WO2020121737A1

WO2020121737A1 - Vehicular air-conditioning device

Info

Publication number: WO2020121737A1
Application number: PCT/JP2019/044840
Authority: WO
Inventors: 孝史青木; 竜宮腰; 耕平山下; 洪銘張
Original assignee: サンデン・オートモーティブクライメイトシステム株式会社
Priority date: 2018-12-12
Filing date: 2019-11-15
Publication date: 2020-06-18
Also published as: CN113165472A; JP2020093644A

Abstract

[Problem] To provide a vehicular air-conditioning device which is capable of achieving effective cooling of a temperature-adjusting target and comfortable air conditioning inside a vehicle cabin by appropriately controlling the upper limit rotational speed of an electric compressor. [Solution] According to the present invention, on the basis of factors affecting a sound level inside a vehicle cabin, the upper limit rotational speed of a compressor 2 is changed between the predetermined highest value and the lowest value when controlling the compressor such that the rotational speed decreases as the sound level inside the vehicle cabin is lowered. Provided in the present invention are: a single mode in which a refrigerant absorbs heat by a heat absorber 9 or a refrigerant-heating medium heat-exchanger 64; and a coordination mode in which the refrigerant absorbs heat by the heat absorber and the refrigerant-heat medium heat-exchanger, wherein the upper limit rotational speed when controlling the compressor in the coordination mode is changed to be higher than the upper limit rotational speed when controlling the compressor in the single mode.

Description

Air conditioner for vehicle

The present invention relates to a heat pump type air conditioner for air conditioning the interior of a vehicle.

Due to the emergence of environmental problems in recent years, vehicles such as electric vehicles and hybrid vehicles that drive a traveling motor with electric power supplied from a battery mounted on the vehicle have come into widespread use. Then, as an air conditioner that can be applied to such a vehicle, an electric compressor, a radiator, a heat absorber, and a refrigerant circuit to which an outdoor heat exchanger is connected are provided and discharged from the compressor. The refrigerant dissipates heat in the radiator, and the refrigerant dissipated in this radiator absorbs heat in the outdoor heat exchanger to heat it, and the refrigerant discharged from the compressor dissipates heat in the outdoor heat exchanger and absorbs heat in the heat absorber. As a result, there has been developed one that air-conditions the interior of the vehicle by cooling it (see, for example, Patent Document 1).

On the other hand, for example, when a battery (temperature controlled) is charged and discharged in an environment where the temperature is high due to self-heating due to charging and discharging, there is a risk that deterioration will progress and eventually cause malfunction and damage. Also, the charge/discharge performance is reduced even in a low temperature environment. Therefore, a heat exchanger for the battery is separately provided in the refrigerant circuit, the refrigerant circulating in the refrigerant circuit is made to absorb heat by the heat exchanger for the battery, and the refrigerant (heat medium) for the battery is cooled by the heat exchanger for the battery. However, there has also been developed a device in which a battery can be cooled by circulating a cooled heat medium in the battery (for example, see Patent Document 2).

Also, since the electric compressor produces a relatively large driving sound at high rotation speeds, the level of the sound in the passenger compartment becomes low, and when it becomes quiet, this driving sound becomes annoying to passengers. Therefore, considering the influence of the noise generated by the compressor on passengers in the passenger compartment, the situation where the sound level in the passenger compartment is low (quiet), that is, when the shift position is other than the forward position, When the outside air temperature, the set temperature, and the vehicle interior temperature are not high or low, the upper limit rotation speed of the compressor is controlled to be lowered (see, for example, Patent Document 3).

JP, 2014-213765, A Japanese Patent No. 5668700 JP, 2013-63711, A

However, if the upper limit rotation speed of the compressor is reduced, the air conditioning performance inside the vehicle will naturally decrease. Therefore, in consideration of the air conditioning performance, it is not desirable to reduce the upper limit rotation speed as described above as much as possible. Also, if the sound level in the vehicle interior is high, the driving sound generated by the compressor will not make the passengers jar, but with conventional control, this is still accurately grasped and the appropriate upper limit rotation of the compressor is achieved. The number could not be changed.

In addition, for example, when the state of only cooling the battery (target of temperature control) is switched to the state of also performing air conditioning in the vehicle compartment, the number of heat exchange paths including the heat exchanger and heat absorber for the battery increases, There is a problem that the capacity (rotation speed) of the compressor becomes insufficient, and it becomes impossible to satisfy the target cooling capacity of the battery (object to be temperature-controlled) and air conditioning capacity (blowout temperature) in the vehicle compartment.

The present invention has been made to solve the above-mentioned conventional technical problems, and appropriately controls the upper limit rotation speed of an electric compressor to effectively cool an object to be temperature-controlled and comfortably. It is an object of the present invention to provide a vehicle air conditioner that can realize various vehicle interior air conditioning.

The vehicle air conditioner of the present invention is an electric compressor that compresses a refrigerant, a heat absorber that absorbs the refrigerant and cools the air supplied to the vehicle interior, and is mounted on a vehicle that absorbs the refrigerant. A heat exchanger for a temperature-controlled object for cooling the temperature-controlled object, and at least a control device for air-conditioning the interior of the vehicle, wherein the control device is a factor that influences the level of sound in the vehicle interior. Based on the above, as the sound level in the vehicle interior becomes lower, the upper limit rotation speed for controlling the compressor is changed between the predetermined maximum value and the minimum value in the direction of decreasing the sound level and It has a single mode of absorbing the refrigerant in one of the heat exchangers and a cooperative mode of absorbing the refrigerant in the heat absorber and the heat exchanger to be temperature-controlled, and in controlling the compressor in the cooperative mode. It is characterized in that the upper limit rotation speed is changed in a direction to be higher than the upper limit rotation speed in controlling the compressor in the single mode.

In the vehicle air conditioner according to a second aspect of the present invention, in the above invention, the control device sets the minimum value of the upper limit rotation speed for controlling the compressor in the cooperative mode to the upper limit rotation speed for controlling the compressor in the single mode. It is characterized in that it is changed in the direction of increasing it from the minimum number.

In the vehicle air conditioner of the invention of claim 3, in each of the above inventions, the control device changes in a direction of increasing the upper limit rotational speed in controlling the compressor when the temperature of the temperature controlled object is higher than a predetermined threshold value. It is characterized by

In the vehicle air conditioner according to a fourth aspect of the present invention, in the above-mentioned invention, when the temperature of the temperature controlled object is higher than a predetermined threshold value, the control unit sets the minimum value of the upper limit rotation speed in controlling the compressor to the upper limit. It is characterized by setting the maximum value of the rotation speed.

An air conditioner for a vehicle according to a fifth aspect of the present invention includes the air flow passage through which the air supplied to the vehicle compartment in each of the above inventions and an indoor blower for causing the air to flow through the air flow passage. The factors that influence the sound level are the air volume of the indoor blower, the blowing mode that blows air into the passenger compartment, the introduction mode of the air that flows into the air flow passage, the volume of the audio equipment installed in the vehicle, the vehicle speed, and the outside temperature. Any of the above, or a combination thereof, or all of them.

In the vehicle air conditioner of the invention according to claim 6, in each of the above inventions, when the control device changes the upper limit rotation speed of the compressor based on a plurality of factors that affect the sound level in the vehicle interior, As the sound level becomes lower, the upper limit rotation speed change value for changing the upper limit rotation speed for compressor control is calculated for each factor, and the calculated upper limit rotation speed change value for each factor is calculated. Among them, the highest value is set as the upper limit rotation speed in controlling the compressor.

A vehicle air conditioner according to a seventh aspect of the present invention provides a heat absorber valve device that controls the flow of the refrigerant to the heat absorber in each of the above inventions, and a valve that controls the flow of the refrigerant to the heat exchanger for temperature adjustment. The temperature control target valve device is provided, and the control device opens the temperature control target valve device and controls the rotation speed of the compressor based on the temperature of the temperature control target heat exchanger or the target cooled by it. Then, the temperature control target cooling (single) mode in which the heat absorber valve device is closed and the heat absorber valve device are opened, and the rotation speed of the compressor is controlled based on the temperature of the heat absorber or the target cooled by the heat absorber, The air conditioning (single) mode in which the valve device for temperature control is closed, and the valve device for temperature control target is opened, and the rotation speed of the compressor is based on the temperature of the heat exchanger for temperature control or the target cooled by it. Temperature control target cooling (priority) + air conditioning mode in which the heat absorber or the object cooled by the heat absorber is controlled to be opened or closed based on the temperature of the heat absorber or the object cooled by the heat absorber or the heat absorber or The rotation speed of the compressor is controlled based on the temperature of the object to be cooled by, and the valve device for the temperature controlled object is opened/closed based on the temperature of the heat exchanger for the temperature controlled object or the object cooled by it. It has an air conditioning (priority) + temperature controlled cooling mode, and the single mode is either one or both of the temperature controlled cooling (single) mode and the air conditioning (single) mode. , One of the temperature controlled cooling (priority)+air conditioning mode and the air conditioning (priority)+temperature controlled target cooling mode, or both.

An air conditioner for a vehicle according to an eighth aspect of the present invention includes a heat absorber for a front seat for absorbing the refrigerant to cool the air supplied to the front portion of the vehicle compartment in each of the above aspects, and a vehicle for absorbing the refrigerant to absorb the refrigerant. A heat absorber for the rear seat for cooling the air supplied to the rear part of the room is provided, and the control device includes a first heat absorber for the front seat and a heat absorber for the rear seat to evaporate the refrigerant. It has an operation mode and a second operation mode in which the heat absorber for the front seat and the heat absorber for the rear seat absorb heat of the refrigerant. In this second operation mode, the compressor is compared with the first operation mode. It is characterized in that it is changed in the direction of increasing the upper limit rotation speed in the control of.

A vehicle air conditioner according to a ninth aspect of the present invention is the vehicle air conditioner according to any one of the above aspects, wherein the control device is configured to give a predetermined notification for notifying that the vehicle is operating with a change to a direction in which the upper limit rotational speed for controlling the compressor is increased. It is characterized by having a device.

According to the present invention, an electric compressor that compresses a refrigerant, a heat absorber that absorbs the refrigerant and cools the air to be supplied to the vehicle interior, and a temperature control unit that is installed in the vehicle to absorb the refrigerant. In a vehicle air conditioner that includes at least a heat exchanger for temperature control for cooling a target and a control device, the control device is based on factors that affect the level of sound in the vehicle interior. , As the sound level in the vehicle interior becomes lower, the upper limit rotational speed for controlling the compressor is changed between the predetermined maximum value and the minimum value in the direction of decreasing the sound level in the vehicle interior. It becomes low and quiet, and the compressor drive noise becomes noticeable, and the compressor drive noise can be reduced in a situation where an occupant is uncomfortable.

Furthermore, a single mode in which the refrigerant absorbs heat in one of the heat exchanger or the heat exchanger to be temperature-controlled, and a coordinated mode in which the refrigerant absorbs heat in the heat absorber and the heat exchanger to be temperature-controlled, The upper limit rotation speed of the compressor in the cooperative mode is changed to be higher than the upper limit rotation speed of the compressor in the independent mode, so that the refrigerant is used for the heat absorber and the temperature controlled object. In the coordinated mode in which heat is absorbed by the heat exchanger, it is possible to avoid an inconvenience in which the upper limit rotational speed in controlling the compressor is increased and the capacity of the compressor becomes insufficient. As a result, appropriate cooling of the temperature-controlled object and comfortable air-conditioning operation can be realized, and the product characteristics can be improved.

In this case, the control device according to the invention of claim 2 sets the minimum value of the upper limit rotational speed of the compressor in the cooperative mode to a value lower than the minimum upper limit rotational speed of the compressor in the independent mode. If the change is made in the increasing direction, it is possible to avoid the inconvenience that the maximum value of the upper limit rotation speed rises and to improve the reliability.

When the temperature of the object to be temperature-controlled is higher than a predetermined threshold value, the control device may change the temperature in the direction of increasing the upper limit rotational speed for controlling the compressor. It becomes possible to increase the upper limit rotation speed in controlling the compressor based on the fact that the temperature of the target becomes high and cooling is required.

Also in that case, when the temperature of the temperature controlled object is higher than the predetermined threshold value, the control device according to the invention of claim 4 sets the minimum value of the upper limit rotation speed in controlling the compressor to the maximum value of the upper limit rotation speed. By doing so, it becomes possible to cool the temperature-controlled object by giving priority to the problem of the drive noise of the compressor while avoiding the inconvenience that the maximum value of the upper limit rotation speed rises. It becomes possible to improve the reliability.

Here, as factors affecting the sound level in the vehicle compartment, as in the invention of claim 5, the air volume of the indoor blower, the blowing mode for blowing air into the vehicle compartment, the introduction mode of the air flowing into the air passage, the vehicle Any of the volume, vehicle speed, and outside air temperature of the audio equipment provided in, or a combination thereof or all of them can be considered.

When the upper limit rotation speed of the compressor is changed based on a plurality of factors affecting the sound level in the vehicle compartment, the control device according to the invention of claim 6 lowers the sound level in the vehicle compartment. The upper limit rotation speed change value that is changed to decrease the upper limit rotation speed for compressor control is calculated for each factor, and the highest value among the calculated upper limit rotation speed change values for each factor is compressed. By setting the upper limit rotation speed of the compressor to the upper limit of the rotation speed of the compressor as much as possible in a situation where the sound level in the vehicle interior is high due to any factor and the driving sound of the compressor is less likely to disturb the passengers. As a result, the adverse effect of the decrease in the upper limit rotation speed on the air conditioning performance and the cooling performance of the temperature-controlled object can be reduced.

Further, as in the invention of claim 7, a heat absorber valve device for controlling the flow of the refrigerant to the heat absorber 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. Provided, the control device opens the valve device for the temperature-controlled object, controls the rotation speed of the compressor based on the temperature of the heat exchanger for the temperature-controlled object or the object cooled by the heat exchanger for the temperature controlled object, the valve device for the heat absorber. Close the controlled cooling (single) mode and open the heat absorber valve device, and control the rotation speed of the compressor based on the temperature of the heat absorber or the target cooled by the heat absorber, Close the air conditioning (single) mode, open the valve device for the temperature controlled object, and control the rotation speed of the compressor based on the temperature of the heat exchanger for the temperature controlled object or the object to be cooled by the heat exchanger. Temperature controlled target cooling (priority) + air-conditioning mode that controls opening and closing of the heat absorber valve device based on the temperature of the object cooled by it, and the temperature of the heat absorber or the object cooled by opening the valve device for the heat absorber Controlling the number of revolutions of the compressor on the basis of the temperature, and controlling the opening/closing of the temperature-controlled object heat exchanger or the temperature-controlled object valve device based on the temperature of the temperature-controlled object valve device (priority) + temperature If it has a cooling target cooling mode, it only cools the temperature-controlled object, only air-conditions the interior of the vehicle, and conditions that prioritizes cooling of the temperature-controlled object while also cooling the vehicle interior. With this, it becomes possible to switch and execute the state in which the object to be temperature-controlled is also cooled while giving priority to the air conditioning in the vehicle interior.

Then, the independent mode is either one of the temperature controlled cooling (single) mode and the air conditioning (single) mode, or both, and the cooperative mode is the temperature controlled cooling (priority)+air conditioning mode and the air conditioning. (Priority) + controlled temperature controlled cooling mode, or both, so that controlled temperature controlled cooling (priority) + air conditioning mode or air conditioning (priority) + controlled temperature controlled cooling mode It is possible to avoid the inconvenience that the capacity of the machine falls into a state of being inadequate, and to realize appropriate cooling of the temperature-controlled object and comfortable air conditioning operation.

Further, as in the invention of claim 8, a heat absorber for the front seat for absorbing the heat of the refrigerant to cool the air supplied to the front part of the vehicle interior, and the air for absorbing the heat of the refrigerant and supplying the air to the rear part of the vehicle interior. A rear seat heat absorber for cooling, the control device includes a first operation mode in which the refrigerant is evaporated by one of the front seat heat absorber and the rear seat heat absorber, and the front seat heat absorber. When the second operation mode in which the refrigerant is absorbed by the heat absorber and the heat absorber for the rear seat has the second operation mode, the upper limit rotation speed in control of the compressor is set higher than that in the first operation mode. By changing in the direction of raising, it becomes possible to avoid the inconvenience that the capacity of the compressor becomes insufficient in the second operation mode.

Further, by providing the control device with a predetermined informing device for informing that the operation is performed by changing the direction to increase the upper limit rotational speed in controlling the compressor, the control device is useless. It becomes possible to eliminate the inconvenience that gives the user a feeling of discomfort or anxiety.

It is a block diagram of the air conditioning apparatus for vehicles of one Embodiment to which this invention is applied (Example 1). It is a block diagram of an electric circuit of a control device of an air harmony device for vehicles of Drawing 1. It is a figure explaining the driving mode which the control apparatus of FIG. 2 performs. It is a block diagram of the air conditioning apparatus for vehicles explaining the heating mode by the heat pump controller of the control apparatus of FIG. It is a block diagram of the vehicle air conditioner explaining the dehumidification heating 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 dehumidification cooling mode by the heat pump controller of the control apparatus of FIG. It is a block diagram of the vehicle air conditioner explaining the cooling 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 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. It is a block diagram explaining control of the solenoid valve 69 in air conditioning (priority) + battery cooling mode of the heat pump controller of the control apparatus of FIG. 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 a compressor based on the air volume of an indoor blower 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 the compressor based on the blowing mode 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 the compressor based on the inside/outside air mode by the heat pump controller of the control apparatus of FIG. FIG. 3 is a diagram illustrating an example of calculation of an upper limit rotation speed change value of a compressor based on a volume (audio level) of an audio device by a heat pump controller of the control device of FIG. 2. FIG. 3 is a diagram illustrating an example of calculation of a compressor upper limit rotation speed change value based on a vehicle speed by a heat pump controller of the control device in FIG. 2. 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 which shows an example of the display state of the display of the air conditioning operating part of the control apparatus of FIG. It is a block diagram of the air conditioning apparatus for vehicles of other embodiment to which this invention is applied (Example 2). It is a figure explaining the change control of the upper limit rotation speed of the compressor in the case of FIG.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 1 shows a configuration diagram of a vehicle air conditioner 1 according to 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. ..

That is, 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.

Among these, the cooling mode is an example of the air conditioning (single) mode in the present invention, and the battery cooling (single) mode is an example of the temperature controlled target cooling (independent) mode in the present invention. These are the single modes in the present invention. It becomes an example of. Further, an example of the air conditioning (priority)+battery cooling mode in the present invention is the air conditioning (priority)+temperature controlled target cooling mode, battery cooling (priority)+air conditioning mode is the temperature controlled target cooling (priority)+ in the present invention. This is an example of the air conditioning mode, and these are examples of the cooperative mode in 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 (quick charger, ordinary charger, or the like). Further, 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. The high-temperature and high-pressure refrigerant discharged from the compressor 2, which is provided in the air flow passage 3 of the HVAC unit 10 through which air is circulated by ventilation, flows in through the muffler 5 and the refrigerant pipe 13G, and radiates this refrigerant into the vehicle interior. As a radiator 4 as an indoor heat exchanger (to release the heat of the refrigerant), 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. An indoor expansion valve 8 including: a heat absorber 9 that is provided in the air flow passage 3 and that evaporates the refrigerant during cooling and dehumidification to absorb heat from the inside and outside of the vehicle (the refrigerant absorbs heat); and an 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.

Further, 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 through an electromagnetic valve 35 (for a cabin) as a device valve device in order. 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.

In addition, the refrigerant pipe 13A exiting from the outdoor heat exchanger 7 is branched into a refrigerant pipe 13D, and the branched refrigerant pipe 13D is passed through an electromagnetic valve 21 (for heating) as an on-off valve opened during heating. It is connected to the refrigerant pipe 13C on the refrigerant outlet side of the heat absorber 9 for communication. The refrigerant pipe 13C is connected to the inlet side of the accumulator 12, and the outlet side of the accumulator 12 is connected to the refrigerant suction side refrigerant pipe 13K of the compressor 2.

Furthermore, a strainer 19 is connected to the refrigerant pipe 13E on the refrigerant outlet side of the radiator 4, and the refrigerant pipe 13E is connected to the

refrigerant 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. Further, 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.

As a result, the refrigerant pipe 13F is connected in parallel to the series circuit of the outdoor expansion valve 6, the outdoor heat exchanger 7 and the check valve 18, 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.

Further, in the air flow passage 3 on the air upstream side of the heat absorber 9, respective intake ports of an outside air intake port and an inside air intake port are formed (represented by the intake port 25 in FIG. 1). 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. Further, on the air downstream side of the suction switching damper 26, an indoor blower (blower fan) 27 for feeding the introduced inside air or outside air to the air flow passage 3 is provided.

Further, in the air flow passage 3 on the leeward side (air downstream side) of the radiator 4, 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.

Furthermore, in the air flow passage 3 on the air downstream side of the radiator 4, FOOT (foot), VENT (vent), and DEF (def) outlets (represented by the outlet 29 in FIG. 1 as a representative) are provided. The blower outlet 29 is provided with a blower outlet switching damper 31 for controlling the blowout of air from each of the blower outlets.

Further, the vehicle air conditioner 1 includes an equipment temperature adjusting device 61 for adjusting the temperature of the battery 55 by circulating a heat medium in the battery 55 (object to be temperature adjusted). The device temperature adjusting device 61 of the embodiment includes a circulation pump 62 as a circulating device for circulating a heat medium in the battery 55, a refrigerant-heat medium heat exchanger 64 as a heat exchanger for temperature control, and a heating device. A heat medium heater 63 as a device is provided, and these and the battery 55 are annularly connected by a heat medium pipe 66.

In the case of the embodiment, 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. Has been done. The outlet of the heat medium heater 63 is connected to the inlet of the battery 55, and the outlet of the battery 55 is connected to the suction side of the circulation pump 62.

As the heat medium used in 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. In the examples, 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.

When the circulation pump 62 is operated, 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.

On the other hand, 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, a branch pipe 67 as a branch circuit is provided. One end is connected. In the branch pipe 67, an auxiliary expansion valve 68, which is a mechanical expansion valve in the embodiment, and an electromagnetic valve (for chiller) 69 as a valve device for the temperature-controlled object are sequentially provided. 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.

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 in the process of flowing through the refrigerant passage 64B, and then is sucked into the compressor 2 through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12 through the refrigerant pipe 13K.

Next, FIG. 2 shows a block diagram of the control device 11 of the vehicle air conditioner 1 of the embodiment. The control device 11 includes an air conditioning controller 45 and a heat pump controller 32, each of which includes a microcomputer that is an example of a computer including a processor, and these include a CAN (Controller Area Network) and a LIN (Local Interconnect Network). Is connected to the vehicle communication bus 65 that constitutes the. Further, the compressor 2 and the auxiliary heater 23, the circulation pump 62 and the heat medium heating heater 63 are also connected to the vehicle communication bus 65, and the air conditioning controller 45, the heat pump controller 32, the compressor 2, the auxiliary heater 23, the circulation pump 62 and the heat generator. The medium heater 63 is configured to send and receive data via the vehicle communication bus 65.

Further, the vehicle communication bus 65 includes a vehicle controller 72 (ECU) that controls the entire vehicle including 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. Are connected. The vehicle controller 72, the battery controller 73, and the GPS navigation device 74 are also configured by a microcomputer that is an example of a computer including a processor. The air conditioning controller 45 and the heat pump controller 32 that configure the control device 11 connect the vehicle communication bus 65 to each other. Information (data) is transmitted and received to and from the vehicle controller 72, the battery controller 73, and the GPS navigation device 74 via the above.

The air conditioning controller 45 is a higher-level controller that controls the vehicle interior air conditioning. The inputs of the air conditioning controller 45 are an outside air temperature sensor 33 that detects the outside air temperature Tam of the vehicle and an outside air humidity that detects outside air humidity. The sensor 34, the HVAC suction temperature sensor 36 that detects the temperature of the air that is sucked into the air flow passage 3 from the suction port 25 and flows into the heat absorber 9, and the inside air temperature sensor 37 that detects the air (inside air) temperature in the vehicle interior. An inside air humidity sensor 38 for detecting the humidity of the air in the vehicle compartment, an indoor CO ₂ concentration sensor 39 for detecting the carbon dioxide concentration in the vehicle compartment, and an outlet temperature sensor 41 for detecting the temperature of the air blown into the vehicle compartment. A photosensor type solar radiation sensor 51 for detecting the amount of solar radiation into the passenger compartment, outputs of the vehicle speed sensor 52 for detecting the moving speed (vehicle speed) of the vehicle, a set temperature in the passenger compartment and driving. 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. Reference numeral 53A in the figure is a display provided as a notification device on the air conditioning operation unit 53.

Further, 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 ). The inlet temperature sensor 43, the radiator outlet temperature sensor 44 that detects the refrigerant outlet temperature Tci of the radiator 4, the suction temperature sensor 46 that detects the suction refrigerant temperature Ts of the compressor 2, and the refrigerant outlet side of the radiator 4. 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 temperature 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 to be temperature-controlled (the temperature of the battery 55 itself: the battery temperature Tcell). Has been done. Then, in the embodiment, 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 about the charging completion time and the remaining charging time when the battery 55 is charged is information supplied from an external charger such as a quick charger. Information about the volume AUD (audio level) of the audio device provided in the vehicle is transmitted from the vehicle controller 72 to the air conditioning controller 45.

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. In this embodiment, the outside air temperature sensor 33, the outside air humidity sensor 34, the HVAC suction temperature sensor 36, the inside air temperature sensor 37, the inside air humidity sensor 38, the indoor CO ₂ concentration sensor 39, the outlet temperature sensor 41, the solar radiation sensor 51, the vehicle speed. The sensor 52, the air volume Ga of the air flowing into the air flow passage 3 and flowing in the air flow passage 3 (calculated by the air conditioning controller 45), the air flow rate SW by the air mix damper 28 (calculated by the air conditioning controller 45), the indoor blower The voltage (BLV) of 27, the information from the battery controller 73 described above, the information from the GPS navigation device 74, the volume AUD (audio level) information of the audio equipment provided in the vehicle, and the output of the air conditioning operation unit 53 are the air conditioning controller. It is configured to be transmitted from 45 to the heat pump controller 32 via the vehicle communication bus 65 and used for control by the heat pump 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 air volume ratio SW by the air mix damper 28 described above is calculated by the air conditioning controller 45 in the range of 0≦SW≦1. Then, when SW=1, all of the air that has passed through the heat absorber 9 is ventilated by the radiator 4 and the auxiliary heater 23 by the air mix damper 28.

Next, the operation of the vehicle air conditioner 1 of the embodiment having the above configuration will be described. In this embodiment, the control device 11 (air conditioning controller 45, heat pump controller 32) 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.

Among these, in each of the air conditioning operations of the heating mode, the dehumidification heating mode, the dehumidification cooling mode, the cooling mode, and the air conditioning (priority)+battery cooling mode, the battery 55 is not charged in the embodiment, and the ignition of the vehicle is performed. This is executed when (IGN) is turned on and the air conditioning switch of the air conditioning operation unit 53 is turned on. 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. On the other hand, 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. However, 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.

In the embodiment, 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.

(1) Heating Mode First, the heating mode will be described with reference to FIG. The control of each device is executed by the cooperation of the heat pump controller 32 and the air conditioning controller 45, but in the following description, the heat pump controller 32 will be the control main body and will be briefly described. FIG. 4 shows how the refrigerant flows in the refrigerant circuit R in the heating mode (solid arrow). When the heating mode is selected by the heat pump controller 32 (auto mode) or the manual air conditioning setting operation (manual mode) to the air conditioning operation unit 53 of the air conditioning controller 45, 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.

With this, 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. Then, 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. After that, 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. And controlling the valve opening degree of the outdoor expansion valve 6 based on the refrigerant outlet temperature Tci of the radiator 4 detected by the radiator outlet temperature sensor 44 and the radiator pressure Pci detected by the radiator pressure sensor 47, The degree of supercooling of the refrigerant at the outlet of the radiator 4 is controlled.

Further, when the heating capacity (heating capacity) of the radiator 4 is insufficient with respect to the required heating capacity, 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.

(2) Dehumidification Heating Mode Next, the dehumidification heating mode will be described with reference to FIG. FIG. 5 shows how the refrigerant flows in the refrigerant circuit R in the dehumidifying and heating mode (solid arrow). In the dehumidifying and heating mode, 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. Then, the compressor 2 and the

blowers

After 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). Then, 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.

On the other hand, 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. Next, 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. At this time, 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.

In the embodiment, 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. .. At this time, 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.

Further, when the heating capacity (heating capacity) of the radiator 4 is insufficient with respect to the heating capacity required also in the dehumidifying and heating mode, 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.

(3) Dehumidifying and Cooling Mode Next, the dehumidifying and cooling mode will be described with reference to FIG. FIG. 6 shows how the refrigerant flows in the refrigerant circuit R in the dehumidifying and cooling mode (solid arrow). In the dehumidifying and cooling mode, the heat pump controller 32 opens the solenoid valve 17 and the solenoid valve 35, and closes the solenoid valve 20, the solenoid valve 21, the solenoid valve 22, and the solenoid valve 69. Then, the compressor 2 and the

blowers

With this, 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 through the

refrigerant pipes

13E and 13J, and then passes through the outdoor expansion valve 6 controlled to open more (a region of a larger valve opening) 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. Based on (the target value of the radiator pressure Pci), the valve opening of the outdoor expansion valve 6 is controlled so that the radiator pressure Pci becomes the target radiator pressure PCO. Amount).

Further, when the heating capacity (reheating capacity) by the radiator 4 is insufficient with respect to the heating capacity required also in the dehumidifying and cooling mode, 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 excessively reducing the temperature inside the vehicle compartment.

(4) Cooling mode (independent mode, air conditioning (independent) mode)
Next, the cooling mode will be described with reference to FIG. FIG. 7 shows how the refrigerant flows in the refrigerant circuit R in the cooling mode (solid arrow). In the cooling mode, the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20, and the solenoid valve 35, and closes the solenoid valve 21, the solenoid valve 22, and the solenoid valve 69. Then, the compressor 2 and the

blowers

15 and 27 are operated, and the air mix damper 28 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.

With this, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Although the air in the air flow passage 3 is ventilated 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. 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, 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. In this cooling mode, the heat pump controller 32 controls the rotation speed of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48.

(5) Air conditioning (priority) + battery cooling mode (cooperative mode, air conditioning (priority) + temperature controlled cooling mode)
Next, the air conditioning (priority)+battery cooling mode will be described with reference to FIG. FIG. 8 shows how the refrigerant flows in the refrigerant circuit R (solid arrow) in the air conditioning (priority)+battery cooling mode. In the air conditioning (priority)+battery cooling mode, the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20, the solenoid valve 35, and the solenoid valve 69, and closes the

solenoid valves

21 and 22.

Then, the compressor 2 and the

blowers

15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor blower 27 to the radiator 4 and the auxiliary heater 23. In this operation mode, the auxiliary heater 23 is not energized. Further, the heat medium heater 63 is not energized.

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.

On the other hand, 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. Here, the refrigerant is decompressed, then flows into the refrigerant channel 64B of the refrigerant-heat medium heat exchanger 64 via the electromagnetic valve 69, and evaporates there. At this time, it exerts an endothermic effect. The refrigerant evaporated in the refrigerant passage 64B repeats the circulation in which the refrigerant is sucked into the compressor 2 from the refrigerant pipe 13K through the refrigerant pipe 71, the refrigerant pipe 13C and the accumulator 12 in sequence (shown by a solid arrow in FIG. 8).

On the other hand, since the circulation pump 62 is operating, 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. However, since 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 ).

In this air conditioning (priority)+battery cooling mode, 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. In the embodiment, 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. When the heat medium temperature Tw rises due to heat generation of the battery 55 and rises to the upper limit value TwUL, the solenoid valve 69 is opened (instruction to open the solenoid valve 69). As a result, 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.

After that, when the heat medium temperature Tw drops to the lower limit value TwLL, 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.

(6) Switching of air conditioning operation 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)
Here, 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, and 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. Then, in general, 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.

Then, 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.

(7) Battery cooling (priority) + air conditioning mode (cooperative mode, temperature controlled cooling (priority) + air conditioning mode)
Next, the operation during charging of the battery 55 will be described. For example, when 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. Regardless of the above, when there is a battery cooling request and the air conditioning switch of the air conditioning operation unit 53 is turned on, the heat pump controller 32 executes 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.

However, in the case of this battery cooling (priority)+air conditioning mode, in the embodiment, 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. In the embodiment, 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 receives 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 changes the heat absorber temperature from the state in which the solenoid valve 35 is closed. When Te becomes high and rises to the upper limit TeUL, the solenoid valve 35 is opened (instruction to open the solenoid valve 35). As a result, the refrigerant flows into the heat absorber 9 and evaporates, and cools the air flowing through the air flow passage 3.

After that, when the heat absorber temperature Te drops to the lower limit TeLL, 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.

(8) Battery cooling (independent) mode (independent mode, temperature controlled cooling (independent) mode)
Next, regardless of whether the ignition is ON or OFF, with the air conditioning switch of the air conditioning operating unit 53 turned OFF, the charging plug of the quick charger is connected, and the battery 55 is charged when the battery 55 is being charged. If there is, the heat pump controller 32 executes the battery cooling (single) mode. However, it is executed when 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. In the battery cooling (single) mode, the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20, and the solenoid valve 69, and closes the solenoid valve 21, the solenoid valve 22, and the solenoid valve 35.

Then, the compressor 2 and the outdoor blower 15 are operated. 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.

With this, 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).

On the other hand, since the circulation pump 62 is operating, 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. However, since the heat medium 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 ).

Even in this battery cooling (single) mode, the heat pump controller 32 controls the number of revolutions of the compressor 2 based on the heat medium temperature Tw detected by the heat medium temperature sensor 76 as shown in FIG. To cool. As a result, the battery 55 can be strongly cooled when it is not necessary to air-condition the vehicle interior.

(9) Defrost Mode Next, the defrost mode of the outdoor heat exchanger 7 will be described with reference to FIG. 10. FIG. 10 shows how the refrigerant flows in the refrigerant circuit R in the defrosting mode (solid arrow). As described above, in the heating mode, 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.

Therefore, the heat pump controller 32 detects the outdoor heat exchanger temperature TXO detected by the outdoor heat exchanger temperature sensor 49 (refrigerant evaporation temperature in the outdoor heat exchanger 7) and the refrigerant evaporation temperature TXObase when the outdoor heat exchanger 7 is not frosted. And the difference ΔTXO (=TXObase−TXO) is calculated, and the condition in which the outdoor heat exchanger temperature TXO is lower than the refrigerant evaporation temperature TXObase in the non-frosting state and the difference ΔTXO is expanded to a predetermined value or more is predetermined. When the time has continued, it is determined that the outdoor heat exchanger 7 is frosted, and a predetermined frosting flag is set.

When the frosting flag is set, the air conditioning switch of the air conditioning operation unit 53 is turned off, the charging plug is connected to the quick charger, and the battery 55 is charged. The defrosting mode of the outdoor heat exchanger 7 is executed as follows.

In this defrosting mode, the heat pump controller 32 sets the refrigerant circuit R to the 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). Then, the heat pump controller 32 defrosts the outdoor heat exchanger 7 when the outdoor heat exchanger temperature TXO detected by the outdoor heat exchanger temperature sensor 49 becomes higher than a predetermined defrosting end temperature (for example, +3° C.). Is completed and the defrosting mode is terminated.

(10) Battery Heating Mode Further, 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.

As a result, 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. At this time, since 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. As a result, 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.

In the battery heating mode, 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.

(11) Control of the compressor 2 by the heat pump controller 32 Further, the heat pump controller 32 in the heating mode is based on the radiator pressure Pci and the target rotation speed of the compressor 2 (compressor target rotation speed) according to the control block diagram of FIG. 11. 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. In the dehumidifying and heating mode, the lower direction of the compressor target rotation speed TGNCh and the compressor target rotation speed TGNc is selected. In the battery cooling (priority)+air conditioning mode and the battery cooling (single) mode, the target rotation speed of the compressor 2 (compressor target rotation speed) TGNCw is calculated based on the heat medium temperature Tw by the control block diagram of FIG. To do.

(11-1) Calculation of Compressor Target Rotational Speed TGNCh Based on Radiator Pressure Pci First, the control of the compressor 2 based on the radiator pressure Pci will be described in detail with reference to FIG. FIG. 11 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCh of the compressor 2 based on the radiator pressure Pci. The F/F (feed forward) manipulated variable calculation unit 78 of the heat pump controller 32 uses the outside air temperature Tam obtained from the outside air temperature sensor 33, the blower voltage BLV of the indoor blower 27, and SW=(TAO-Te)/(Thp-Te ) The air flow rate SW by the air mix damper 28, the target supercooling degree TGSC which is the target value of the supercooling degree SC of the refrigerant at the outlet of the radiator 4, and the above-mentioned target heater which is the target value of the heater temperature Thp. Based on the temperature TCO and the target radiator pressure PCO, which is the target value of the pressure of the radiator 4, the F/F manipulated variable TGNChff of the compressor target rotation speed is calculated.

The heater temperature Thp is an air temperature (estimated value) on the leeward side of the radiator 4, and the radiator pressure Pci detected by the radiator pressure sensor 47 and the refrigerant outlet of the radiator 4 detected by the radiator outlet temperature sensor 44. It is calculated (estimated) from the temperature Tci. The degree of supercooling SC is calculated from the refrigerant inlet temperature Tcxin and the refrigerant outlet temperature Tci of the radiator 4 detected by the radiator inlet temperature sensor 43 and the radiator outlet temperature sensor 44.

The target radiator pressure PCO is calculated by the target value calculator 79 based on the target supercooling degree TGSC and the target heater temperature TCO. Further, the F/B (feedback) manipulated variable calculation unit 81 calculates the F/B manipulated variable TGNChfb of the compressor target rotational speed by PID calculation or PI calculation based on the target radiator pressure PCO and the radiator pressure Pci. Then, the F/F operation amount TGNChff calculated by the F/F operation amount calculation unit 78 and the F/B operation amount TGNChfb calculated by the F/B operation amount calculation unit 81 are added by the adder 82 to obtain a limit setting unit as TGNCh00. It is input to 83.

In the limit setting unit 83, the lower limit rotational speed ECNpdLimLo and the upper limit rotational speed ECNpdLimHi in control are set to TGNCh0, and then the compressor OFF control unit 84 is used to determine the target compressor rotational speed TGNCh. That is, the rotation speed of the compressor 2 is limited to the upper limit rotation speed ECNpdLimHi or less. In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 so that the radiator pressure Pci becomes the target radiator pressure PCO by the compressor target rotation speed TGNCh calculated based on the radiator pressure Pci.

In addition, the compressor OFF control unit 84 sets the compressor target rotation speed TGNCh to the above-described lower limit rotation speed ECNpdLimLo, and the radiator pressure Pci is a predetermined upper limit value PUL and lower limit value PLL set above and below the target radiator pressure PCO. If the state of rising to the upper limit value PUL of the above continues for the predetermined time th1, the compressor 2 is stopped and the ON-OFF mode for ON-OFF controlling the compressor 2 is entered.

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. When 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. When 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.

(11-2) Calculation of Compressor Target Rotational Speed TGNCc Based on Heat Absorber Temperature Te Next, control of the compressor 2 based on the heat absorber temperature Te will be described in detail with reference to FIG. FIG. 12 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCc of the compressor 2 based on the heat absorber temperature Te. The F/F operation amount calculation unit 86 of the heat pump controller 32 has an outside air temperature Tam, an air volume Ga of air flowing through the air flow passage 3 (may be the blower voltage BLV of the indoor blower 27), a target radiator pressure PCO, The F/F manipulated variable 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.

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

Note that the compressor OFF control unit 91 determines that the compressor target rotation speed TGNCc becomes the above-described lower limit rotation speed TGNCcLimLo, and the heat absorber temperature Te is set between the upper limit value TeUL and the lower limit value TeLL set above and below the target heat absorber temperature TEO. When the state in which the lower limit value TeLL of the above is decreased for a predetermined time tc1 is stopped, the compressor 2 is stopped and the ON-OFF mode in which the compressor 2 is ON-OFF controlled is entered.

In the ON-OFF mode of the compressor 2 in this case, when the heat absorber temperature Te rises to the upper limit TeUL, the compressor 2 is started and the compressor target rotation speed TGNCc is operated as the lower limit rotation speed TGNCcLimLo, and the state is maintained. When the heat absorber temperature Te has dropped to the lower limit TeLL, 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 TGNCcLimLo are repeated. Then, when the heat absorber temperature Te rises to the upper limit value TeUL and the compressor 2 is started, the state where the heat absorber temperature Te does not become lower than the upper limit value TeUL continues for a predetermined time tc2, and the compressor 2 in this case is turned on. -Ends the OFF mode and returns to the normal mode.

(11-3) Calculation of Compressor Target Rotational Speed TGNCw Based on Heat Medium Temperature Tw Next, the control of the compressor 2 based on the heat medium temperature Tw will be described in detail with reference to FIG. 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). (Transmitted from the controller 73), battery temperature Tcell (transmitted from the battery controller 73), and target heat medium temperature TWO that is the target value of the heat medium temperature Tw, based on the F/F operation of the compressor target rotation speed. Calculate the quantity TGNCcwff.

Further, 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.

In the limit setting unit 96, 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. Further, the value TGNCw00 added by the adder 94 is within the upper limit rotation speed TGNCwLimHi and the lower limit rotation speed TGNCwLimLo, and if the ON-OFF mode described later does not occur, this value TGNCw00 is the target compressor rotation speed TGNCw (compressor 2 Will be the number of rotations). In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 so that the heat medium temperature Tw becomes the target heat medium temperature TWO by the compressor target rotation speed TGNCw calculated based on the heat medium temperature Tw.

In addition, 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. When the state in which the lower limit value TwLL has fallen to the lower limit value TwLL continues for the predetermined time tw1, the compressor 2 is stopped and the ON-OFF mode for ON-OFF control of the compressor 2 is entered.

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. Then, after the heat medium temperature Tw rises to the upper limit value TwUL and the compressor 2 is started, the state in which the heat medium temperature Tw does not become lower than the upper limit value TwUL continues for a predetermined time tw2, and the compressor 2 in this case is turned on. -Ends the OFF mode and returns to the normal mode.

(12) Control of Changing Upper Limit Rotational Speed of Compressor 2 by Heat Pump Controller 32 Next, referring to FIGS. 16 to 24, upper limit rotational speeds TGNCcLimHi (FIG. 12) and TGNCwLimHi of the compressor 2 by the heat pump controller 32 (FIG. 14). ) Change control will be described. As described above, since the compressor 2 is an electric compressor driven by the battery 55 of the vehicle, it produces a relatively large driving sound at high rotation speeds. Therefore, in a quiet situation where the sound level in the vehicle compartment is low, the driver hears the driving sound of the compressor 2, which is annoying. On the other hand, in a situation where the sound level in the vehicle interior is high, even if the compressor 2 is driven at a high rotation speed, the driving sound will not be offensive.

Factors other than the driving sound of the compressor 2, factors such as the air volume of the indoor blower 27, the blowing mode from each of the above-described outlets, and the air to the air flow passage 3 are factors that affect the sound level in the vehicle interior. The introduction mode, the volume AUD (audio level) of the audio equipment provided in the vehicle, the vehicle speed VSP, and the outside air temperature Tam are adopted. Then, based on these factors, the heat pump controller 32 in the embodiment uses the formulas (II) and (III) to describe the compressor target rotation used in the cooling mode, the air conditioning (priority)+battery cooling mode and the like described above. The upper limit rotation speed TGNCcLimHi of the number TGNCc and the upper limit rotation speed TGNCwLimHi of the compressor target rotation speed TGNCw used in the battery cooling (single) mode and the battery cooling (priority)+air conditioning mode are changed.

TGNCcLimHi=MAX(TGNCcLimBLV, TGNCcLimMOD, TGNCcLimREC, TGNCcLimAUD, TGNCcLimVSP, TGNCcLimTam).(II)
TGNCwLimHi=MAX(TGNCwLimBLV, TGNCwLimMOD, TGNCwLimREC, TGNCwLimAUD, TGNCwLimVSP, TGNCwLimTam).(III)
The above-mentioned TGNCcLimBLV and TGNCwLimBLV are upper limit rotation speed change values based on the air volume of the indoor blower 27, and TGNCcLimMOD and TGNCwLimMOD are upper limit rotation speeds based on the blowout mode from the blowout port 29 such as the FOOT blowout port and the VENT blowout port. This is the number change value. Further, TGNCcLimREC and TGNCwLimREC are upper limit rotational speed change values based on the air introduction mode (internal air circulation mode, external air introduction mode) to the air flow passage 3 described above, and TGNCcLimAUD and TGNCwLimAUD are volume levels of the acoustic device described above. It is the upper limit rotation speed change value based on. Further, TGNCcLimVSP and TGNCwLimVSP are upper limit rotation speed change values based on the vehicle speed, and TGNCcLimTam and TGNCwLimTam are upper limit rotation speed change values based on the outside air temperature Tam.

That is, the heat pump controller 32 of the embodiment includes the upper limit rotation speed change values TGNCcLimBLV and TGNCwLimBLV based on the air volume of the indoor blower 27, the upper limit rotation speed change values TGNCcLimMOD and TGNCwLimMOD based on the blowing mode, and the upper limit rotation speed change value TGNCcLimREC based on the introduction mode. TGNCwLimREC, the upper limit rotation speed change values TGNCcLimAUD and TGNCwLimAUD based on the volume of the audio device, the upper limit rotation speed change values TGNCcLimVSP and TGNCwLimVSP based on the vehicle speed, and the upper limit rotation speed change values TGNmTmTmTmTmTmTmTmCmTmTm, which are the highest outside temperature Tam, and MAX) values are determined as the upper limit engine speed TGNCcLimHi (FIG. 12) and the upper limit engine speed TGNCwLimHi (FIG. 14), respectively.

The reason for this is that in a situation where the sound level in the vehicle interior is high due to any of the above factors and the drive sound of the compressor 2 is less likely to cause annoyance to the passengers, the upper limit rotation speed of the compressor 2 is preferably high. This is because it is possible to reduce adverse effects on the air conditioning performance and the cooling performance of the battery 55. Next, the procedure for calculating the upper limit rotational speed change value based on each factor will be described.

(12-1) Calculation of Upper Limit Rotation Speed Change Value Based on Air Volume of Indoor Blower 27 First, an example of a procedure for calculating the upper limit rotation speed change values TGNCcLimBLV and TGNCwLimBLV based on the air volume of the indoor blower 27 will be described with reference to FIG. 16. The heat pump controller 32 uses the blower voltage BLV of the indoor blower 27 as an index indicating the air volume of the indoor blower 27, and calculates the upper limit rotation speed change values TGNCcLimBLV, TGNCwLimBLV according to the blower voltage BLV. In this case, the heat pump controller 32 changes the upper limit rotation speed change values TGNCcLimBLV and TGNCwLimBLV in a decreasing direction as the blower voltage BLV becomes lower, that is, as the air volume of the indoor blower 27 becomes lower.

Here, the graph on the upper side of FIG. 16 shows the case of the single mode (cooling mode and battery cooling (single) mode) in the present invention. In the graph on the upper side, the horizontal axis is the blower voltage BLV, and the predetermined values BLV1 to BLV4 have a relationship of BLV4<BLV3<BLV2<BLV1. Use the calculated value. The vertical axis represents the upper limit rotation speed change values TGNCcLimBLV and TGNCwLimBLV, and the maximum value NC1 and the minimum value NC2 have a relationship of NC2<NC1. This maximum value NC1 is the maximum number of revolutions allowed when operating the compressor 2 in the embodiment.

In the embodiment, in the single mode, the upper limit rotation speed change value TGNCcLimBLV for the upper limit rotation speed TGNCcLimHi (FIG. 12) and the upper limit rotation speed change value TGNCwLimBLV for the upper limit rotation speed TGNCwLimHi (FIG. 14) are set to the blower voltage BLV of the predetermined value BLV1. When it is NC1. Then, the blower voltage BLV is decreased (the air volume of the indoor blower 27 is decreased) and is maintained until it becomes BLV2, and when it is lower than BLV2, TGNCcLimBLV and TGNCwLimBLV are started to be decreased, and BLV4 becomes NC2 at a constant rate. TGNCcLimBLV and TGNCwLimBLV are lowered.

When the blower voltage BLV rises from the state where TGNCcLimBLV and TGNCwLimBLV are set to NC2 (when the air volume of the indoor blower 27 rises), it is maintained until it reaches BLV3. Then, TGNCcLimBLV and TGNCwLimBLV are increased at a constant rate until NC1 is reached. The difference between BLV1 and BLV2 and the difference between BLV3 and BLV4 are hysteresis.

The lower graph of FIG. 16 shows the case of the cooperative mode (air conditioning (priority)+battery cooling mode and battery cooling (priority)+air conditioning mode) in the present invention. In the graph on the lower side, the maximum value NC1 and the minimum value NC3 on the vertical axis have a relationship of NC3<NC1, and further NC2<NC3. As a result, the heat pump controller 32 increases the minimum value NC3 of the upper limit rotation speed change values TGNCcLimBLV and TGNCwLimBLV of the compressor 2 in the coordinated mode from the minimum value NC2 of the upper limit rotation speed change values TGNCcLimBLV and TGNCwLimBLV in the single mode. Will be changed in.

In the embodiment, in the cooperative mode, the upper limit rotation speed change value TGNCcLimBLV for the upper limit rotation speed TGNCcLimHi (FIG. 12) and the upper limit rotation speed change value TGNCwLimBLV for the upper limit rotation speed TGNCwLimHi (FIG. 14) are set to the blower voltage BLV of the predetermined value BLV1. When it is NC1. Then, the blower voltage BLV is decreased (the air volume of the indoor blower 27 is decreased) and maintained at BLV2. When it becomes lower than BLV2, TGNCcLimBLV and TGNCwLimBLV are started to be decreased, and BLV4 becomes NC3 at a constant rate. TGNCcLimBLV and TGNCwLimBLV are lowered.

When the blower voltage BLV rises from the state where TGNCcLimBLV and TGNCwLimBLV are set to NC3 (when the air volume of the indoor blower 27 increases), it is maintained until it reaches BLV3, and when it is higher than BLV3, TGNCcLimBLV and TGNCwLimBLV start to rise and BLV1. Then, TGNCcLimBLV and TGNCwLimBLV are increased at a constant rate until NC1 is reached.

When the upper limit rotation speed change values TGNCcLimBLV and TGNCwLimBLV are the highest in the formulas (II) and (III) (MAX), the upper limit rotation speed change values TGNCcLimBLV, TGNCwLimBLV are the upper limit rotation speeds TGNCcLimHi (FIG. 12), the upper limit rotation speeds. Determined as the number TGNCwLimHi (FIG. 14), the rotational speed NC of the compressor 2 is no longer controlled.

▽ When the air volume of the indoor blower 27 (blower voltage BLV) decreases, the sound level in the vehicle interior becomes lower and quieter than when the air volume is large. Therefore, the driving sound of the compressor 2 also becomes noticeable, which is annoying to passengers. Therefore, based on the air volume of the indoor blower 27 by the heat pump controller 32, as the air volume becomes lower, the upper limit rotational speeds TGNCcLimHi (FIG. 12) and TGNCwLimHi (FIG. 14) in the control of the compressor 2 are changed in the lower direction. In the situation where the air volume of the indoor blower 27 is reduced, the driving sound of the compressor 2 can be reduced. Further, since the reduction in the air volume of the indoor blower 27 means that the required air conditioning capacity is also low, it becomes possible to realize the passenger compartment air conditioning that is comfortable for the passenger as a whole.

Further, the heat pump controller 32 controls the compressor upper limit rotation speeds TGNCcLimHi (FIG. 12) and TGNCwLimHi (FIG. 14) in the cooperative mode (air conditioning (priority)+battery cooling mode and battery cooling (priority)+air conditioning mode). Is changed so as to be higher than the single mode (cooling mode and battery cooling (single) mode). Therefore, in the cooperative mode in which the refrigerant absorbs heat in the heat absorber 9 and the refrigerant-heat medium heat exchanger 64, the compressor is It is possible to avoid the disadvantage that the capacity of the compressor 2 becomes insufficient by increasing the upper limit rotational speed TGNCcLimHi (FIG. 12) and TGNCwLimHi (FIG. 14) in the control of No. 2 described above. As a result, appropriate cooling of the battery 55 and comfortable air-conditioning operation can be realized, and the product characteristics can be improved.

In this case, in the embodiment, the heat pump controller 32 sets the minimum value NC3 of the upper limit rotation speeds TGNCcLimHi (FIG. 12) and TGNCwLimHi (FIG. 14) in the control of the compressor 2 in the cooperative mode to the minimum value NC2 in the single mode. Since the value is also changed in the direction of raising the maximum value, it is possible to avoid the disadvantage that the maximum value NC1 of the upper limit rotational speed rises and to improve the reliability.

(12-2) Calculation of Upper Limit Rotation Speed Change Value Based on Blowout Mode Next, an example of a procedure for calculating the upper limit rotation speed change values TGNCcLimMOD and TGNCwLimMOD based on the blowout mode from the outlet 29 will be described with reference to FIG. The heat pump controller 32 sets the blowout mode flag fMOD (“1”) when the blowout mode of the air from the blowout port 29 is the FOOT mode in which it blows out from the FOOT blowout port, and blows out when it is the VENT mode that blows out from the VENT blowout port. The mode flag fMOD is reset (“0”).

Then, when the blowout mode flag fMOD is set, in the single mode (cooling mode, battery cooling (single) mode), the heat pump controller 32 sets the upper limit rotation speeds TGNccLimHi (FIG. 12) and the upper limit rotation speeds for TGNCwLimHi (FIG. 14). The number change values TGNCcLIMMOD and TGNCwLIMMOD are set to the minimum value NC2, and when reset, the maximum value NC1 is set. Further, when the blowout mode flag fMOD is set, in the cooperative mode (air conditioning (priority)+battery cooling mode and battery cooling (priority)+air conditioning mode), the upper limit rotation speeds TGNCcLimHi (FIG. 12) and TGNCwLimHi (FIG. 14). The upper limit rotation speed change values TGNCcLimMOD and TGNCwLimMOD are set to the minimum value NC3, and when reset, the maximum value NC1 is set.

The relationship between NC1 to NC3 is the same as that in the case of FIG. 16 described above, that is, the heat pump controller 32 compares the blowout mode with the FOOT mode (fMOD is set) with the VENT mode (fMOD reset). The upper limit rotation speed change values TGNCcLimMOD and TGNCwLimMOD are changed in the direction of lowering. When the upper limit rotation speed change values TGNCcLimMOD and TGNCwLimMOD are the highest in the formulas (II) and (III) (MAX), these upper limit rotation speed change values TGNCcLimMOD and TGNCwLimMOD are upper limit rotation speeds TGNCcLimHi (FIG. 12) and upper limit rotations. Determined as the number TGNCwLimHi (FIG. 14), the rotational speed NC of the compressor 2 is no longer controlled.

In the FOOT mode in which air is blown out from the FOOT air outlet far from the passenger's ear, the sound level in the passenger compartment reaching the ears of the passenger is lower than in the VENT mode in which air is blown out from the VENT air outlet, and compression is performed. The driving sound of the aircraft 2 also becomes noticeable, which is annoying to passengers. Therefore, when the heat pump controller 32 is in the FOOT mode, the upper limit rotational speeds TGNCcLimHi (FIG. 12) and TGNCwLimHi (FIG. 14) in controlling the compressor 2 are changed to be lower than those in the VENT mode. In the mode, the driving sound of the compressor 2 can be reduced, and the passenger compartment can be comfortably air-conditioned.

In this case as well, in this embodiment, the heat pump controller 32 sets the minimum value NC3 of the upper limit rotational speeds TGNCcLimHi (FIG. 12) and TGNCwLimHi (FIG. 14) in controlling the compressor 2 in the cooperative mode to the minimum value in the single mode. Since the change is made in a direction higher than NC2, it is possible to avoid the inconvenience that the capacity of the compressor 2 becomes insufficient, while avoiding the inconvenience that the maximum upper limit speed NC1 increases. Will be able to improve.

(12-3) Calculation of upper limit rotational speed change value based on air introduction mode to air flow passage 3 Next, the introduction mode of air to the air flow passage 3 (inside air circulation mode, outside air introduction mode) will be described with reference to FIG. The calculation procedure of the upper limit rotation speed change values TGNCcLimREC and TGNCwLimREC based on the above) will be described. The heat pump controller 32 sets the introduction mode flag fREC (“1”) when the introduction mode of the air into the air flow passage 3 is the outside air introduction mode, and resets the introduction mode flag fREC (when the introduction mode flag fREC is the inside air circulation mode). 0”).

Then, when the introduction mode flag fREC is set, in the single mode (cooling mode, battery cooling (single) mode), the heat pump controller 32 sets the upper limit rotation speeds TGNccLimHi (FIG. 12) and the upper limit rotation speeds for TGNCwLimHi (FIG. 14). The number change values TGNCcLimREC and TGNCwLimREC are set to the minimum value NC2, and when reset, the maximum value NC1 is set. In addition, when the introduction mode flag fREC is set, in the cooperative mode (air conditioning (priority)+battery cooling mode and battery cooling (priority)+air conditioning mode), the upper limit rotation speeds TGNCcLimHi (FIG. 12) and TGNCwLimHi (FIG. 14). The upper limit rotational speed change values TGNCcLimREC and TGNCwLimREC for the are set to the minimum value NC3, and when reset, the maximum value NC1 is set.

Since the relationship between NC1 to NC3 is the same as that in the case of FIG. 16 described above, that is, the heat pump controller 32 compares the case where the air introduction mode of the air into the air flow passage 3 is the outside air introduction mode with the case where the inside air circulation mode is used. Then, the upper limit rotation speed change values TGNCcLimREC and TGNCwLimREC are changed in the direction of lowering. When the upper limit rotation speed change values TGNCcLimREC and TGNCwLimREC are the highest in the formulas (II) and (III) (MAX), the upper limit rotation speed change values TGNCcLimREC and TGNCwLimREC are the upper limit rotation speeds TGNCcLimHi (FIG. 12) and the upper limit rotation speeds. Determined as the number TGNCwLimHi (FIG. 14), the rotational speed NC of the compressor 2 is no longer controlled.

In the outside air introduction mode in which the outside air is introduced into the air flow passage 3, the amount of air blown into the passenger compartment is lower than in the inside air circulation mode in which the inside air is introduced. The driving sound also becomes noticeable, which is annoying to passengers. Therefore, when the heat pump controller 32 is in the outside air introduction mode, the upper limit rotational speeds TGNCcLimHi (FIG. 12) and TGNCwLimHi (FIG. 14) in controlling the compressor 2 are changed in a lower direction as compared with the case of the inside air circulation mode. Thus, in the outside air introduction mode, the driving sound of the compressor 2 can be reduced, and the passenger compartment can be comfortably air-conditioned.

(12-4) Calculation of Upper Limit Rotation Speed Change Value Based on Volume AUD (Audio Level) of Audio Equipment Next, an example of a procedure for calculating the upper limit rotation speed change values TGNCcLimAUD and TGNCwLimAUD based on the volume of the audio equipment will be described with reference to FIG. Will be described. The heat pump controller 32 calculates the upper limit rotation speed change values TGNCcLimAUD and TGNCwLimAUD according to the volume AUD of the audio device which is information input from the vehicle side. In this case, the heat pump controller 32 changes the upper limit rotation speed change values TGNCcLimAUD and TGNCwLimAUD in a decreasing direction as the volume AUD decreases.

Here, the graph on the upper side of FIG. 19 shows the case of the single mode (cooling mode and battery cooling (single) mode) in the present invention. In the graph on the upper side, the horizontal axis represents the volume AUD of the audio device, and the predetermined values AUD1 to AUD4 have a relationship of AUD4<AUD3<AUD2<AUD1, and the relationship between the volume AUD of the audio device and the level of the sound in the vehicle interior is preset. The value is determined by experiment. In addition, the vertical axis represents the upper limit rotation speed change values TGNCcLimAUD and TGNCwLimAUD, and the maximum value NC1 and the minimum value NC2 have a relationship of NC2<NC1. This maximum value NC1 is the maximum number of revolutions allowed when operating the compressor 2 in the embodiment.

In the embodiment, in the single mode, the upper limit rotation speed change value TGNccLimAUD for the upper limit rotation speed TGNCcLimHi (FIG. 12) and the upper limit rotation speed change value TGNCwLimAUD for the upper limit rotation speed TGNCwLimHi (FIG. 14) are set when the volume AUD is the predetermined value AUD1. Is NC1. Then, the volume AUD is maintained until it decreases to AUD2, and when it becomes lower than AUD2, TGNCcLimAUD and TGNCwLimAUD are started to be decreased, and TGNCcLimAUD and TGNCwLimAUD are decreased at a constant rate until AUD4 becomes NC2.

When the volume AUD rises from the state where TGNCcLimAUD and TGNCwLimAUD are set to NC2, it is maintained until AUD3 is reached, and when it is higher than AUD3, TGNCcLimAUD and TGNCwLimAUD are started to be raised, and AUD1 reaches a constant rate of NC1C until NC1C is NC. , TGNCwLimAUD. The difference between AUD1 and AUD2 and the difference between AUD3 and AUD4 are hysteresis.

The lower graph of FIG. 19 shows the case of the cooperative mode (air conditioning (priority)+battery cooling mode and battery cooling (priority)+air conditioning mode) in the present invention. In the graph on the lower side, the maximum value NC1 and the minimum value NC3 on the vertical axis have a relationship of NC3<NC1, and further NC2<NC3. As a result, the heat pump controller 32 increases the minimum value NC3 of the upper limit rotation speed change values TGNCcLimAUD and TGNCwLimAUD of the compressor 2 in the cooperative mode from the minimum value NC2 of the upper limit rotation speed change values TGNCcLimAUD and TGNCwLimAUD in the single mode. Will be changed in.

In the embodiment, when the volume AUD is the predetermined value AUD1 in the cooperative mode, the upper limit engine speed change value TGNccLimAUD for the upper limit engine speed TGNCcLimHi (FIG. 12) and the upper limit engine speed change value TGNCwLimAUD for the upper limit engine speed TGNCwLimHi (FIG. 14) are set. Is NC1. Then, the volume AUD is maintained until it becomes AUD2, and when it becomes lower than AUD2, TGNCcLimAUD and TGNCwLimAUD are started to be lowered, and TGNCcLimAUD and TGNCwLimAUD are lowered at a constant rate until it becomes NC3 at AUD4.

When the volume AUD rises from the state where TGNCcLimAUD and TGNCwLimAUD are set to NC3, it is maintained until AUD3 is reached, and when it is higher than AUD3, TGNCcLimAUD and TGNCwLimAUD are started to be raised, and AUD1 is a constant rate of NC1C until NC1C is NC. , TGNCwLimAUD.

When the upper limit rotation speed change values TGNCcLimAUD and TGNCwLimAUD are the highest in the formulas (II) and (III) (MAX), the upper limit rotation speed change values TGNCcLimAUD and TGNCwLimAUD are the upper limit rotation speeds TGNccLimHi (FIG. 12) and the upper limit rotation speeds. Determined as the number TGNCwLimHi (FIG. 14), the rotational speed NC of the compressor 2 is no longer controlled.

If the volume AUD of the audio equipment installed in the vehicle is low, the sound level inside the vehicle will be low and the drive sound of the compressor 2 will be noticeable, which will be annoying to passengers. Therefore, based on the volume AUD of the audio device provided in the vehicle, the heat pump controller 32 reduces the upper limit rotational speed TGNCcLimHi (FIG. 12) and TGNCwLimHi (FIG. 14) of the compressor 2 as the volume AUD decreases. By changing in the lowering direction, the driving sound of the compressor 2 can be reduced in a situation where the volume AUD of the audio device is low, and the passenger compartment can be comfortably air-conditioned.

(12-5) Calculation of Upper Limit Rotation Speed Change Value Based on Vehicle Speed VSP Next, an example of a procedure for calculating the upper limit rotation speed change values TGNCcLimVSP and TGNCwLimVSP based on the vehicle speed VSP will be described with reference to FIG. The heat pump controller 32 calculates the upper limit rotation speed change values TGNCcLimVSP and TGNCwLimVSP according to the vehicle speed VSP detected by the vehicle speed sensor 52. In this case, the heat pump controller 32 changes the upper limit rotation speed change values TGNCcLimVSP and TGNCwLimVSP in a decreasing direction as the vehicle speed VSP becomes lower.

Here, the graph on the upper side of FIG. 20 shows the case of the single mode (cooling mode and battery cooling (single) mode) in the present invention. In the graph on the upper side, the horizontal axis represents the vehicle speed VSP, and the predetermined values VSP1 to VSP4 have a relationship of VSP4<VSP3<VSP2<VSP1 and a value obtained by an experiment in advance from the relationship between the vehicle speed VSP and the sound level in the vehicle interior. And The vertical axis represents the upper limit rotation speed change values TGNCcLimVSP and TGNCwLimVSP, and the highest value NC1 and the lowest value NC2 have a relationship of NC2<NC1. This maximum value NC1 is the maximum number of revolutions allowed when operating the compressor 2 in the embodiment.

In the embodiment, when the vehicle speed VSP is the predetermined value VSP1 in the single mode, the upper limit rotation speed change value TGNCcLimVSP for the upper limit rotation speed TGNCcLimHi (FIG. 12) and the upper limit rotation speed change value TGNCwLimVSP for the upper limit rotation speed TGNCwLimHi (FIG. 14) are set. Is NC1. Then, it is maintained until the vehicle speed VSP decreases to VSP2, and when it becomes lower than VSP2, TGNCcLimVSP and TGNCwLimVSP are started to be decreased, and TGNCcLimVSP and TGNCwLimVSP are decreased at a constant rate until VSP4 becomes NC2.

When the vehicle speed VSP rises from the state where TGNCcLimVSP and TGNCwLimVSP are set to NC2, it is maintained until it becomes VSP3, and when it exceeds VSP3, TGNCcLimVSP and TGNCwLimVSP are started to increase, and VSP1 is NCSP at a constant rate until it becomes NC1. , TGNCwLimVSP is raised. The difference between VSP1 and VSP2 and the difference between VSP3 and VSP4 are hysteresis.

The lower graph of FIG. 20 shows the case of the cooperative mode (air conditioning (priority)+battery cooling mode and battery cooling (priority)+air conditioning mode) in the present invention. In the graph on the lower side, the maximum value NC1 and the minimum value NC3 on the vertical axis have a relationship of NC3<NC1, and further NC2<NC3. As a result, the heat pump controller 32 increases the minimum value NC3 of the upper limit rotation speed change values TGNCcLimVSP, TGNCwLimVSP of the compressor 2 in the cooperative mode from the minimum value NC2 of the upper limit rotation speed change values TGNCcLimVSP, TGNCwLimVSP in the single mode. Will be changed in.

In the embodiment, when the vehicle speed VSP is the predetermined value VSP1, the upper limit engine speed change value TGNCcLimVSP for the upper limit engine speed TGNCcLimHi (FIG. 12) and the upper limit engine speed change value TGNCwLimVSP for the upper limit engine speed TGNCwLimHi (FIG. 14) are set in the cooperative mode. Is NC1. Then, it is maintained until the vehicle speed VSP decreases to VSP2, and when it becomes lower than VSP2, TGNCcLimVSP and TGNCwLimVSP are started to be decreased, and TGNCcLimVSP and TGNCwLimVSP are decreased at a constant rate until VSP4 becomes NC3.

When the vehicle speed VSP rises from the state where TGNCcLimVSP and TGNCwLimVSP are set to NC3, the vehicle speed VSP is maintained until it becomes VSP3. , TGNCwLimVSP is raised.

When the upper limit rotation speed change values TGNCcLimVSP and TGNCwLimVSP are the highest in the formulas (II) and (III) (MAX), the upper limit rotation speed change values TGNCcLimVSP and TGNCwLimVSP are the upper limit rotation speeds TGNCcLimHi (FIG. 12) and the upper limit rotation speeds. Determined as the number TGNCwLimHi (FIG. 14), the rotational speed NC of the compressor 2 is no longer controlled.

As described above, as the vehicle speed VSP becomes lower (including stoppage) based on the change of the vehicle speed VSP by the heat pump controller 32, the upper limit rotational speed TGNCcLimHi (FIG. 12) and TGNCwLimHi (FIG. 14) in controlling the compressor 2 are lowered. By making continuous changes in the above, it becomes possible to reduce the driving noise of the compressor 2 when the vehicle is stopped, etc., and to realize air conditioning in the passenger compartment that is comfortable for passengers.

(12-6) Calculation of Upper Limit Rotation Speed Change Value Based on Outside Air Temperature Tam Next, an example of a procedure for calculating the upper limit rotation speed change values TGNCcLimTam and TGNCwLimTam based on the outside air temperature Tam will be described with reference to FIG. The heat pump controller 32 calculates the upper limit rotation speed change values TGNCcLimTam and TGNCwLimTam according to the outside air temperature Tam detected by the outside air temperature sensor 33. In this case, the heat pump controller 32 changes the upper limit rotation speed change values TGNCcLimTam and TGNCwLimTam in a decreasing direction as the outside air temperature Tam decreases.

Here, the upper graph of FIG. 21 shows the case of the single mode (cooling mode and battery cooling (single) mode) in the present invention. In the graph on the upper side, the horizontal axis is the outside air temperature Tam, and the predetermined values Tam1 to Tam4 have a relationship of Tam4<Tam3<Tam2<Tam1 and are obtained by an experiment in advance from the relationship between the outside air temperature Tam and the sound level in the vehicle interior. Value. The vertical axis represents the upper limit rotation speed change values TGNCcLimTam and TGNCwLimTam, and the maximum value NC1 and the minimum value NC2 have a relationship of NC2<NC1. This maximum value NC1 is the maximum number of revolutions allowed when operating the compressor 2 in the embodiment.

In the embodiment, in the single mode, the upper limit rotation speed change value TGNCcLimTam for the upper limit rotation speed TGNCcLimHi (FIG. 12) and the upper limit rotation speed change value TGNCwLimTam for the upper limit rotation speed TGNCwLimHi (FIG. 14) are set at the outside air temperature Tam of the predetermined value Tam1. When it is NC1. Then, it is maintained until the outside air temperature Tam drops to Tam2, and when it falls below Tam2, TGNCcLimTam and TGNCwLimTam start to be lowered, and TGNCcLimTam and TGNCwLimTam are lowered at a constant rate until it becomes NC2 at Tam4.

When the outside air temperature Tam rises from the state where TGNCcLimTam and TGNCwLimTam are set to NC2, it is maintained until it becomes Tam3, and when it rises above Tam3, TGNCcLimTam and TGNCwLimTam start to be raised and become NC1 at a constant rate of Tam1 at Tam1. TGNCcLimTam and TGNCwLimTam are raised. The difference between Tam1 and Tam2 and the difference between Tam3 and Tam4 are hysteresis.

The lower graph of FIG. 21 shows the case of the cooperative mode (air conditioning (priority)+battery cooling mode and battery cooling (priority)+air conditioning mode) in the present invention. In the graph on the lower side, the maximum value NC1 and the minimum value NC3 on the vertical axis have a relationship of NC3<NC1, and further NC2<NC3. As a result, the heat pump controller 32 increases the minimum value NC3 of the upper limit rotation speed change values TGNCcLimTam and TGNCwLimTam of the compressor 2 in the cooperative mode from the minimum value NC2 of the upper limit rotation speed change values TGNCcLimTam and TGNCwLimTam in the single mode. Will be changed in.

In the embodiment, in the cooperative mode, the upper limit rotation speed change value TGNccLimTam for the upper limit rotation speed TGNCcLimHi (FIG. 12) and the upper limit rotation speed change value TGNCwLimTam for the upper limit rotation speed TGNCwLimHi (FIG. 14) are set to the outside air temperature Tam of the predetermined value Tam1. When it is NC1. Then, it is maintained until the outside air temperature Tam falls to Tam2, and when it falls below Tam2, it starts lowering TGNCcLimTam and TGNCwLimTam, and lowers TGNCcLimTam and TGNCwLimTam at a constant rate until it becomes NC3 at Tam4.

When the outside air temperature Tam rises from the state where TGNCcLimTam and TGNCwLimTam are set to NC3, it is maintained until it reaches Tam3, and when it rises above Tam3, TGNCcLimTam and TGNCwLimTam start to rise until the rate is NC1 at a constant rate of Tam1. TGNCcLimTam and TGNCwLimTam are raised.

When the upper limit rotation speed change values TGNCcLimTam and TGNCwLimTam are the highest in the formulas (II) and (III) (MAX), the upper limit rotation speed change values TGNCcLimTam and TGNCwLimTam are the upper limit rotation speeds TGNccLimHi (FIG. 12) and the upper limit rotation speeds. Determined as the number TGNCwLimHi (FIG. 14), the rotational speed NC of the compressor 2 is no longer controlled.

As described above, the vehicle is configured by the heat pump controller 32 changing the upper limit rotational speeds TGNCcLimHi (FIG. 12) and TGNCwLimHi (FIG. 14) in controlling the compressor 2 as the outside air temperature Tam becomes lower. Even when the equipment (mounting of the compressor 2, rubber hose, etc.) is hardened at low ambient temperature and the noise due to vibration becomes large, the upper limit rotation speed TGNCcLimHi (Fig. 12) and TGNCwLimHi (Fig. 14) of the compressor 2 are lowered. Therefore, it becomes possible to reduce the generation of noise due to vibration.

And in this case also, in this embodiment, the heat pump controller 32 sets the minimum value NC3 of the upper limit rotational speeds TGNCcLimHi (FIG. 12) and TGNCwLimHi (FIG. 14) in the control of the compressor 2 in the cooperative mode to the minimum value in the single mode. Since the change is made in a direction to raise the value higher than NC2, it is possible to avoid the inconvenience that the capacity of the compressor 2 becomes insufficient, while avoiding the inconvenience that the maximum value NC1 of the upper limit rotation speed increases. You will be able to improve.

As described above, in the cooperative mode (air-conditioning (priority)+battery cooling mode, battery cooling (priority)+air-conditioning mode), the compressor 2 is controlled in comparison with the single mode (cooling mode, battery cooling (single-purpose) mode). Since the upper limit rotational speeds of TGNCcLimHi and TGNCwLimHi are changed so as to increase, the refrigerant evaporates (heat absorption) becomes longer in the air conditioning (priority) + battery cooling mode or battery cooling (priority) + compression in the air conditioning mode. It is possible to avoid the inconvenience that the upper limit rotational speeds TGNCcLimHi and TGNCwLimHi of the control of the machine 2 are increased and the capacity of the compressor 2 becomes insufficient. As a result, it is possible to appropriately cool the battery 55, realize a comfortable air conditioning operation, and improve reliability and marketability.

Further, in the embodiment, the heat pump controller 32 causes the refrigerant-heat medium heat exchanger 64 to absorb the refrigerant in the battery cooling (single) mode, and the heat absorber 9 to absorb the refrigerant in the cooling mode, and the battery cooling (priority)+ In the air conditioning mode and the air conditioning (priority)+battery cooling mode, the refrigerant-heat medium heat exchanger 64 and the heat absorber 9 absorb the heat of the refrigerant, so that the battery 55 of the battery 55 is cooled in the battery cooling (single) mode and the cooling mode. In the battery cooling (priority)+air conditioning mode and in the air conditioning (priority)+battery cooling mode, cooling of the battery 55 can be performed while cooling the battery 55.

Then, in the battery cooling (priority)+air conditioning mode in which the refrigerant absorbs heat (evaporates) in both the refrigerant-heat medium heat exchanger 64 and the heat absorber 9, and in the air conditioning (priority)+battery cooling mode, the compressor 2 is controlled. It is possible to avoid the inconvenience that the upper limit rotational speeds TGNCwLimHi and TGNCcLimHi are raised to the state where the capacity of the compressor 2 becomes insufficient.

In this case, in the embodiment, an electromagnetic valve 69 that controls the flow of the refrigerant to the refrigerant-heat medium heat exchanger 64 and an electromagnetic valve 35 that controls the flow of the refrigerant to the heat absorber 9 are provided, and the heat pump controller 32 is set to the battery. In the cooling (single) mode and the cooling mode, either one of the solenoid valve 69 and the solenoid valve 35 is opened and the other is closed, and in the battery cooling (priority)+air conditioning mode and the air conditioning (priority)+battery cooling mode. Since the solenoid valve 69 and the solenoid valve 35 are opened, the operation modes can be smoothly executed.

Further, in the embodiment, the electromagnetic valve 69 is opened to control the rotation speed of the compressor 2 by the heat medium temperature Tw, and the electromagnetic valve 35 is closed in the battery cooling (single) mode, and the electromagnetic valve 35 is opened to set the heat absorber temperature Te. Since the rotation speed of the compressor 2 is controlled and the cooling mode in which the electromagnetic valve 69 is closed is executed, it is possible to smoothly cool the battery 55 and air-condition the vehicle interior.

In the embodiment, the solenoid valve 69 is opened, the rotation speed of the compressor 2 is controlled by the heat medium temperature Tw, and the solenoid valve 35 is opened/closed by the heat absorber temperature Te. 35 is opened, the rotation speed of the compressor 2 is controlled by the heat absorber temperature Te, and the air conditioning (priority)+battery cooling mode in which the electromagnetic valve 69 is opened/closed is controlled by the heat medium temperature Tw. While cooling the inside of the vehicle while cooling the inside of the vehicle, it is possible to switch between prioritizing the cooling of the battery 55 and giving priority to the air conditioning in the vehicle depending on the situation, thereby effectively cooling the battery 55 and providing a comfortable inside of the vehicle. It becomes possible to realize air conditioning.

(13) Change control of the upper limit rotation speed of the compressor 2 based on the battery temperature Tw As described above, the upper limit rotation speed of the compressor 2 is changed (restricted) by the sound level in the vehicle compartment. When the rotation speed becomes the upper limit rotation speed and the battery temperature Tcell (detected by the battery temperature sensor 77) transmitted from the battery controller 73 does not decrease and becomes higher than the predetermined threshold value Tcell1, the heat pump controller 32 compresses. The upper limit rotation speeds TGNCcLimHi and TGNCwLimHi in the control of the machine 2 are changed to increase. This is particularly effective when controlling the rotation speed of the compressor 2 with the heat medium temperature Tw. Further, in the embodiment, the battery cooling (single) mode, the battery cooling (priority)+air conditioning mode, and the air conditioning (priority)+battery cooling mode are executed.

In this case, the heat pump controller 32 sets the minimum value NC3 and the minimum value NC2 in the above-described control of FIGS. 16 to 21 to the maximum value NC1. That is, when the battery temperature Tcell becomes higher than the threshold value Tcell1, the heat pump controller 32 operates in the compressor 2 in the battery cooling (single) mode, the battery cooling (priority)+air conditioning mode, and the air conditioning (priority)+battery cooling mode. The upper limit rotational speeds TGNCcLimHi and TGNCwLimHi in the control are fixed to the maximum value NC1 without being limited by the sound level in the vehicle interior.

As described above, when the heat pump controller 32 changes the battery temperature Tcell to be higher than the predetermined threshold value Tcell1, the heat pump controller 32 changes in the direction of increasing the upper limit rotation speeds TGNCcLimHi and TGNCwLimHi in controlling the compressor 2, so that the temperature of the battery 55 is increased. As a result, the upper limit rotational speeds TGNCcLimHi and TGNCwLimHi of the control of the compressor 2 can be increased based on the need for cooling.

Even in that case, since the heat pump controller 32 sets the minimum values NC3 and NC2 of the upper limit rotation speeds TGNCcLimHi and TGNCwLimHi in the control of the compressor 2 to the maximum value NC1, the maximum value NC1 rises. While avoiding the above, the battery 55 can be cooled prior to the problem of the drive sound of the compressor 2, and the reliability can be further improved.

(14) Notification of Change in Direction to Increase Upper Limit Rotational Speed of Control of Compressor 2 Further, the control device 11 (air conditioning controller 45) has the operation mode described above in the cooperative mode (battery cooling (priority)+air conditioning). Mode and air-conditioning (priority)+battery cooling mode) is being executed, and the fact that the upper limit rotational speed is being increased by increasing the temperature of the battery temperature Tcell is changed by a predetermined value on the display 53A of the air-conditioning operation unit 53. Display (notify) at the position. This display example is shown in FIG. The uppermost row of FIG. 22 is a state during normal operation (including a first operation mode described later), and for example, a gray square D1 is displayed. The same applies to the battery cooling (single) mode, the cooling mode, the heating mode, the dehumidifying heating mode, and the dehumidifying cooling mode described above. On the other hand, when executing the above-described cooperative mode (battery cooling (priority)+air conditioning mode and air conditioning (priority)+battery cooling mode) or a second operation mode described later, or when the battery temperature Tcell rises, the upper limit rotation speed is changed. If so, the display state is switched to the square D2. In addition, for example, when the eco mode or the like is set by the user, the display state is switched to the square D3.

As described above, when the cooperative mode (battery cooling (priority)+air conditioning mode and air conditioning (priority)+battery cooling mode) or the battery temperature Tcell becomes high, the upper limit rotation speed of the compressor 2 becomes high, so the compressor 2 The actual rotation speed of the compressor 2 also increases, and the noise (driving noise of the compressor 2) increases accordingly. However, in such a case, by displaying (notifying) the display 53A, the upper limit rotation speed of the compressor 2 increases. It is possible to inform the user of the fact that the user is on the road, and to eliminate the inconvenience of giving the user an uncomfortable feeling or anxiety.

Next, FIG. 23 shows a configuration diagram of a vehicle air conditioner 1 of another embodiment to which the present invention is applicable. FIG. 23 shows an example of a vehicle air conditioner 1 including a rear seat heat absorber 101 as an evaporator for cooling the air supplied to the rear portion (rear seat) of the vehicle compartment. In this figure, the same reference numerals as those in FIG. 1 have the same or similar functions.

However, the heat absorber 9 becomes a heat absorber for the front seat for cooling the air supplied to the front part (front seat) in the passenger compartment. Further, although the indoor blower 27, the muffler 5, the strainer 19 and the like are not shown in FIG. 19, it is assumed that they are actually provided at similar positions. Further, in this example, the solenoid valve 20 and the solenoid valve 22 are not provided, and the refrigerant pipe 13B discharged from the supercooling unit 16 is connected to the indoor expansion valve 8 (in this case, a fully-closed electrically-operable Valve). The refrigerant pipe 13D is branched from the refrigerant pipe 13B.

An indoor blower (not shown) is also provided in the air flow passage 3A of the rear seat HVAC unit 10A. Further, a rear seat heat absorber 101 and an auxiliary heater 102 are arranged in the air flow passage 3A, and a refrigerant pipe 13H connected to the refrigerant pipe 13B is connected via an indoor expansion valve 103 for the rear seat (a motor valve that can be fully closed). It is connected to the inlet of the rear seat heat absorber 101. Further, the refrigerant pipe 13L at the outlet of the rear seat heat absorber 101 is connected to the refrigerant pipe 13C via the refrigerant pipe 71.

With such a configuration, the heating mode on the front seat side is the same as in the case of FIG. That is, the refrigerant discharged from the compressor 2 is radiated by the radiator 4, decompressed by the outdoor expansion valve 6, and then absorbed by the outdoor heat exchanger 7. However, the refrigerant discharged from the outdoor heat exchanger 7 will flow to the receiver dryer unit 14, the supercooling unit 16, the refrigerant pipe 13B, the solenoid valve 21, the refrigerant pipe 13C, and the accumulator 12. The cooling mode on the front seat side is also the same as in the case of FIG. However, the outdoor expansion valve 6 is fully opened. That is, the refrigerant discharged from the compressor 2 is radiated by the outdoor heat exchanger 7, decompressed by the indoor expansion valve 8, and then absorbed by the heat absorber 9.

In this embodiment, the electromagnetic valve 21 is closed and the indoor expansion valve 8 is opened so that the refrigerant discharged from the compressor 2 is radiated by the radiator 4 and the indoor expansion valve 8 decompresses the refrigerant, and then the heat absorber 9 is used. By absorbing heat with, the dehumidifying mode on the front seat side is executed.

On the other hand, in the heating mode on the rear seat side, the indoor expansion valve 103 is closed and the auxiliary heater 102 is caused to generate heat. Further, in the cooling mode, the heat generation of the auxiliary heater 102 is stopped, the indoor expansion valve 103 is opened, the pressure of the refrigerant is reduced, and then the rear seat heat absorber 101 absorbs the heat. In addition, in the dehumidification mode, the auxiliary heater 102 is additionally heated. In the case of this embodiment, the heat pump controller 32 thus executes the cooling mode, the heating mode, and the dehumidifying mode for the front part (front seat side) and the rear part (rear seat side) in the passenger compartment.

The heat pump controller 32 also executes the same air conditioning (priority)+battery cooling mode, battery cooling (priority)+air conditioning mode, and battery cooling (single) mode as described above. However, in the air-conditioning (priority)+battery cooling mode and the battery cooling (priority)+air-conditioning mode, the case where the refrigerant absorbs heat (evaporates) by both the heat absorber 9 and the heat absorber 101 for the rear seat is included. Be done.

Further, the heat pump controller 32 basically controls the rotation speed of the compressor 2 by the heat absorber temperature Te and the heat medium temperature Tw as described above, but in this example, the indoor expansion valve 8 and the solenoid valve 69. In the cooling mode only on the rear seat side, in which the rear seat heat absorber 101 absorbs the refrigerant, the rotation speed of the compressor 2 is controlled by the temperature of the rear seat heat absorber 101.

In the case of this embodiment, the electromagnetic valve 69 is closed, the indoor expansion valve 103 is also closed to absorb (evaporate) the refrigerant only by the heat absorber 9, the electromagnetic valve 69 is opened, and the

indoor expansion valves

8 and 103 are opened. The first mode is the mode in which the refrigerant is absorbed by the refrigerant-heat medium heat exchanger 64 alone, and the mode in which the electromagnetic valve 69 is closed and the indoor expansion valve 8 is also closed and the refrigerant is evaporated only by the heat absorber 101 for the rear seat. The operation mode is set, and a state of vaporizing by any two of them is the second operation mode.

The heat pump controller 32 also executes a mode in which the refrigerant is evaporated in all of them, but in that case, a mode in which the refrigerant is absorbed in all of the

heat absorbers

9 and 101 and the refrigerant-heat medium heat exchanger 64 is also used. It shall be included in the second operation mode.

In this case, as shown in FIG. 24, in the second operation mode, the heat pump controller 32 changes to increase the upper limit rotation speed of the compressor 2. That is, in the first operation mode, the upper limit engine speed TGNCcLimHi and the upper limit engine speed TGNCwLimHi are set to NCMaxLo. In that state, when switching to the second operation mode at the timing of time t1 (lower part of FIG. 24 ), the upper limit engine speed TGNCcLimHi and the upper limit engine speed TGNCwLimHi are increased at a predetermined increase rate, and finally NCMaxHi. (The upper part of FIG. 24).

After that, when switching to the first operation mode again at the timing of time t2, the heat pump controller 32 lowers the upper limit rotation speed TGNCcLimHi and the upper limit rotation speed TGNCwLimHi etc. at a predetermined drop rate, and finally returns to NCMaxLo. This makes it possible to avoid the inconvenience that the capacity of the compressor 2 falls short. Further, similarly, since the display 53A notifies that the vehicle is driving with the upper limit rotation speed increased, it is possible to eliminate the discomfort and anxiety of the user.

In the above-described embodiment, 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).

Further, in the embodiment, the heat medium is circulated to control the temperature of the battery 55, but the invention of claim 1 is not limited to this, and the temperature of the refrigerant and the battery 55 (object to be temperature controlled) to be directly heat-exchanged. A heat exchanger for adjustment may be provided. In that case, the battery temperature Tcell becomes the temperature of the target to be cooled by the target heat exchanger for temperature adjustment.

Further, in the embodiment, a vehicle capable of cooling the battery 55 in the battery cooling (priority)+air conditioning mode and the air conditioning (priority)+battery cooling mode for simultaneously cooling the battery 55 and cooling the vehicle interior can cool the vehicle interior. Although the air conditioning apparatus 1 has been described, the cooling of the battery 55 is not limited to during cooling, but other air conditioning operation, for example, the above-described dehumidifying and heating mode and cooling of the battery 55 may be performed at the same time. In that case, 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.

Further, in the first embodiment, 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). However, the indoor expansion valve 8 and the auxiliary expansion valve 68 are fully closed. In the case of a possible motorized valve, the

solenoid valves

35 and 69 are not necessary, 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 a temperature control target. It becomes a valve device (valve device).

Needless to say, the configuration and numerical values of the refrigerant circuit R described in the embodiments are not limited thereto and can be changed without departing from the spirit of the present invention. Further, in the embodiment, 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, and a battery cooling (single) mode is provided. Although the present invention has been described with respect to the vehicle air conditioner 1, the present invention is not limited to this, and it is possible to execute, for example, a battery cooling (single) mode, a cooling mode, a battery cooling (priority)+air conditioning mode, and an air conditioning (priority)+battery cooling mode. The present invention is also effective for the above-described vehicle air conditioner.

Furthermore, in the embodiment, the factors that affect the sound level in the vehicle compartment are set to the air volume of the indoor blower 27, the blowing mode for blowing air into the vehicle compartment, the introduction mode of the air flowing into the air flow passage 3, and the vehicle. Although the volume of the audio device, the vehicle speed, and the outside air temperature are described above, the present invention is not limited thereto, and any one of them or a combination thereof may be used.

1 Vehicle Air Conditioner 2 Compressor 3 Air Flow Path 4 Radiator 6 Outdoor Expansion Valve 7

Outdoor Heat Exchanger

8, 103 Indoor Expansion Valve 9 Heat Absorber (Heat Absorber for Front Seat)
11 control device 32 heat pump controller (constituting a part of control device)
35 Solenoid valve (Valve device for heat absorber)
45 Air-conditioning controller (a part of control device)
48 Heat Sink Temperature Sensor 55 Battery (Target for Temperature Control)
61 Equipment temperature adjusting device 64 Refrigerant-heat medium heat exchanger (heat exchanger for temperature controlled)
68 Auxiliary expansion valve 69 Electromagnetic valve (Valve device for temperature control target)
76 Heat medium temperature sensor 101 Heat absorber for rear seat R Refrigerant circuit

Claims

An electric compressor that compresses the refrigerant,
A heat absorber for absorbing the heat of the refrigerant to cool the air supplied to the vehicle interior,
A heat exchanger for temperature controlled object for cooling the temperature controlled object mounted on the vehicle by absorbing the heat of the refrigerant,
In a vehicle air conditioner that includes at least a control device to air-condition the vehicle interior,
Based on a factor that affects the sound level in the vehicle interior, the control device lowers the upper limit rotational speed in control of the compressor in a lowering direction as the sound level in the vehicle interior decreases to a predetermined maximum value. While changing between the minimum value,
A single mode in which the refrigerant absorbs heat in one of the heat absorber or the heat exchanger for temperature adjustment target,
Having a cooperative mode of absorbing the refrigerant in the heat absorber and the heat exchanger for temperature control target,
An air conditioner for a vehicle, comprising: changing a control upper limit rotation speed of the compressor in the cooperative mode so as to be higher than a control upper limit rotation speed of the compressor in the independent mode.
In the direction in which the control device raises the minimum value of the control upper limit rotation speed of the compressor in the cooperative mode to a value higher than the minimum value of the control upper limit rotation speed of the compressor in the independent mode. The air conditioner for vehicles according to claim 1, which is changed.
The control device, when the temperature of the temperature-controlled object is higher than a predetermined threshold value, changes in a direction of increasing an upper limit rotational speed in control of the compressor. Vehicle air conditioner.
When the temperature of the temperature controlled object is higher than a predetermined threshold value, the control device sets the minimum value of the upper limit rotation speed in the control of the compressor to the maximum value of the upper limit rotation speed. The vehicle air conditioner according to claim 3.
An air flow passage through which the air supplied to the vehicle compartment flows,
An indoor blower for circulating air in the air flow passage,
The factors that affect the level of sound in the vehicle interior are the air volume of the indoor blower, the blowing mode that blows air into the vehicle interior, the introduction mode of air that flows into the air flow passage, and the volume of audio equipment installed in the vehicle. The vehicle air conditioner according to any one of claims 1 to 4, wherein the vehicle air conditioner, the vehicle speed, and the outside air temperature, or a combination thereof or all of them. apparatus.
When the control device changes the upper limit rotation speed of the compressor based on a plurality of factors that affect the sound level in the vehicle interior, the control of the compressor is controlled as the sound level in the vehicle interior decreases. While calculating the upper limit rotation speed change value to be changed in the direction of lowering the upper limit rotation speed for each of the factors,
The highest value among the calculated upper limit rotation speed change values for each factor is set as the upper limit rotation speed for control of the compressor. Vehicle air conditioner.
A heat absorber valve device for controlling the flow of the refrigerant to the heat absorber,
A temperature controlled object valve device for controlling the flow of the refrigerant to the temperature controlled object heat exchanger,
The control device is
The valve device for the temperature controlled object is opened, the rotation speed of the compressor is controlled based on the temperature of the heat exchanger for the temperature controlled object or the object cooled by it, and the valve device for the heat absorber is closed. Temperature control target cooling (single) mode,
An air conditioning (single) mode in which the heat absorber valve device 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 temperature controlled target valve device is closed.
Open the valve device for the temperature controlled object, control the rotation speed of the compressor based on the temperature of the heat exchanger for the temperature controlled object or the object to be cooled by it, is cooled by the heat absorber or it Temperature controlled target cooling (priority)+air conditioning mode for controlling opening/closing of the heat absorber valve device based on the temperature of the target
The heat absorber valve device is opened, the rotation speed of the compressor is controlled based on the temperature of the heat sink or the object cooled by the heat absorber, and the heat exchanger for the temperature-controlled object or the object cooled by it. An air conditioner (priority) for controlling opening/closing of the valve device for temperature control based on temperature+a cooling mode for temperature control;
The single mode is either one of the temperature controlled cooling (single) mode and the air conditioning (single) mode, or both,
2. The cooperative mode is one or both of the temperature controlled cooling (priority)+air conditioning mode and the air conditioning (priority)+temperature controlled cooling mode. 7. The vehicle air conditioner according to claim 6.
The heat absorber for the front seat for absorbing the refrigerant to cool the air supplied to the front part of the vehicle interior,
The heat absorber for the rear seat for cooling the air supplied to the rear portion of the vehicle interior by absorbing the heat of the refrigerant,
The control device is
A first operation mode for evaporating the refrigerant in any one of the heat absorber for the front seat and the heat absorber for the rear seat;
A second operation mode in which the refrigerant is absorbed by the heat absorber for the front seat and the heat absorber for the rear seat,
8. The second operation mode is changed so as to increase an upper limit rotational speed in control of the compressor, as compared with the first operation mode, in the first operation mode. The vehicle air conditioner according to any one of the claims.
The control device includes a predetermined notification device for changing the direction of increasing the upper limit rotation speed in controlling the compressor to notify that the compressor is operating. The air conditioner for a vehicle according to any one of the above.