicle compartment too much.
  • FIG. 7 shows how the refrigerant flows in the refrigerant circuit R in the cooling mode (solid arrow).
  • the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20, and the solenoid valve 35, and closes the solenoid valve 21, the solenoid valve 22, and the solenoid valve 69.
  • the compressor 2 and the blowers 15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor blower 27 to the radiator 4 and the auxiliary heater 23.
  • the auxiliary heater 23 is not energized.
  • the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4.
  • the air in the air flow passage 3 is ventilated through the radiator 4, since the proportion thereof is small (because of only reheating (reheating) during cooling), it almost passes through the radiator 4,
  • the discharged refrigerant reaches the refrigerant pipe 13J via the refrigerant pipe 13E.
  • the electromagnetic valve 20 since the electromagnetic valve 20 is open, the refrigerant passes through the electromagnetic valve 20 and flows into the outdoor heat exchanger 7 as it is, and is cooled there by traveling or by the outside air ventilated by the outdoor blower 15 to be condensed and liquefied. To do.
  • the refrigerant discharged from the outdoor heat exchanger 7 enters the refrigerant pipe 13B via the refrigerant pipe 13A, the solenoid valve 17, the receiver dryer unit 14, and the supercooling unit 16, and reaches the indoor expansion valve 8 via the check valve 18.
  • the refrigerant is decompressed by the indoor expansion valve 8, then flows into the heat absorber 9 through the electromagnetic valve 35, and evaporates. Due to the heat absorbing action at this time, the air blown out from the indoor blower 27 and exchanging heat with the heat absorber 9 is cooled.
  • the refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 via the refrigerant pipe 13C, and then is sucked into the compressor 2 via the refrigerant pipe 13K.
  • the air cooled by the heat absorber 9 is blown into the vehicle interior from the air outlet 29, so that the vehicle interior is cooled.
  • the heat pump controller 32 controls the rotation speed of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48.
  • FIG. 8 shows how the refrigerant flows in the refrigerant circuit R (solid arrow) in the air conditioning (priority) + battery cooling mode.
  • the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20, the solenoid valve 35, and the solenoid valve 69, and closes the solenoid valves 21 and 22.
  • the compressor 2 and the blowers 15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor blower 27 to the radiator 4 and the auxiliary heater 23.
  • the auxiliary heater 23 is not energized.
  • the heat medium heater 63 is not energized.
  • the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4.
  • the air in the air flow passage 3 is ventilated through the radiator 4, since the proportion thereof is small (because of only reheating (reheating) during cooling), it almost passes through the radiator 4,
  • the discharged refrigerant reaches the refrigerant pipe 13J via the refrigerant pipe 13E.
  • the electromagnetic valve 20 since the electromagnetic valve 20 is open, the refrigerant passes through the electromagnetic valve 20 and flows into the outdoor heat exchanger 7 as it is, and is cooled there by traveling or by the outside air ventilated by the outdoor blower 15 to be condensed and liquefied. To do.
  • the refrigerant exiting the outdoor heat exchanger 7 enters the refrigerant pipe 13B through the refrigerant pipe 13A, the solenoid valve 17, the receiver dryer unit 14, and the supercooling unit 16.
  • the refrigerant flowing into the refrigerant pipe 13B is branched after passing through the check valve 18, and one of the refrigerant flows through the refrigerant pipe 13B as it is to reach the indoor expansion valve 8.
  • the refrigerant flowing into the indoor expansion valve 8 is decompressed there, then flows into the heat absorber 9 through the electromagnetic valve 35, and is evaporated. Due to the heat absorbing action at this time, the air blown out from the indoor blower 27 and exchanging heat with the heat absorber 9 is cooled.
  • the refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 via the refrigerant pipe 13C, and then is sucked into the compressor 2 via the refrigerant pipe 13K.
  • the air cooled by the heat absorber 9 is blown into the vehicle interior from the air outlet 29, so that the vehicle interior is cooled.
  • the rest of the refrigerant that has passed through the check valve 18 is split, flows into the branch pipe 67, and reaches the auxiliary expansion valve 68.
  • the refrigerant is decompressed, then flows into the refrigerant channel 64B of the refrigerant-heat medium heat exchanger 64 via the electromagnetic valve 69, and evaporates there. At this time, it exerts an endothermic effect.
  • the refrigerant evaporated in the refrigerant flow path 64B repeats the circulation in which the refrigerant is sucked into the compressor 2 from the refrigerant pipe 13K through the refrigerant pipe 71, the refrigerant pipe 13C and the accumulator 12 in sequence (shown by a solid arrow in FIG. 8).
  • the heat medium discharged from the circulation pump 62 reaches the heat medium flow passage 64A of the refrigerant-heat medium heat exchanger 64 in the heat medium pipe 66, and the refrigerant flow passage there.
  • the heat medium is cooled by exchanging heat with the refrigerant that evaporates in 64B and absorbing heat.
  • the heat medium exiting the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 reaches the heat medium heater 63.
  • the heat medium heating heater 63 does not generate heat in this operation mode, the heat medium passes through as it is to the battery 55 and exchanges heat with the battery 55. As a result, the battery 55 is cooled, and the heat medium after cooling the battery 55 is repeatedly sucked into the circulation pump 62 and repeatedly circulated (indicated by a dashed arrow in FIG. 8).
  • the heat pump controller 32 maintains the electromagnetic valve 35 in the open state, and will be described later based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48.
  • the rotation speed of the compressor 2 is controlled as shown in FIG.
  • the solenoid valve 69 is controlled to open and close as follows based on the temperature of the heat medium detected by the heat medium temperature sensor 76 (heat medium temperature Tw: transmitted from the battery controller 73).
  • the heat absorber temperature Te is the temperature of the heat absorber 9 in the embodiment or the temperature of the object (air) cooled by it.
  • the heat medium temperature Tw is adopted as the temperature of the object (heat medium) cooled by the refrigerant-heat medium heat exchanger 64 (heat exchanger for temperature adjustment) in the embodiment, but the temperature adjustment is performed. It is also an index showing the temperature of the target battery 55 (hereinafter the same).
  • FIG. 13 shows a block diagram of opening / closing control of the solenoid valve 69 in this air conditioning (priority) + battery cooling mode.
  • the heat medium temperature Tw detected by the heat medium temperature sensor 76 and a predetermined target heat medium temperature TWO as a target value of the heat medium temperature Tw are input to the temperature controlled target electromagnetic valve control unit 90 of the heat pump controller 32. It Then, the temperature controlled target electromagnetic valve control unit 90 sets the upper limit value TwUL and the lower limit value TwLL with a predetermined temperature difference above and below the target heat medium temperature TWO, and from the state where the electromagnetic valve 69 is closed.
  • the solenoid valve 69 is opened (instruction to open the solenoid valve 69).
  • the refrigerant flows into the refrigerant channel 64B of the refrigerant-heat medium heat exchanger 64, evaporates, and cools the heat medium flowing through the heat medium channel 64A. Therefore, the battery 55 is cooled by the cooled heat medium. To be done.
  • the solenoid valve 69 is closed (instruction to close the solenoid valve 69). After that, the solenoid valve 69 is repeatedly opened and closed as described above to control the heat medium temperature Tw to the target heat medium temperature TWO while giving priority to the cooling in the vehicle compartment, to cool the battery 55.
  • the heat pump controller 32 calculates the above-mentioned target outlet temperature TAO from the following formula (I).
  • the target outlet temperature TAO is a target value of the temperature of the air blown into the vehicle compartment from the outlet 29.
  • TAO (Tset-Tin) ⁇ K + Tbal (f (Tset, SUN, Tam)) .. (I)
  • Tset is the set temperature of the vehicle interior set by the air conditioning operation unit 53
  • Tin is the temperature of the vehicle interior air detected by the inside air temperature sensor 37
  • K is a coefficient
  • Tbal is the set temperature Tset
  • the solar radiation sensor 51 detects the temperature. It is a balance value calculated from the amount of solar radiation SUN and the outside air temperature Tam detected by the outside air temperature sensor 33.
  • the target outlet temperature TAO is higher as the outside air temperature Tam is lower, and is decreased as the outside air temperature Tam is increased.
  • the heat pump controller 32 selects any one of the above air conditioning operations based on the outside air temperature Tam detected by the outside air temperature sensor 33 and the target outlet temperature TAO at the time of startup. Further, after the start-up, each of the air conditioning operations is selected and switched according to changes in operating conditions such as the outside air temperature Tam, the target outlet temperature TAO, and the heat medium temperature Tw, environmental conditions, and setting conditions. For example, the transition from the cooling mode to the air conditioning (priority) + battery cooling mode is executed based on the input of the battery cooling request from the battery controller 73. In this case, the battery controller 73 outputs a battery cooling request and transmits it to the heat pump controller 32 and the air conditioning controller 45, for example, when the heat medium temperature Tw or the battery temperature Tcell rises above a predetermined value.
  • the heat pump controller 32 maintains the electromagnetic valve 69 in an open state, and the heat detected by the heat medium temperature sensor 76 (transmitted from the battery controller 73) is detected. Based on the medium temperature Tw, the rotation speed of the compressor 2 is controlled as shown in FIG. 15 described later.
  • the solenoid valve 35 is controlled to open and close as follows based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48.
  • FIG. 16 shows a block diagram of opening / closing control of the solenoid valve 35 in the battery cooling (priority) + air conditioning mode.
  • the heat absorber electromagnetic valve control unit 95 of the heat pump controller 32 is input with the heat absorber temperature Te detected by the heat absorber temperature sensor 48 and a predetermined target heat absorber temperature TEO as a target value of the heat absorber temperature Te. Then, the heat absorber electromagnetic valve control unit 95 sets the upper limit value TeUL and the lower limit value TeLL with a predetermined temperature difference above and below the target heat absorber temperature TEO, and sets the heat absorber temperature from the state in which the solenoid valve 35 is closed.
  • the solenoid valve 35 is closed (instruction to close the solenoid valve 35). Thereafter, such opening / closing of the solenoid valve 35 is repeated to control the heat absorber temperature Te to the target heat absorber temperature TEO while prioritizing the cooling of the battery 55 to cool the vehicle interior.
  • FIG. 9 shows how the refrigerant flows in the refrigerant circuit R (solid arrow) in the battery cooling (single) mode.
  • the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20, and the solenoid valve 69, and closes the solenoid valve 21, the solenoid valve 22, and the solenoid valve 35.
  • the compressor 2 and the outdoor blower 15 are operated.
  • the indoor blower 27 is not operated and the auxiliary heater 23 is not energized. Further, the heat medium heater 63 is not energized in this operation mode.
  • the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow passage 3 is not ventilated to the radiator 4, it passes only here, and the refrigerant exiting the radiator 4 reaches the refrigerant pipe 13J via the refrigerant pipe 13E. At this time, since the electromagnetic valve 20 is open, the refrigerant passes through the electromagnetic valve 20, flows into the outdoor heat exchanger 7 as it is, and is cooled by the outside air ventilated by the outdoor blower 15 to be condensed and liquefied.
  • the refrigerant exiting the outdoor heat exchanger 7 enters the refrigerant pipe 13B through the refrigerant pipe 13A, the solenoid valve 17, the receiver dryer unit 14, and the supercooling unit 16. After passing through the check valve 18, all of the refrigerant flowing into the refrigerant pipe 13B flows into the branch pipe 67 and reaches the auxiliary expansion valve 68. Here, the refrigerant is decompressed, then flows into the refrigerant channel 64B of the refrigerant-heat medium heat exchanger 64 via the electromagnetic valve 69, and evaporates there. At this time, it exerts an endothermic effect.
  • the refrigerant evaporated in the refrigerant passage 64B repeats the circulation in which the refrigerant is sucked into the compressor 2 from the refrigerant pipe 13K through the refrigerant pipe 71, the refrigerant pipe 13C and the accumulator 12 in sequence (shown by a solid arrow in FIG. 9).
  • the heat medium discharged from the circulation pump 62 reaches the heat medium flow passage 64A of the refrigerant-heat medium heat exchanger 64 in the heat medium pipe 66, and the refrigerant flow passage there.
  • the heat medium is cooled by being absorbed by the refrigerant evaporated in 64B.
  • the heat medium exiting the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 reaches the heat medium heater 63.
  • the heat medium heating heater 63 does not generate heat in this operation mode, the heat medium passes through as it is to the battery 55 and exchanges heat with the battery 55. As a result, the battery 55 is cooled, and the heat medium after cooling the battery 55 is repeatedly sucked into the circulation pump 62 and repeatedly circulated (indicated by a dashed arrow in FIG. 9).
  • the heat pump controller 32 cools the battery 55 by controlling the number of revolutions of the compressor 2 based on the heat medium temperature Tw detected by the heat medium temperature sensor 76 as described later.
  • FIG. 10 shows how the refrigerant flows in the refrigerant circuit R in the defrosting mode (solid arrow).
  • the refrigerant evaporates in the outdoor heat exchanger 7 and absorbs heat from the outside air to reach a low temperature, so that the moisture in the outside air adheres to the outdoor heat exchanger 7 as frost.
  • the defrosting mode of the outdoor heat exchanger 7 is executed as follows.
  • the heat pump controller 32 sets the refrigerant circuit R to the heating mode described above, and then fully opens the valve opening degree of the outdoor expansion valve 6. Then, the compressor 2 is operated, the high-temperature refrigerant discharged from the compressor 2 is caused to flow into the outdoor heat exchanger 7 via the radiator 4 and the outdoor expansion valve 6, and the frost formation on the outdoor heat exchanger 7 is prevented.
  • Thaw Figure 10
  • the heat pump controller 32 defrosts the outdoor heat exchanger 7 when the outdoor heat exchanger temperature TXO detected by the outdoor heat exchanger temperature sensor 49 becomes higher than a predetermined defrosting end temperature (for example, + 3 ° C.). Is completed and the defrosting mode is terminated.
  • the heat pump controller 32 executes the battery heating mode when the air conditioning operation is executed or when the battery 55 is charged. In this battery heating mode, the heat pump controller 32 operates the circulation pump 62 to energize the heat medium heating heater 63. The solenoid valve 69 is closed.
  • the heat medium discharged from the circulation pump 62 reaches the heat medium flow passage 64A of the refrigerant-heat medium heat exchanger 64 through the heat medium pipe 66, and passes therethrough to reach the heat medium heater 63.
  • the heat medium heating heater 63 is generating heat, the heat medium is heated by the heat medium heating heater 63 to increase its temperature, and then reaches the battery 55 to exchange heat with the battery 55.
  • the battery 55 is heated, and the heat medium after heating the battery 55 is repeatedly circulated by being sucked into the circulation pump 62.
  • the heat pump controller 32 controls the energization of the heat medium heating heater 63 based on the heat medium temperature Tw detected by the heat medium temperature sensor 76 to set the heat medium temperature Tw to the predetermined target heat medium temperature. Adjust to TWO and heat battery 55.
  • TGNCh is calculated, and in the dehumidifying cooling mode, the cooling mode, and the air conditioning (priority) + battery cooling mode, based on the heat absorber temperature Te, the target rotation speed of the compressor 2 (compressor target rotation speed) according to the control block diagram of FIG. Calculate TGNCc.
  • the dehumidifying and heating mode the lower direction of the compressor target rotation speed TGNCh and the compressor target rotation speed TGNc is selected.
  • the target rotation speed of the compressor 2 (compressor target rotation speed) TGNCw is calculated based on the heat medium temperature Tw by the control block diagram of FIG. To do.
  • FIG. 11 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCh of the compressor 2 based on the radiator pressure Pci.
  • the air flow rate SW obtained by the air mix damper 28, the target supercooling degree TGSC that is the target value of the supercooling degree SC of the refrigerant at the outlet of the radiator 4, and the target heater described above that is the target value of the heater temperature Thp.
  • the F / F operation amount TGNChff of the compressor target rotation speed is calculated.
  • the heater temperature Thp is an air temperature (estimated value) on the leeward side of the radiator 4, and the radiator pressure Pci detected by the radiator pressure sensor 47 and the refrigerant outlet of the radiator 4 detected by the radiator outlet temperature sensor 44. It is calculated (estimated) from the temperature Tci.
  • the degree of supercooling SC is calculated from the refrigerant inlet temperature Tcxin and the refrigerant outlet temperature Tci of the radiator 4 detected by the radiator inlet temperature sensor 43 and the radiator outlet temperature sensor 44.
  • the target radiator pressure PCO is calculated by the target value calculator 79 based on the target supercooling degree TGSC and the target heater temperature TCO. Further, the F / B (feedback) manipulated variable calculation unit 81 calculates the F / B manipulated variable TGNChfb of the compressor target rotational speed by PID calculation or PI calculation based on the target radiator pressure PCO and the radiator pressure Pci. Then, the F / F operation amount TGNChff calculated by the F / F operation amount calculation unit 78 and the F / B operation amount TGNChfb calculated by the F / B operation amount calculation unit 81 are added by the adder 82 to obtain a limit setting unit as TGNCh00. It is input to 83.
  • the lower limit rotational speed ECNpdLimLo and the upper limit rotational speed ECNpdLimHi in control are set to TGNCh0, and then the compressor OFF control unit 84 is used to determine the target compressor rotational speed TGNCh.
  • the heat pump controller 32 controls the operation of the compressor 2 so that the radiator pressure Pci becomes the target radiator pressure PCO by the compressor target rotation speed TGNCh calculated based on the radiator pressure Pci.
  • the compressor OFF control unit 84 sets the compressor target rotation speed TGNCh to the above-described lower limit rotation speed ECNpdLimLo, and the radiator pressure Pci is a predetermined upper limit value PUL and lower limit value PLL set above and below the target radiator pressure PCO. If the state of rising to the upper limit value PUL of the above continues for the predetermined time th1, the compressor 2 is stopped and the ON-OFF mode for ON-OFF controlling the compressor 2 is entered.
  • the compressor 2 In the ON-OFF mode of the compressor 2, when the radiator pressure Pci decreases to the lower limit value PLL, the compressor 2 is started to operate the compressor target rotation speed TGNCh as the lower limit rotation speed ECNpdLimLo, and heat is released in that state.
  • the container pressure Pci rises to the upper limit value PUL, the compressor 2 is stopped again. That is, the operation (ON) and the stop (OFF) of the compressor 2 at the lower limit rotation speed ECNpdLimLo are repeated.
  • the radiator pressure Pci decreases to the lower limit value PUL and the compressor 2 is started, and the radiator pressure Pci does not become higher than the lower limit value PUL for a predetermined time th2, the compressor 2 is turned on and off. Is completed and the normal mode is restored.
  • FIG. 12 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCc of the compressor 2 based on the heat absorber temperature Te.
  • the F / F operation amount calculation unit 86 of the heat pump controller 32 has an outside air temperature Tam, an air volume Ga of air flowing through the air flow passage 3 (may be the blower voltage BLV of the indoor blower 27), a target radiator pressure PCO, The F / F operation amount TGNCcff of the compressor target rotation speed is calculated based on the target heat absorber temperature TEO which is the target value of the heat absorber temperature Te.
  • the F / B manipulated variable calculation unit 87 also calculates the F / B manipulated variable TGNCcfb of the compressor target rotation speed by PID calculation or PI calculation based on the target heat absorber temperature TEO and the heat absorber temperature Te. Then, the F / F operation amount TGNCcff calculated by the F / F operation amount calculation unit 86 and the F / B operation amount TGNCcfb calculated by the F / B operation amount calculation unit 87 are added by the adder 88 to obtain a limit setting unit as TGNCc00. It is input to 89.
  • the lower limit rotational speed TGNCcLimLo and the upper limit rotational speed TGNCcLimHi in control are set to TGNCc0, and then the compressor OFF control unit 91 is used to determine the target compressor rotational speed TGNCc. Therefore, if the value TGNCc00 added by the adder 88 is within the upper limit rotation speed TGNCcLimHi and the lower limit rotation speed TGNCcLimLo and the ON-OFF mode described later does not occur, this value TGNCc00 is the target compressor rotation speed TGNCc (compressor 2 Will be the number of rotations). In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 so that the heat absorber temperature Te becomes the target heat absorber temperature TEO by the compressor target rotation speed TGNCc calculated based on the heat absorber temperature Te.
  • the compressor OFF control unit 91 determines that the compressor target rotation speed TGNCc becomes the above-described lower limit rotation speed TGNCcLimLo, and the heat absorber temperature Te is set between the upper limit value TeUL and the lower limit value TeLL set above and below the target heat absorber temperature TEO.
  • the compressor 2 is stopped and the ON-OFF mode in which the compressor 2 is ON-OFF controlled is entered.
  • FIG. 15 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCw of the compressor 2 based on the heat medium temperature Tw.
  • the F / F operation amount calculation unit 92 of the heat pump controller 32 uses the outside air temperature Tam, the flow rate Gw of the heat medium in the device temperature adjustment device 61 (calculated from the output of the circulation pump 62), and the heat generation amount of the battery 55 (battery).
  • the F / B operation amount calculation unit 93 performs the PID calculation or the PI calculation based on the target heat medium temperature TWO and the heat medium temperature Tw (transmitted from the battery controller 73) to perform the F / B operation amount TGNCwfb of the compressor target rotation speed. To calculate. Then, the F / F operation amount TGNCwff calculated by the F / F operation amount calculation unit 92 and the F / B operation amount TGNCwfb calculated by the F / B operation amount calculation unit 93 are added by the adder 94 to obtain a limit setting unit as TGNCw00. 96 is input.
  • the lower limit speed TGNCwLimLo for control and the upper limit speed TGNCwLimHi are set to TGNCw0, and then the compressor OFF control unit 97 is used to determine the target compressor speed TGNCw. Therefore, if the value TGNCw00 added by the adder 94 is within the upper limit rotational speed TGNCwLimHi and the lower limit rotational speed TGNCwLimLo and the ON-OFF mode described later does not occur, this value TGNCw00 is the target compressor rotational speed TGNCw (compressor 2 Will be the number of rotations). In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 so that the heat medium temperature Tw becomes the target heat medium temperature TWO by the compressor target rotation speed TGNCw calculated based on the heat medium temperature Tw.
  • the compressor OFF control unit 97 determines that the compressor target rotation speed TGNCw becomes the above-described lower limit rotation speed TGNCwLimLo, and the heat medium temperature Tw is the upper limit value TwUL and the lower limit value TwLL set above and below the target heat medium temperature TWO.
  • the compressor 2 is stopped and the ON-OFF mode for ON-OFF controlling the compressor 2 is entered.
  • the compressor 2 In the ON-OFF mode of the compressor 2 in this case, when the heat medium temperature Tw rises to the upper limit value TwUL, the compressor 2 is started and the compressor target rotation speed TGNCw is operated as the lower limit rotation speed TGNCwLimLo, and the state is maintained. If the heat medium temperature Tw has dropped to the lower limit value TwLL, the compressor 2 is stopped again. That is, the operation (ON) and the stop (OFF) of the compressor 2 at the lower limit rotation speed TGNCwLimLo are repeated.
  • the refrigerant flowing into the heat absorber 9 sharply decreases immediately after the electromagnetic valve 69 is opened from the closed state. Then, the heat absorber temperature Te rapidly rises as indicated by P1 in FIG. On the other hand, immediately after the electromagnetic valve 69 is closed from the open state, the refrigerant flowing into the heat absorber 9 rapidly increases, and the heat absorber temperature Te sharply decreases as indicated by P2 in FIG.
  • the timing chart of FIG. 19 shows changes in the open / close states of the solenoid valves 69 and 35, the heat absorber temperature Te, the rotation speed NC of the compressor 2, and the heat medium temperature Tw in the battery cooling (priority) + air conditioning mode described above.
  • the solenoid valve 35 is controlled to open and close as shown in FIG. Therefore, in the battery cooling (priority) + air-conditioning mode in which the rotation speed of the compressor 2 is controlled by the heat medium temperature Tw, the refrigerant flow of the refrigerant-heat medium heat exchanger 64 immediately after the electromagnetic valve 35 is opened from the closed state.
  • the refrigerant flowing into the passage 64B sharply decreases, and the heat medium temperature Tw sharply rises as indicated by P3 in FIG.
  • the refrigerant flowing into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 rapidly increases, and the heat medium temperature Tw as shown by P4 in FIG. Drops sharply.
  • the heat pump controller 32 executes control for changing the compressor target rotational speeds TGNCc and TGNCw when the electromagnetic valve 69 and the electromagnetic valve 35 are opened and closed as described below.
  • the value TGNcc00 when the solenoid valve 69 is closed from the open state at the control cycle of timing TM5 in FIG. 14, the value TGNcc00 (when the solenoid valve 69 was closed last time) during the period of timing TM3 to TM4 when the solenoid valve 69 was closed last time. 14), the last value of the position indicated by P6 in FIG. 14 is set as the previous value TGNCc00z, and the target compressor rotation speed TGNCc in the control cycle of the timing TM5 is set as the previous value TGNCc00z. Change to the value TGNCc00z. As a result, the rotation speed NC of the compressor 2 immediately decreases. It should be noted that from the subsequent control cycle, the normal TGNCc calculation is resumed.
  • the electromagnetic valve 69 when the electromagnetic valve 69 is opened from the closed state in the control cycle of the timing TM6 in FIG. 14, among the values TGNCc00 in the period of the timings TM4 to TM5 in which the electromagnetic valve 69 was opened last time, it is indicated by P7 in FIG.
  • the last value of the position is set to the previous value TGNCc00z, and the target compressor rotational speed TGNCc in the control cycle of the timing TM6 is changed to the previous value TGNCc00z, as indicated by the dashed arrow in FIG.
  • the rotational speed NC of the compressor 2 immediately increases. It should be noted that from the subsequent control cycle, the normal TGNCc calculation is resumed.
  • the rotational speed NC of the compressor 2 is immediately changed in response to the change in the refrigerant flow path, and the heat absorber temperature Te is stably controlled to the target heat absorber temperature TEO as shown in the bottom of FIG. Therefore, it is possible to eliminate the inconvenience that the temperature of the air blown into the passenger compartment fluctuates greatly and the passenger feels uncomfortable. Further, when the solenoid valve 69 is opened, the refrigerant can be supplied to the refrigerant-heat medium heat exchanger 64 without any trouble, so that cooling of the vehicle interior by the heat absorber 9 and the refrigerant-heat medium heat exchanger 64 as a whole. It is possible to stably realize the cooling control of the battery 55 by.
  • the last value TGNCc00z is set as the last value TGNCc00z with the last value TGNCc00 of the period when the solenoid valve 69 was opened last time, and the target compressor rotation speed is changed to the previous value TGNCc00z.
  • the target compressor speed TGNCc is changed to the last value TGNCc00z by setting the last value TGNCc00 of the last closing period of the solenoid valve 69 to the previous value TGNCc00z. Therefore, the rotation speed of the compressor 2 can be changed to an appropriate value immediately in response to the opening / closing of the solenoid valve 69.
  • the solenoid valve 69 when the solenoid valve 69 is opened from the closed state, the last value TGNCc00 of the period when the solenoid valve 69 is opened last time is set to the previous value TGNCc00z, and when the solenoid valve 69 is closed from the opened state, the solenoid valve 69 is opened.
  • the last value TGNCc00 of the last closed period of 69 is set to the previous value TGNCc00z
  • the present invention is not limited to this.
  • the TGNCc00 of the previous opened period of the solenoid valve 69 is not limited to this.
  • any of the above values or their average value may be used as the previous value TGNCc00z, and when closing the solenoid valve 69 from the open state, any one of TGNCc00 during the period when the solenoid valve 69 was closed last time. Value or their average value may be used as the previous value TGNCc00z (hereinafter the same).
  • correction coefficients K1 and K2 should be preliminarily obtained by experiments. In this way, by multiplying the previous value TGNCc00z by the correction factors K1 and K2, the correction factors K1 and K2 are set according to the characteristics and the environment of the vehicle air conditioner 1, so that the rotation speed of the compressor 2 can be further improved. You will be able to change it to an appropriate value.
  • the integral term of the F / B operation amount calculation unit 87 in the control block diagram of FIG. 12 is increased by the predetermined value TGNCcfb1.
  • the F / B operation amount TGNCcfb of the compressor target rotation speed increases, so the target compressor rotation speed TGNCc also increases.
  • the heat pump controller 32 adds the F / F operation amount TGNCwff and the F / B operation amount TGNCwfb by the adder 94 during the calculation of the compressor target rotation speed TGNCw according to the control block diagram of FIG. 15 TGNCw00 (the compressor in the present invention.
  • the rotation speed of 2) is always stored in the memory 32M for each control cycle.
  • the value TGNCw00 (when the solenoid valve 35 was closed last time) during the period from timing TM9 to TM10 in which the solenoid valve 35 was closed last time. 17)
  • the last value of the position indicated by P9 in FIG. 17 is set as the previous value TGNCw00z
  • the target compressor rotation speed TGNCw in the control cycle of the timing TM11 is set as the previous value TGNCw00z. Change to the value TGNCw00z.
  • the rotation speed NC of the compressor 2 immediately decreases. It should be noted that from the subsequent control cycle, the normal TGNCw calculation is resumed.
  • the value TGNCw00 in the period of the timing TM10 to TM11 in which the electromagnetic valve 35 was opened last time is shown by P10 in FIG.
  • the last value of the position is set to the previous value TGNCw00z, and the target compressor rotational speed TGNCw in the control cycle of the timing TM12 is changed to the previous value TGNCw00z as indicated by the broken line arrow in FIG.
  • the rotational speed NC of the compressor 2 immediately increases. It should be noted that from the subsequent control cycle, the normal TGNCw calculation is resumed.
  • the rotation speed NC of the compressor 2 is increased, and when the electromagnetic valve 35 is closed from the opened state, the rotation speed NC of the compressor 2 is decreased.
  • the rotational speed NC of the compressor 2 is increased and the solenoid valve 35 is opened in a situation where the refrigerant flowing into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 is rapidly reduced.
  • the rotation speed NC of the compressor 2 can be reduced in a situation where the refrigerant flowing into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 rapidly increases.
  • the rotational speed NC of the compressor 2 is immediately changed in response to a change in the refrigerant flow path, and the heat medium temperature Tw is stably controlled to the target heat medium temperature TWO as shown in the bottom of FIG.
  • the refrigerant can be supplied to the heat absorber 9 without any trouble when the electromagnetic valve 35 is opened, the cooling control of the battery 55 by the refrigerant-heat medium heat exchanger 64 and the interior of the vehicle interior by the heat absorber 9 are generally performed. It is possible to realize stable cooling.
  • the last value TGNCw00z is set as the last value TGNCw00z with the last value TGNCw00 of the period in which the electromagnetic valve 35 was opened last time and the target compressor rotation
  • the target compressor rotation speed TGNCw is changed to the previous value TGNCw00z by setting the last value TGNCw00 of the period in which the solenoid valve 35 was closed last time to the previous value TGNCw00z. Therefore, the rotation speed of the compressor 2 can be changed to an appropriate value immediately in response to the opening / closing of the solenoid valve 35.
  • the last value TGNCw00 of the period when the solenoid valve 35 was opened last time is set to the previous value TGNCw00z, and when the solenoid valve 35 is closed from the opened state, the solenoid valve 35 is opened.
  • the last value TGNCw00 of the period in which 35 is closed last time is set to the previous value TGNCw00z, the present invention is not limited to this.
  • TGNCw00z May be set to the previous value TGNCw00z, and when closing the solenoid valve 35 from the open state, any one of TGNCw00 in the period when the solenoid valve 35 was closed last time. Value or the average value thereof may be used as the previous value TGNCw00z (hereinafter the same).
  • correction coefficients K3 and K4 should be determined in advance by experiments. In this way, by multiplying the previous value TGNCw00z by the correction factors K3 and K4, the correction factors K3 and K4 are set according to the characteristics and the environment of the vehicle air conditioner 1, so that the number of revolutions of the compressor 2 is further increased. You will be able to change it to an appropriate value.
  • the integral term of the F / B operation amount calculation unit 93 in the control block diagram of FIG. 15 is increased by the predetermined value TGNCwfb1.
  • the F / B operation amount TGNCwfb of the compressor target rotation speed increases, so the target compressor rotation speed TGNCw also increases.
  • the present invention is effective even when only one of the above-mentioned integral term is cleared and raised.
  • the predetermined value TGNCwfb1 described above is also determined as an appropriate value by an experiment in advance. By doing so, for example, even when the memory 32M does not have the previous value TGNCw00z, it is possible to immediately change the rotational speed of the compressor 2 to an appropriate value in response to opening / closing of the solenoid valve 35. In this case as well, from the subsequent control cycle, the normal calculation of TGNCw is resumed.
  • the present invention is effective when only one of them is executed.
  • the heat medium temperature Tw is adopted as the temperature of the target (heat medium) cooled by the refrigerant-heat medium heat exchanger 64 (heat exchanger for temperature controlled), but the battery temperature Tcell is used.
  • the temperature of the object cooled by the refrigerant-heat medium heat exchanger 64 (heat exchanger for temperature control), and the temperature of the refrigerant-heat medium heat exchanger 64 (refrigerant-heat medium heat exchanger)
  • the temperature of 64 itself, the temperature of the refrigerant exiting the refrigerant channel 64B, etc. may be adopted as the temperature of the refrigerant-heat medium heat exchanger 64 (heat exchanger for temperature adjustment).
  • the heat medium is circulated to control the temperature of the battery 55.
  • the heat exchanger for the temperature-controlled object for directly exchanging heat between the refrigerant and the battery 55 object to be temperature-controlled. May be provided.
  • the battery temperature Tcell becomes the temperature of the target to be cooled by the target heat exchanger for temperature adjustment.
  • the vehicle 55 is capable of cooling the battery 55 while cooling the inside of the vehicle in the air conditioning (priority) + battery cooling mode and the battery cooling (priority) + air conditioning mode for simultaneously cooling the vehicle interior and cooling the battery 55.
  • the air conditioning apparatus 1 has been described, the cooling of the battery 55 is not limited to during cooling, but other air conditioning operation, for example, the above-described dehumidifying and heating operation and cooling of the battery 55 may be performed simultaneously.
  • the electromagnetic valve 69 is opened, and a part of the refrigerant flowing toward the heat absorber 9 via the refrigerant pipe 13F is caused to flow into the branch pipe 67 and flow into the refrigerant-heat medium heat exchanger 64.
  • the electromagnetic valve 35 is the heat absorber valve device (valve device) and the electromagnetic valve 69 is the temperature controlled valve device (valve device), but the indoor expansion valve 8 and the auxiliary expansion valve 68 can be fully closed.
  • the solenoid valves 35 and 69 are unnecessary, the indoor expansion valve 8 serves as the heat absorber valve device (valve device) of the present invention, and the auxiliary expansion valve 68 serves as the temperature-controlled valve. It becomes a device (valve device).
  • the heat absorber valve device (valve device) is configured by the solenoid valve 35 that is a valve that can be fully closed and fully opened, and the temperature controlled object valve device (valve device) can also be fully closed and fully opened.
  • the present invention is particularly effective when the electromagnetic valve 69 is a simple valve. It should be noted that the heat absorber valve device (valve device) and the temperature-controlled object valve device (valve device) are not limited to fully closed and fully opened, and even if the valve can switch between two different types of opening, the present invention It is valid.
  • the heat absorber 9 and the refrigerant-heat medium heat exchanger 64 are the first evaporator and the second evaporator in the present invention, but the inventions of claims 1 to 5 are not limited thereto.
  • the main evaporator heat absorber 9 of the embodiment
  • another evaporator e.g., an evaporator for a rear seat
  • a vehicle air conditioner equipped with an evaporator for cooling other parts of the vehicle outside the vehicle compartment.
  • one of the heat absorber 9 and the other evaporator serves as the first evaporator of the present invention, and the other serves as the second evaporator.
  • an air conditioner for a vehicle equipped with another evaporator evaporator for rear seat, etc.
  • the present invention is effective.
  • one of the set of the heat absorber 9 (main evaporator) and another evaporator (evaporator for rear seat, etc.) and the refrigerant-heat medium heat exchanger 64 is the first in the present invention.
  • the configuration and numerical values of the refrigerant circuit R described in the embodiments are not limited thereto and can be changed without departing from the spirit of the present invention.
  • the present invention has been described with the vehicle air conditioner 1 having each operation mode such as the heating mode, the dehumidification heating mode, the dehumidification cooling mode, the cooling mode, the air conditioning (priority) + battery cooling mode, but the present invention is not limited thereto.
  • the present invention is also effective for a vehicle air conditioner capable of executing, for example, a cooling mode, an air conditioning (priority) + battery cooling mode, and a battery cooling (priority) + air conditioning mode.
  • Heat Absorber First Evaporator or Second Evaporator
  • control device 32 heat pump controller (constituting a part of control device) 35 Solenoid valve (valve device, valve device for heat absorber) 45 Air-conditioning controller (a part of control device) 48 Heat Sink Temperature Sensor 55 Battery (Target for Temperature Control) 61 Equipment Temperature Control Device 64 Refrigerant-Heat Medium Heat Exchanger (Second Evaporator or First Evaporator) 68 Auxiliary expansion valve 69 Electromagnetic valve (valve device, valve device for temperature controlled objects) 76 Heat medium temperature sensor R Refrigerant circuit

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Mechanical Engineering (AREA)
  • Thermal Sciences (AREA)
  • General Engineering & Computer Science (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

Le problème décrit par la présente invention est de fournir un dispositif de climatisation qui est destiné à un véhicule et avec lequel la vitesse de rotation d'un compresseur peut être amenée à réagir rapidement à un changement dans un trajet d'écoulement de fluide frigorigène accompagnant l'ouverture ou la fermeture d'un dispositif de soupape, une régulation de température stable pouvant être obtenue au moyen d'un évaporateur. La solution selon l'invention porte sur un dispositif de climatisation pour un véhicule, lequel dispositif comprend un absorbeur de chaleur (9) qui vaporise le fluide frigorigène et un échangeur de chaleur à milieu caloporteur-fluide frigorigène (64). Un dispositif de commande de pompe à chaleur commande la vitesse de rotation d'un compresseur (2) sur la base de la température Te de l'absorbeur de chaleur (9), commande l'ouverture et la fermeture d'une électrovanne (69) sur la base de la température Tw du milieu caloporteur refroidi par l'échangeur de chaleur à milieu caloporteur-fluide frigorigène (64), et augmente la vitesse de rotation du compresseur (2) lorsque l'électrovanne (69) s'ouvre à partir d'un état fermé et/ou réduit la vitesse de rotation du compresseur (2) lorsque l'électrovanne se ferme à partir d'un état ouvert.
PCT/JP2019/036223 2018-10-31 2019-09-13 Dispositif de climatisation pour véhicule WO2020090255A1 (fr)

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JP7487562B2 (ja) * 2020-05-27 2024-05-21 株式会社デンソー 冷凍サイクル装置
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JP2023107645A (ja) * 2022-01-24 2023-08-03 サンデン株式会社 車両用空調装置

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JP5817609B2 (ja) * 2012-03-21 2015-11-18 株式会社デンソー 車両用空調装置
JP5966796B2 (ja) * 2012-09-17 2016-08-10 株式会社デンソー 車両用空調装置
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JP2016133238A (ja) * 2015-01-16 2016-07-25 株式会社富士通ゼネラル ヒートポンプサイクル装置
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JP2001027455A (ja) * 1999-05-13 2001-01-30 Denso Corp ヒートポンプ式空調装置
JP2003279180A (ja) * 2002-03-22 2003-10-02 Denso Corp 車両用冷凍サイクル装置
JP2007145223A (ja) * 2005-11-29 2007-06-14 Sanden Corp 車両用空調装置

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