WO2020100523A1 - Dispositif de climatisation de véhicule - Google Patents

Dispositif de climatisation de véhicule Download PDF

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Publication number
WO2020100523A1
WO2020100523A1 PCT/JP2019/041090 JP2019041090W WO2020100523A1 WO 2020100523 A1 WO2020100523 A1 WO 2020100523A1 JP 2019041090 W JP2019041090 W JP 2019041090W WO 2020100523 A1 WO2020100523 A1 WO 2020100523A1
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WIPO (PCT)
Prior art keywords
refrigerant
temperature
heat
compressor
air
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PCT/JP2019/041090
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English (en)
Japanese (ja)
Inventor
竜 宮腰
貴司 戸山
めぐみ 重田
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 CN201980074319.XA priority Critical patent/CN113015640B/zh
Publication of WO2020100523A1 publication Critical patent/WO2020100523A1/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
    • B60H1/32—Cooling devices
    • 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
    • F25B5/02—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity 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 dissipates heat in the outdoor heat exchanger and evaporates 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).
  • both the operation mode in which the refrigerant is evaporated by either the heat absorber or the battery evaporator, and both of them both the operation mode in which the battery is cooled while the interior of the vehicle is cooled by evaporating the refrigerant in the vehicle is executed, but in the latter case, the refrigerant is circulated and evaporated in both the heat absorber and the battery evaporator Therefore, the refrigerant becomes insufficient under the condition that the cooling capacity is insufficient.
  • the suction refrigerant pressure (pressure on the low pressure side of the refrigerant circuit) of the compressor decreases.
  • the equipment the compressor itself, the refrigerant pipe, the sealing material, etc.
  • the present invention has been made to solve the above-mentioned conventional technical problems, and eliminates the disadvantage that the suction refrigerant pressure of the compressor becomes negative when the refrigerant is evaporated by a plurality of evaporators.
  • An object of the present invention is to provide a vehicle air conditioner capable of performing the above.
  • the vehicle air conditioner of the present invention includes at least a compressor for compressing a refrigerant, a plurality of evaporators for evaporating the refrigerant, and a control device to air-condition the vehicle interior, and the control device is at least , A first operation mode for evaporating the refrigerant in the evaporator, and a second operation mode for evaporating the refrigerant in a larger number of evaporators than the first operation mode.
  • the second operation mode Under a predetermined condition that the suction refrigerant pressure of the compressor decreases, the upper limit rotational speed in controlling the compressor is changed in a direction of decreasing it.
  • the control device changes the upper limit rotational speed for controlling the compressor as the outside air temperature becomes lower in the second operation mode. Is characterized by.
  • a vehicle air conditioner includes an indoor blower for supplying the air that has exchanged heat with the evaporator that evaporates the refrigerant in the first aspect of the invention, and the control device includes the second blower.
  • the control device includes the second blower. In the operation mode, the lower the air volume of the indoor blower, the lower the upper limit rotational speed for controlling the compressor is changed.
  • An air conditioner for a vehicle includes an indoor blower for supplying the air, which has exchanged heat with the evaporator for evaporating the refrigerant in the first aspect of the invention, into the vehicle interior, and the control device is the second aspect.
  • the control device is the second aspect.
  • the upper limit rotation speed change value to be changed in the direction of decreasing the number is calculated, and the higher value among the calculated respective upper limit rotation speed change values is set as the upper limit rotation speed for controlling the compressor. To do.
  • a vehicle air conditioner according to a fifth aspect of the invention is mounted on a vehicle by evaporating the refrigerant and a heat absorber as an evaporator for cooling the air supplied to the vehicle interior in each of the above inventions.
  • the control device includes a heat exchanger for the temperature-controlled object as an evaporator for cooling the temperature-controlled object.
  • the refrigerant is evaporated on the one hand and the refrigerant is evaporated on the heat absorber and the heat exchanger for temperature adjustment in the second operation mode.
  • a vehicle air conditioner provides 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 to be temperature-controlled.
  • the control device includes a valve device for temperature adjustment, and in the first operation mode, one of the valve device for the heat absorber and the valve device for temperature adjustment target is opened, and the other is closed, and the second operation mode is set.
  • the heat absorber valve device and the temperature control target valve device are opened.
  • a vehicle air conditioner according to a seventh aspect of the present invention is the vehicle air conditioner according to the above aspect, in which the control device opens the heat absorber valve device as the first operation mode, and the compressor is based on the temperature of the heat absorber or an object cooled by the heat absorber. Controls the number of rotations of the temperature controlled air conditioner to close the valve device for temperature control, and opens the valve device for temperature control and controls the temperature of the heat exchanger for temperature control or the temperature of the target cooled by it.
  • An air conditioner that controls the number of revolutions of the compressor based on the temperature of the object to be cooled and controls the opening and closing of the heat exchanger for the temperature controlled object or the valve device for the temperature controlled object based on the temperature of the object cooled by it. (Priority) + Open the temperature control target cooling mode and the temperature control target valve device, and control the rotation speed of the compressor based on the temperature of the temperature control target heat exchanger or the target cooled by it.
  • a controlled temperature target cooling (priority) + air conditioning mode for controlling the opening / closing of the heat absorber valve device based on the temperature of the heat absorber or the target cooled by the heat absorber.
  • a compressor for compressing a refrigerant, a plurality of evaporators for evaporating the refrigerant, and a vehicle air-conditioning apparatus for air-conditioning the vehicle interior which is provided with at least a controller, the controller at least evaporates.
  • the controller at least evaporates.
  • the suction refrigerant pressure of the compressor becomes a negative pressure because the upper limit rotation speed in controlling the compressor is changed to be lowered under a predetermined condition that the suction refrigerant pressure of the compressor decreases. Under the condition that it tends to occur, the rotational speed of the compressor can be reduced to avoid the inconvenience that the suction refrigerant pressure becomes a negative pressure and ensure safety.
  • both the high pressure side and the low pressure side of the refrigerant circuit become low, and the suction refrigerant pressure of the compressor tends to decrease.
  • the control device according to the invention of claim 2 In the second operation mode, the lower the outside air temperature, the lower the upper limit rotational speed in the control of the compressor is changed so as to be reduced, thereby effectively avoiding the disadvantage that the suction refrigerant pressure of the compressor becomes a negative pressure. Will be able to.
  • the control device has a lower upper limit rotation speed for controlling the compressor as the air volume of the indoor blower becomes lower in the second operation mode. It is possible to effectively avoid the inconvenience that the suction refrigerant pressure of the compressor becomes a negative pressure by changing the value so as to decrease.
  • the control device changes the upper limit rotation speed change value that lowers the upper limit rotation speed in controlling the compressor as the outside air temperature becomes lower, and the indoor blower.
  • the upper limit rotation speed change value to be changed in the direction of lowering the upper limit rotation speed for controlling the compressor is calculated, and the higher value among the calculated upper limit rotation speed change values is calculated.
  • the upper limit rotation speed of the compressor Since it is set to the upper limit rotation speed for controlling the compressor, in the situation where the suction refrigerant pressure of the compressor is difficult to decrease due to any of the factors of the outside air temperature and the air volume of the indoor blower, the upper limit rotation speed of the compressor Can be made as high as possible, and the adverse effect on the air conditioning performance due to the decrease in the upper limit engine speed can be reduced.
  • the heat exchanger for controlled temperature is provided as an evaporator, and the controller evaporates the refrigerant in either the heat absorber or the heat exchanger for controlled temperature in the first operation mode, and In the second operation mode, the refrigerant is evaporated by the heat absorber and the heat exchanger for temperature adjustment, and in the first operation mode, the vehicle interior is cooled and the temperature adjustment target is cooled, respectively. In the second operation mode, the object to be temperature-controlled can be cooled while cooling the vehicle interior.
  • the rotation speed of the compressor is reduced under the condition that the suction refrigerant pressure of the compressor is likely to be negative pressure. It is possible to avoid the disadvantage that the suction refrigerant pressure becomes negative.
  • a heat absorber valve device for controlling the flow of the refrigerant to the heat absorber as in the invention of claim 6 and a valve device for the temperature controlled object for controlling the flow of the refrigerant to the heat exchanger for the temperature controlled object are provided.
  • the control device opens one of the heat absorber valve device and the temperature-controlled object valve device and closes the other, and in the second operation mode, the heat absorber valve.
  • control device opens the valve device for the heat absorber as the first operation mode, and controls the rotation speed of the compressor based on the temperature of the heat absorber or the object cooled by the heat absorber, Air conditioning (single) mode in which the valve device for temperature control target is closed, and the valve device for temperature control target is opened to rotate the compressor based on the temperature of the target heat exchanger for temperature control or the target cooled by it.
  • Air conditioning single
  • the valve device for temperature control target is closed
  • the valve device for temperature control target is opened to rotate the compressor based on the temperature of the target heat exchanger for temperature control or the target cooled by it.
  • the valve device for the heat absorber is opened, the rotation speed of the compressor is controlled based on the temperature of the heat absorber or the object cooled by the heat absorber, and the heat exchanger for the temperature-controlled object or the Air conditioning (priority) that controls opening / closing of the valve device for temperature control based on the temperature of the target to be cooled + cooling mode for temperature control target, and opening the valve device for temperature control target, heat exchange for temperature control target Controlled cooling that controls the number of revolutions of the compressor based on the temperature of the heat exchanger or the object cooled by it, and controls the opening and closing of the heat absorber valve device based on the temperature of the heat absorber or the object cooled by it ( By executing (priority) + air conditioning mode, while cooling the inside of the vehicle interior while cooling the inside of the passenger compartment, depending on the situation, prioritizing cooling of the inside of the passenger compartment or cooling of the inside It is possible to switch whether to prioritize, to realize comfortable vehicle interior cooling and effective cooling of the temperature-controlled object.
  • FIG. 4 It is a block diagram of the air conditioning apparatus for vehicles explaining the air conditioning (priority) + battery cooling mode and battery cooling (priority) + air conditioning mode by the heat pump controller of the control apparatus of FIG. It is a block diagram of the vehicle air conditioning apparatus explaining the battery cooling (single) mode by the heat pump controller of the control apparatus of FIG. It is a block diagram of the air conditioning apparatus for vehicles explaining the defrost mode by the heat pump controller of the control apparatus of FIG. It is a control block diagram regarding compressor control of the heat pump controller of the control device of FIG. 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. It is a block diagram explaining control of the solenoid valve 35 in battery cooling (priority) + air conditioning mode of the heat pump controller of the control apparatus of FIG. It is a figure explaining an example of calculation of the upper limit rotation speed change value of the compressor based on the outside temperature by the heat pump controller of the control apparatus of FIG. It is a figure explaining an example of calculation of the upper limit rotation speed change value of a compressor based on the air volume of an indoor blower by the heat pump controller of the control apparatus of FIG.
  • 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, the battery cooling (priority) + air conditioning mode, and the battery cooling (single) mode are switched and executed to perform air conditioning in the vehicle compartment and temperature control of the battery 55. It is a thing.
  • the cooling mode and the battery cooling (single) mode are examples of the first operation mode of the present invention
  • the air conditioning (priority) + battery cooling mode and the battery cooling (priority) + air conditioning mode are the second embodiment of the present invention.
  • the cooling mode is an example of the air conditioning (single) mode in the present invention
  • the battery cooling (single) mode is an example of the temperature controlled target cooling (independent) mode in the present invention.
  • Air conditioning (priority) + battery cooling mode Is an embodiment of the air conditioning (priority) + controlled cooling target temperature mode
  • the battery cooling (priority) + air conditioning mode is an embodiment of the controlled cooling target temperature (priority) + air conditioning mode of the present invention.
  • 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.
  • the accumulator 12 and the like are sequentially connected by a refrigerant pipe 13 to form a refrigerant circuit R.
  • 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 receiver dryer unit 14 and the supercooling unit 16 structurally form 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 that has exited from the outdoor heat exchanger 7 is branched into a refrigerant pipe 13D, and this branched refrigerant pipe 13D is passed through a solenoid valve 21 (for heating) that is opened and closed 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, and a refrigerant-heat medium heat exchanger as a heat exchanger for a temperature-controlled object which is an evaporator. 64 and a heat medium heater 63 as a heating device.
  • the heat medium heater 63 and the battery 55 are annularly connected by a heat medium pipe 66.
  • 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, and a solenoid valve (for chiller) 69 as a valve device (open / close valve) for temperature control are sequentially provided in the branch pipe 67.
  • 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 is composed of a microcomputer, which is an example of a computer including a processor, and these are 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 temperature of the air (inside air) in the vehicle compartment.
  • 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.
  • An air conditioning operation unit 53 for performing air conditioning setting operations in the vehicle interior such as mode switching and information display is connected.
  • 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: outdoor heat exchanger temperature) Outputs of the outdoor heat exchanger temperature sensor 49 for detecting TXO) and the auxiliary heater temperature sensors 50A (driver side) and 50B (passenger side) for detecting the temperature of the auxiliary heater 23 are connected.
  • the output of the heat pump controller 32 includes the outdoor expansion valve 6, the solenoid valve 22 (for dehumidification), the solenoid valve 17 (for cooling), the solenoid valve 21 (for heating), the solenoid valve 20 (for bypass), 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.
  • the circulation pump 62 and the heat medium heater 63 that constitute the device temperature adjusting device 61 may be controlled by the battery controller 73. Further, in 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 (the information 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 are 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 voltage (BLV) of 27, the information from the battery controller 73, the information from the GPS navigation device 74, and the output of the air conditioning operation unit 53 are transmitted from the air conditioning controller 45 to the heat pump controller 32 via the vehicle communication bus 65, and the heat pump It is configured to be controlled by the controller 32.
  • 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 controls the heating mode, the dehumidifying heating mode, the dehumidifying cooling mode, the cooling mode, and the air conditioning operation of the air conditioning (priority) + battery cooling mode, and the battery cooling.
  • Each battery cooling operation of (priority) + air conditioning mode and battery cooling (single) mode and defrosting mode are switched and executed. These are shown in FIG.
  • 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. However, it is executed even when the ignition is OFF during remote operation (pre-air conditioning, etc.). Even when the battery 55 is being charged, there is no battery cooling request, and the process is executed when the air conditioning switch is 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 battery cooling (single) mode is executed when the air conditioning switch is OFF and there is a battery cooling request (during traveling at a high outside air temperature, etc.) other than during charging of the battery 55.
  • 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 is opened, 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.
  • Air conditioning (priority) + battery cooling mode (second operation mode, air conditioning (priority) + temperature control target cooling mode)
  • the air conditioning (priority) + battery cooling mode will be described with reference to FIG.
  • FIG. 8 shows how the refrigerant flows in the refrigerant circuit R (solid arrow) in the air conditioning (priority) + battery cooling mode.
  • the heat pump controller 32 opens the electromagnetic valve 17, the electromagnetic valve 20, the electromagnetic valve 35, and the electromagnetic valve 69, and closes the electromagnetic 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 is opened, 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 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. 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.
  • Battery cooling (priority) + air conditioning mode (second operation mode, temperature-controlled cooling (priority) + air conditioning mode)
  • the operation during charging of the battery 55 will be described.
  • the plug for charging a quick charger (external power source) is connected and the battery 55 is being charged (these information is transmitted from the battery controller 73)
  • the ignition (IGN) of the vehicle is turned on / off.
  • the heat pump controller 32 executes battery cooling (priority) + air conditioning mode.
  • the way the refrigerant flows in the refrigerant circuit R in the battery cooling (priority) + air conditioning mode is the same as in the air conditioning (priority) + battery cooling mode shown in FIG.
  • 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. 14 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. 15 shows a block diagram of opening / closing control of the solenoid valve 35 in this 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.
  • Battery cooling (single) mode first operating mode, temperature controlled cooling (single) mode
  • the heat pump controller 32 executes the battery cooling (single) mode.
  • the air conditioning switch is OFF and there is a battery cooling request (during traveling at a high outside air temperature) other than during charging of the battery 55.
  • 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 and flows into the outdoor heat exchanger 7 as it is, where it is air-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 flow path 64B repeatedly passes through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12 and is repeatedly sucked into the compressor 2 from the refrigerant pipe 13K (represented 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 through 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. 83 is input.
  • the lower limit speed ECNpdLimLo and the upper limit speed ECNpdLimHi for control are set to TGNCh0, and then the compressor OFF control unit 84 is used to determine the target compressor speed TGNCh. That is, the rotation speed of the compressor 2 is limited to the upper limit rotation speed ECNpdLimHi or less.
  • 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 sets the radiator pressure Pci to a predetermined upper limit value PUL and lower limit value PLL set above and below the target radiator pressure PCO.
  • 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 flow amount Ga of air flowing through the air flow passage 3 (may be a 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 for control are set to TGNCc0, and then the compressor OFF control unit 91 is used to determine the target compressor rotational speed TGNCc. Therefore, the rotation speed of the compressor 2 is limited to the upper limit rotation speed TGNCcLimHi or less. However, the upper limit rotation speed TGNCcLimHi is changed by the heat pump controller 32 as described later.
  • the value TGNCc00 added by the adder 88 is within the upper limit rotation speed TGNCcLimHi and the lower limit rotation speed TGNCcLimLo, and if 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).
  • 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 sink temperature TEO.
  • the compressor 2 is stopped and the ON-OFF mode in which the compressor 2 is ON-OFF controlled is entered.
  • FIG. 14 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, the rotation speed of the compressor 2 is limited to the upper limit rotation speed TGNCwLimHi or less. However, the upper limit rotation speed TGNCwLimHi is changed by the heat pump controller 32 as described later.
  • this value TGNCw00 is the target compressor rotation speed TGNCw (compressor 2 Will be the number of rotations).
  • 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 suction refrigerant pressure (the low pressure side pressure of the refrigerant circuit R) of the compressor 2 is The pressure decreases, and in the worst case, a negative pressure is generated, which damages the compressor 2 itself, and the sealing materials such as the refrigerant pipe 13 and the O-ring.
  • the heat pump controller 32 is based on the outside air temperature Tam and the air volume of the indoor blower 27, and in the embodiment, the formulas (II) and (III) are used.
  • TGNCcLimHi MAX (TGNCcLimHiTam, TGNCcLimHiBLV) ...
  • TGNCwLimHi MAX (TGNCwLimHiTam, TGNCwLimHiBLV) ...
  • the TGNCcLimHiTam and TGNCwLimHiTam are upper limit rotation speed change values based on the outside air temperature Tam, and TGNCcLimHiBLV and TGNCwLimHiBLV are upper limit rotation speed change values based on the air volume of the indoor blower 27.
  • the heat pump controller 32 of the embodiment has the highest value (MAX) of the upper limit rotation speed change values TGNCcLimHiTam and TGNCwLimHiTam based on the outside air temperature Tam and the upper limit rotation speed change values TGNCcLimHiBLV and TGNCwLimHiBLV based on the air volume of the indoor blower 27.
  • the upper limit rotation speed TGNCcLimHi air conditioning (priority) + battery cooling mode
  • the upper limit rotation speed TGNCwLimHi battery cooling (priority) + air conditioning mode
  • the heat pump controller 32 calculates upper limit rotation speed change values TGNCcLimHiTam, TGNCwLimHiTam according to the outside air temperature Tam (transmitted from the air conditioning controller 45) detected by the outside air temperature sensor 33. In this case, the heat pump controller 32 changes the upper limit rotation speed change values TGNCcLimHiTam and TGNCcLimHiTam in a decreasing direction as the outside air temperature Tam decreases.
  • the horizontal axis represents the outside air temperature Tam
  • the predetermined values Tam1 to Tam4 have a relationship of Tam4 ⁇ Tam3 ⁇ Tam2 ⁇ Tam1 and are calculated in advance from the relationship between the outside air temperature Tam and the suction refrigerant pressure of the compressor 2. The value is determined by experiment.
  • the vertical axis represents the upper limit rotation speed change value TGNCcLimHiTam and TGNCwLimHiTam, and the predetermined values NC1 and NC2 have a relationship of NC2 ⁇ NC1.
  • the predetermined value NC1 is the default upper limit rotation speed described above.
  • the upper limit rotation speed change value TGNCcLimHiTam and TGNCwLimHiTam are set to NC1 when the outside air temperature Tam is the predetermined value Tam1. Then, the outside air temperature Tam is maintained until it becomes Tam2, and when it becomes lower than Tam2, the upper limit rotation speed change value TGNccLimHiTam and TGNCwLimHiTam start to be lowered, and a constant rate is reached until NC2 becomes a low predetermined value Tam4. The upper limit rotation speed change value TGNCcLimHiTam and TGNCwLimHiTam are decreased.
  • the upper limit rotation speed change value TGNCcLimHiTam or TGNCwLimHiTam is the highest in the formulas (II) and (III) (MAX) (MAX)
  • the upper limit rotation speed change value TGNCcLimHiTam or TGNCwLimHiTam is the upper limit rotation speed HGNcLi (mNCLi). (Priority) + for battery cooling mode) and upper limit rotation speed TGNCwLimHi (battery cooling (priority) + for air conditioning mode), and the rotation speed NC of the compressor 2 is no longer controlled.
  • the upper limit rotation speed TGNCcLimHi air conditioning (priority) + battery cooling mode
  • TGNCwLimHi battery cooling (priority) + air conditioning mode
  • the heat pump controller 32 uses the blower voltage BLV of the indoor blower 27 (transmitted from the air conditioning controller 45) as an index indicating the air volume of the indoor blower 27, and calculates the upper limit rotation speed change values TGNCcLimHiBLV, TGNCwLimHiBLV according to the blower voltage BLV. To do.
  • the heat pump controller 32 changes the upper limit rotation speed change values TGNCcLimHiBLV and TGNCwLimHiBLV in a lowering direction as the blower voltage BLV becomes lower, that is, as the air volume of the indoor blower 27 becomes lower.
  • the horizontal axis is the blower voltage BLV
  • the predetermined values BLV1 to BLV4 have a relationship of BLV4 ⁇ BLV3 ⁇ BLV2 ⁇ BLV1 and the relationship between the air volume of the indoor blower 27 and the suction refrigerant pressure of the compressor 2.
  • the vertical axis represents the upper limit rotation speed change value TGNCcLimHiBLV and TGNCwLimHiBLV
  • the predetermined values NC1 and NC2 similar to those in FIG. 16 have a relationship of NC2 ⁇ NC1.
  • the upper limit rotation speed change value TGNCcLimBLV and TGNCwLimHiBLV are set to NC1 when the blower voltage BLV is the predetermined value BLV1. Then, the blower voltage BLV is decreased (the air volume of the indoor blower 27 is decreased) and maintained until it becomes BLV2. The upper limit rotation speed change value TGNCcLimBLV and TGNCwLimHiBLV are decreased at a constant rate until the value becomes.
  • blower voltage BLV rises (the air volume of the indoor blower 27 rises) from the state where the upper limit rotation speed change value TGNCcLimBLV and TGNCwLimHiBLV are set to NC2, the blower voltage BLV is maintained until it becomes BLV3, and if it is higher than BLV3, the upper limit is reached.
  • the rotation speed change values TGNCcLimBLV and TGNCwLimHiBLV are started to increase, and the upper limit rotation speed change value TGNCcLimBLV and TGNCwLimHiBLV are increased at a constant rate until BLV1 becomes NC1.
  • the difference between BLV1 and BLV2 and the difference between BLV3 and BLV4 are hysteresis.
  • the upper limit rotation speed change values TGNCcLimHiBLV and TGNCwLimHiBLV are highest in the formulas (II) and (III) (MAX)
  • the upper limit rotation speed change values TGNCcLimHiBLV and TGNCwLimHiBLV are the upper limit rotation speeds TGNCcLimHi battery (priority).
  • the upper limit rotation speed TGNCwLimHi for battery cooling (priority) + air conditioning mode
  • the suction refrigerant pressure of the compressor 2 becomes high due to any factor of the outside air temperature Tam and the air volume of the indoor blower 27, the suction refrigerant pressure is hard to decrease even if the compressor 2 is driven at high speed. Become.
  • the air-conditioning (priority) + battery cooling mode or in the battery cooling (priority) + air-conditioning mode the lower the outside air temperature Tam, the upper limit rotation speed that is changed to lower the upper limit rotation speed for controlling the compressor 2.
  • the higher value is set as the upper limit rotation speeds TGNCcLimHi and TGNCwLimHi in controlling the compressor 2, so that one of the outside air temperature Tam and the air volume of the indoor blower 27 is set.
  • the upper limit rotational speeds TGNCcLimHi and TGNCwLimHi of the compressor 2 can be made as high as possible, and the adverse effect of the lowering of the upper limit rotational speed on the air conditioning performance is reduced. You will be able to.
  • the heat pump controller 32 causes the refrigerant to evaporate in any one of the heat absorber 9 and the refrigerant-heat medium heat exchanger 64 in the cooling mode and the battery cooling (single) mode, and air conditioning (priority).
  • the refrigerant In + battery cooling mode and battery cooling (priority) + air conditioning mode, the refrigerant is evaporated by the heat absorber 9 and the refrigerant-heat medium heat exchanger 64. Therefore, in the cooling mode and the battery cooling (single) mode, the vehicle is cooled.
  • the air conditioning (priority) + battery cooling mode and in the battery cooling (priority) + air conditioning mode the interior of the vehicle is cooled and the battery 55 is cooled.
  • the suction refrigerant pressure of the compressor 2 is negative. Under the condition that the pressure tends to increase, it is possible to reduce the rotational speed of the compressor 2 and avoid the disadvantage that the suction refrigerant pressure becomes negative pressure.
  • an electromagnetic valve 35 that controls the flow of the refrigerant to the heat absorber 9 and an electromagnetic valve 69 that controls the flow of the refrigerant to the refrigerant-heat medium heat exchanger 64 are provided, and the heat pump controller 32 cools the air.
  • the mode and the battery cooling (single) mode one of the solenoid valve 35 and the solenoid valve 69 is opened and the other is closed, and in the air conditioning (priority) + battery cooling mode and the battery cooling (priority) + air conditioning mode. Since the solenoid valve 35 and the solenoid valve 69 are opened, the respective operation modes can be smoothly executed.
  • the electromagnetic valve 35 is opened to control the rotation speed of the compressor 2 by the heat absorber temperature Te, and the electromagnetic valve 69 is closed in the cooling mode, and the electromagnetic valve 69 is opened to set the heat medium temperature Tw of the compressor 2. Since the rotation speed is controlled and the battery cooling (single) mode in which the electromagnetic valve 35 is closed is executed, it is possible to smoothly cool the vehicle interior and cool the battery 55.
  • the solenoid valve 35 is opened, the rotation speed of the compressor 2 is controlled by the heat absorber temperature Te, and the solenoid valve 69 is opened / closed by the heat medium temperature Tw. 69 is opened, the rotation speed of the compressor 2 is controlled by the heat medium temperature Tw, and the battery cooling (priority) + air-conditioning mode in which the electromagnetic valve 35 is controlled to be opened / closed by the heat absorber temperature Te is executed. While the battery 55 is being cooled while performing the cooling of the vehicle, it is possible to switch between prioritizing the cooling of the vehicle interior and the cooling of the battery 55 depending on the situation. Cooling can be realized.
  • 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 control), but the battery temperature Tcell is used. It may be adopted as the temperature of the object to be 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 flowing out of 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 cooling of the battery 55 is not limited to the cooling operation, but another air conditioning operation, for example, the above-described dehumidifying and heating mode and the cooling of the battery 55 are performed simultaneously. Good.
  • the dehumidifying and heating mode also becomes the air conditioning (single) mode in the present invention
  • the solenoid valve 69 is opened, and a part of the refrigerant directed to the heat absorber 9 via the refrigerant pipe 13F is caused to flow into the branch pipe 67, so that the refrigerant-heat It will flow to the 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 9 and the refrigerant-heat medium heat exchanger 64 are the evaporator in the present invention.
  • the invention of claims 1 to 4 is not limited to this, and, for example, air supplied to the passenger compartment.
  • another evaporator e.g., an evaporator for a rear seat, etc. is used for cooling other parts of the vehicle interior or other parts of the vehicle outside the vehicle interior. It is also effective for a vehicle air conditioner equipped with an evaporator for cooling the vehicle.
  • the operation mode in which the refrigerant is evaporated in either the main evaporator or the other evaporator is the first operation mode in the present invention, and the refrigerant is used in both evaporators.
  • the operation mode for evaporating is the second operation mode.
  • the vehicle air provided with another evaporator evaporator for rear seat, etc.
  • the present invention is also effective for a harmony device.
  • the operation mode in which the refrigerant is evaporated by the heat absorber 9 and another evaporator (evaporator for rear seat, etc.) is the first operation mode in the present invention.
  • the operation mode in which the refrigerant is evaporated by the heat absorber 9, another evaporator (evaporator for rear seat, etc.) and the refrigerant-heat medium heat exchanger 64 is the second operation mode in the present invention.
  • each operation mode such as a heating mode, a dehumidification heating mode, a dehumidification cooling mode, a cooling mode, an air conditioning (priority) + battery cooling mode, a battery cooling (priority) + air conditioning mode, a battery cooling (single) mode is provided.
  • the present invention has been described with the vehicle air conditioner 1, the present invention is not limited to this, and executes, for example, a cooling mode, a battery cooling (single) mode, an air conditioning (priority) + battery cooling mode, and a battery cooling (priority) + air conditioning mode.
  • the present invention is also effective for a vehicle air conditioner that is enabled.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Mechanical Engineering (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 de véhicule apte à résoudre le problème selon lequel, lorsqu'un fluide frigorigène est évaporé par une pluralité d'évaporateurs, la pression du fluide frigorigène aspiré dans un compresseur devient négative. La solution selon la présente invention porte sur : un compresseur (2) pour comprimer un fluide frigorigène, un absorbeur de chaleur (9) pour évaporer le fluide frigorigène ; et un échangeur de chaleur à milieu caloporteur-fluide frigorigène (64). Un dispositif de commande comprend : un mode de fonctionnement dans lequel le fluide frigorigène est évaporé par l'un quelconque parmi l'absorbeur de chaleur (9) et l'échangeur de chaleur à milieu caloporteur-fluide frigorigène (64) ; et un mode de fonctionnement dans lequel le fluide frigorigène est évaporé à la fois par l'absorbeur de chaleur (9) et l'échangeur de chaleur à milieu caloporteur-fluide frigorigène (64). Dans ce dernier mode de fonctionnement, la vitesse de rotation limite supérieure sur la commande du compresseur (2) est modifiée pour être réduite dans une condition prédéfinie dans laquelle la pression d'aspiration de fluide frigorigène du compresseur (2) diminue.
PCT/JP2019/041090 2018-11-16 2019-10-18 Dispositif de climatisation de véhicule WO2020100523A1 (fr)

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JP2010043749A (ja) * 2008-08-08 2010-02-25 Hitachi Appliances Inc 冷凍装置及び冷凍システム
WO2018198581A1 (fr) * 2017-04-26 2018-11-01 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 Dispositif de conditionnement d'air pour véhicule

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JP3772434B2 (ja) * 1997-02-13 2006-05-10 株式会社デンソー 車両用空調装置
WO2014084343A1 (fr) * 2012-11-30 2014-06-05 サンデン株式会社 Dispositif de climatisation de véhicule
JP6174414B2 (ja) * 2013-08-07 2017-08-02 サンデンホールディングス株式会社 車両用空気調和装置
JP6247993B2 (ja) * 2014-04-18 2017-12-13 サンデンホールディングス株式会社 車両用空気調和装置
JP6418779B2 (ja) * 2014-05-08 2018-11-07 サンデンホールディングス株式会社 車両用空気調和装置
JP6719923B2 (ja) * 2016-02-26 2020-07-08 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 車両用空気調和装置
JP6831239B2 (ja) * 2016-12-27 2021-02-17 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 車両用空気調和装置

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010043749A (ja) * 2008-08-08 2010-02-25 Hitachi Appliances Inc 冷凍装置及び冷凍システム
WO2018198581A1 (fr) * 2017-04-26 2018-11-01 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 Dispositif de conditionnement d'air pour véhicule

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