WO2020129493A1

WO2020129493A1 - Vehicle air-conditioning apparatus

Info

Publication number: WO2020129493A1
Application number: PCT/JP2019/044841
Authority: WO
Inventors: 竜宮腰; 耕平山下; 孝史青木; 雄満山崎; 洪銘張
Original assignee: サンデン・オートモーティブクライメイトシステム株式会社
Priority date: 2018-12-18
Filing date: 2019-11-15
Publication date: 2020-06-25
Also published as: CN113165481A; DE112019006280T5; JP2020097320A

Abstract

[Problem] To provide a vehicle air-conditioning apparatus capable of preventing the temperature of a temperature-controlled object from rising excessively. [Solution] This vehicle air-conditioning apparatus is provided with a compressor 2, a heat absorber 9, a solenoid valve 35, a refrigerant-heat medium heat exchanger 64, and a solenoid valve 69. A control device has an air conditioning (priority) plus battery cooling mode in which an operation of the compressor 2 is controlled on the basis of the temperature of the heat absorber, and the solenoid valve 69 is controlled to be opened or closed on the basis of a heat medium temperature Tw. In the air conditioning (priority) plus battery cooling mode, when the temperature of a battery 55 is equal to or higher than a predetermined upper limit value TcellUL1, or becomes higher than the predetermined upper limit value TcellUL1, the solenoid valve 69 is fixed in an open state.

Description

Vehicle air conditioner

The present invention relates to a heat pump type air conditioner that air-conditions the interior of a vehicle, and in particular, relates to an apparatus capable of cooling a temperature-controlled object such as a battery mounted in the 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 become popular. Then, as an air conditioner that can be applied to such a vehicle, a compressor, a radiator, a heat absorber, and an outdoor heat exchanger are provided with a refrigerant circuit, and refrigerant discharged from the compressor is provided. The radiator dissipates heat, and the refrigerant dissipated in this radiator absorbs heat in the outdoor heat exchanger to heat it. The refrigerant discharged from the compressor is dissipated in the outdoor heat exchanger and evaporated in the heat absorber (evaporator). An air conditioner has been developed to cool the interior of the vehicle by absorbing heat and cooling the air (for example, see Patent Document 1).

On the other hand, for example, if the battery is charged and discharged in an environment where the temperature is high due to self-heating due to charging and discharging, deterioration will progress, and eventually there is a risk of malfunction and damage. Therefore, a heat exchanger for the battery (heat exchanger for temperature adjustment) is separately provided in the refrigerant circuit, and the refrigerant circulating in the refrigerant circuit and the refrigerant for the battery (heat medium) are used as the heat exchanger for temperature adjustment. There has also been developed a device in which the battery can be cooled by exchanging heat in the battery and circulating the heat medium that has undergone the heat exchange in the battery (see, for example, Patent Documents 2 and 3).

JP, 2014-213765, A Japanese Patent No. 5860360 Japanese Patent No. 5860361

When cooling the battery as described above, for example, when the flow of the refrigerant to the heat exchanger for temperature adjustment is controlled by the temperature of the heat medium, there is a time lag before the temperature of the battery is reflected in the heat medium. Therefore, although the temperature of the battery is rising, a state occurs in which the refrigerant does not flow into the heat exchanger for temperature adjustment. Further, for example, when the compressor is controlled by the temperature of the heat absorber and the battery is cooled while the air conditioning of the vehicle compartment is performed, the cooling of the battery depends on the temperature control of the heat absorber. A state occurs in which the compressor is operated at a low capacity (rotation speed) even though it is rising. In any case, the battery temperature rises excessively, so improvement has been desired.

The present invention has been made to solve the conventional technical problems, and provides a vehicle air conditioner capable of avoiding the disadvantage that the temperature of a temperature-controlled object rises excessively. The purpose is to provide.

The vehicle air conditioner of the present invention is provided with at least a compressor that compresses a refrigerant, a heat absorber that absorbs the refrigerant and cools the air that is supplied to the vehicle interior, and a controller to air-condition the vehicle interior. That is, the heat absorber valve device for controlling the flow of the refrigerant to the heat absorber, the object to be temperature-controlled directly by absorbing the refrigerant, or for the temperature-controlled object for cooling via the heat medium. A heat exchanger and a temperature-controlled valve device for controlling the flow of the refrigerant to the temperature-controlled heat exchanger are provided, and the control device operates the compressor based on the temperature of the heat absorber. It has an air conditioning + temperature controlled target cooling mode that controls and opens/closes the temperature controlled target heat exchanger or the temperature controlled target valve device based on the temperature of the heat medium. In the target cooling mode, when the temperature of the temperature control target is equal to or higher than the predetermined upper limit value TcellUL1, or is higher than the upper limit value TcellUL1, fix the valve device for temperature control target in the open state. Is characterized by.

A vehicle air conditioner according to a second aspect of the present invention is the vehicle air conditioner according to the above aspect, wherein the control device is in an air conditioning+target temperature controlled cooling mode, when the temperature of the target temperature controlled is equal to or lower than a predetermined open fixation release value, or When the value is lower than the open/fixed release value, the valve device for the temperature-controlled object is returned to the state of opening/closing control.

The vehicle air conditioner according to a third aspect of the present invention is the vehicle air conditioner according to each of the above aspects, in which the control device includes a predetermined notification device, and in the air conditioning+target temperature control target cooling mode, the target temperature control target temperature is controlled by the temperature control target temperature. When the valve device is fixed in the open state, the notification device performs a predetermined air conditioning capacity decrease notification operation.

In the vehicle air conditioner according to a fourth aspect of the present invention, in the above invention, the control device adds a predetermined margin to the target temperature when the temperature of the heat absorber is higher than the target temperature. When the value is higher than the value, the air-conditioning capacity drop notification operation is executed.

In the vehicle air conditioner according to a fifth aspect of the present invention, in each of the above inventions, the control device fixes the temperature-controlled object valve device in an open state and closes the heat absorber valve device to perform heat-controlled object heat exchange. It has a temperature controlled cooling (single) mode that controls the operation of the compressor based on the temperature of the air conditioner or heat medium, and in the air conditioning + temperature controlled cooling mode, the temperature of the temperature controlled target is the upper limit value. When it becomes more than another upper limit value TcellUL2 which is higher than TcellUL1, or when it becomes higher than the upper limit value TcellUL2, it is characterized by shifting to the temperature controlled cooling (single) mode.

In the vehicle air conditioner according to a sixth aspect of the present invention, in the above invention, the control device causes the temperature of the temperature-controlled object to fall below a predetermined independent cooling release value after shifting to the temperature-controlled target cooling (single) mode. When it does, or when it falls below the independent cooling release value, it is characterized in that it shifts to the air conditioning + temperature controlled cooling mode.

A vehicle air conditioner according to a seventh aspect of the present invention is the vehicle air conditioning device according to the fifth or sixth aspect, wherein the control device includes a predetermined notification device, and in the air conditioning+controlled temperature control target cooling mode, the temperature of the controlled temperature control target. When the temperature controlled target cooling (single) mode is shifted by, the alarm device executes a predetermined air conditioning stop notification operation.

ADVANTAGE OF THE INVENTION According to this invention, the compressor which compresses a refrigerant|coolant, the heat absorber for absorbing the refrigerant|coolant and cooling the air supplied to a vehicle interior, and the air conditioning apparatus for vehicles which air-conditions a vehicle interior at least provided with a control apparatus. In the heat absorber valve device for controlling the flow of the refrigerant to the heat absorber, the heat-controlled object heat exchange for cooling the heat-controlled object directly by absorbing heat of the refrigerant, or via the heat medium. 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, the control device controls the operation of the compressor based on the temperature of the heat absorber. Since there is an air conditioning + temperature controlled target cooling mode in which the temperature controlled target heat exchanger or the temperature control target valve device is opened/closed based on the temperature of the heat medium, the compressor is controlled by the temperature of the heat absorber. While controlling the air conditioning of the vehicle interior, the heat exchanger for the temperature controlled object or the refrigerant flow to the heat exchanger for the temperature controlled object is controlled by the temperature of the heat medium to control the temperature of the temperature controlled object. Cooling can also be performed.

At this time, if the temperature of the temperature-controlled object becomes equal to or higher than a predetermined upper limit value TcellUL1 in the air conditioning + temperature-controlled target cooling mode, or if the temperature is higher than the upper limit value TcellUL1, the control target object is controlled. Since the valve device is fixed in the open state, the temperature of the temperature-controlled object becomes equal to or higher than the upper limit value TcellUL1 or becomes higher than the upper limit value TcellUL1 to supply the refrigerant to the temperature-controlled object heat exchanger. It is possible to change the control of the valve device for temperature control so that it always flows, and to quickly reduce the temperature of the temperature control target. As a result, it is possible to avoid the disadvantage that the temperature of the temperature-controlled object rises excessively, prevent deterioration of the temperature-controlled object, and extend its life.

Then, when the temperature of the temperature controlled object becomes equal to or lower than a predetermined open fixation release value in the air conditioning+object temperature control target cooling mode, or the control device according to the invention of claim 2 If the temperature of the temperature-controlled object falls back to a state in which the temperature-controlled valve device is controlled to open and close, the temperature of the temperature-controlled object has dropped below a predetermined open fixation release value, or By the decrease, it becomes possible to return the control of the valve device for temperature control to the normal state without any trouble.

According to the invention of claim 3, in addition to each of the above inventions, the control device is provided with a predetermined notification device, and in the air conditioning+target temperature controlled cooling mode, the temperature controlled target temperature control target When the valve device is fixed in the open state, the notification device executes the predetermined air conditioning capacity decrease notification operation, so that the temperature of the temperature-controlled object becomes the upper limit value TcellUL1 or higher, or the upper limit value TcellUL1. By increasing the temperature and fixing the valve device for temperature control in the open state, it becomes possible to notify the occupant that the air conditioning capacity is reduced. As a result, the occupant can recognize that the air conditioning capacity has not deteriorated due to a failure.

In this case, when the temperature of the heat absorber is higher than the target temperature, or when the temperature of the heat absorber is higher than a value obtained by adding a predetermined margin to the target temperature, If the air-conditioning capacity drop notification operation is executed, the air-conditioning capacity drop notification operation is executed only when the air-conditioning capacity actually drops, and it is possible to avoid the inconvenience of giving the passenger an uncomfortable feeling. ..

Further, in the control device according to the invention of claim 5, the valve device for temperature control is fixed in an open state, and the valve device for heat absorber is closed to control the temperature of the heat exchanger for temperature control or the temperature of the heat medium. A controlled temperature controlled cooling (single) mode for controlling the operation of the compressor based on is set, and in the air conditioning+controlled cooling mode, another upper limit value TcellUL2 in which the temperature of the controlled temperature target is higher than the upper limit value TcellUL1 When it becomes the above or when it becomes higher than the upper limit value TcellUL2, if the control device shifts to the temperature controlled cooling (independent) mode, the temperature controlled valve device is in the open state. Even if it is fixed to, if the temperature of the temperature controlled object further rises to the upper limit value TcellUL2 or more, or if it becomes higher than the upper limit value TcellUL2, the air conditioning in the vehicle compartment is stopped and all the refrigerants are used. Thus, it becomes possible to cool the temperature controlled object. As a result, it becomes possible to strongly cool the temperature-controlled object and quickly reduce it to a safe temperature range.

When the control device shifts to the temperature-controlled target cooling (single) mode and then the temperature of the temperature-controlled target falls below a predetermined single cooling release value, or the single cooling is performed. If the temperature falls below the release value, the temperature of the temperature controlled object has dropped below a predetermined independent cooling release value or the independent cooling release value can be set by shifting to the air conditioning + controlled temperature cooling mode. By further reducing the temperature, air conditioning in the vehicle interior can be restarted without any trouble, and cooling of the temperature-controlled object can be continued without any trouble.

Further, according to the invention of claim 7, in addition to the invention of claim 5 or claim 6, the control device is provided with a predetermined notification device, and in the air conditioning + temperature controlled target cooling mode, the temperature controlled target temperature. When the temperature control target cooling (single) mode is changed by the above, the notification device executes a predetermined air conditioning stop notification operation, so the temperature of the temperature control target becomes equal to or higher than the upper limit value TcellUL2, or When the temperature becomes higher than the upper limit value TcellUL2 and shifts to the temperature-controlled cooling (single) mode, it becomes possible to notify the occupant that the air conditioning in the vehicle compartment has been stopped. This allows the occupant to recognize that the air conditioning in the vehicle compartment has not stopped due to a failure.

It is a block diagram of the air conditioning apparatus for vehicles of one Embodiment to which this invention is applied. 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 air conditioning apparatus for vehicles explaining the dehumidification 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 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 vehicle air conditioner 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 the ALARM state and the ALARM cancellation|release state by the heat pump controller of the control apparatus of FIG. It is a figure explaining the control of the ALARM state and the ALARM cancellation|release state in air conditioning (priority) + battery cooling mode by the heat pump controller of the control apparatus of FIG. It is a figure explaining another control of the ALARM state and the ALARM cancellation|release state in air conditioning (priority) + battery cooling mode by the heat pump controller of the control apparatus of FIG. It is a figure explaining the control which transfers to the battery cooling (single) mode from an air conditioning (priority) + battery cooling mode based on battery temperature by the heat pump controller of the control apparatus 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 of an embodiment of the present invention. A vehicle of an embodiment to which the present invention is applied is an electric vehicle (EV) in which an engine (internal combustion engine) is not mounted, and electric power charged in a battery 55 mounted in the vehicle is used as a traveling motor (electric motor). (Not shown) to drive and run, and the compressor 2 described later of the vehicle air conditioner 1 of the present invention 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 battery cooling (single) mode is an embodiment of the temperature controlled target cooling (single) mode in the present invention, and the air conditioning (priority)+battery cooling mode is the air conditioning + temperature controlled target cooling mode in the present invention. For example.

The present invention is effective not only for electric vehicles but also for so-called hybrid vehicles that use an engine and a driving 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 or normal charger). 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 according to the present invention. In the following embodiments, the battery 55 will be described as an example.

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 a vehicle interior. The high-temperature and high-pressure refrigerant discharged from the compressor 2 is provided in the air flow passage 3 of the HVAC unit 10 through which air is ventilated and circulated, flows through the muffler 5 and the refrigerant pipe 13G, and radiates this refrigerant into the vehicle interior. A radiator 4 for releasing (heat of the refrigerant), an outdoor expansion valve 6 including an electric valve (electronic expansion valve) for decompressing and expanding the refrigerant during heating, and a radiator for radiating the refrigerant during cooling, Occasionally, an indoor heat exchanger 7 that exchanges heat between the refrigerant and the outside air to function as an evaporator that absorbs the heat of the refrigerant (absorbs heat in the refrigerant), and an indoor expansion that includes a mechanical expansion valve that expands the refrigerant under reduced pressure. The valve 8 and the heat absorber 9 that is provided in the air flow passage 3 to evaporate the refrigerant during cooling and dehumidification to allow the refrigerant to absorb heat from the inside and outside of the vehicle (the heat is absorbed by the refrigerant), the accumulator 12 and the like are the refrigerant. A refrigerant circuit R is formed by sequentially connecting the pipes 13.

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 a 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 even 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 refrigerant downstream side, and the refrigerant pipe 13A on the refrigerant outlet side of the outdoor heat exchanger 7 is used when the refrigerant flows to the heat absorber 9. The refrigerant pipe 13B on the outlet side of the supercooling unit 16 is connected to the receiver dryer unit 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 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. Further, the check valve 18 is configured such that the direction of the indoor expansion valve 8 is the forward direction.

Further, 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 opening/closing valve opened during heating. It is connected to the refrigerant pipe 13C on the refrigerant outlet side of the heat absorber 9 so as to communicate therewith. 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 pipe 13K on the refrigerant suction side of the compressor 2.

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

refrigerant pipes

13J and 13F before the outdoor expansion valve 6 (refrigerant upstream side). One of the branched and branched refrigerant pipes 13J is connected to the refrigerant inlet side of the outdoor heat exchanger 7 via the outdoor expansion valve 6. The other branched refrigerant pipe 13F is connected to the refrigerant downstream side of the check valve 18 and the refrigerant upstream side of the indoor expansion valve 8 via an electromagnetic valve 22 (for dehumidification) as an opening/closing valve that is opened during dehumidification. It is 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, the air flow passage 3 on the air upstream side of the heat absorber 9 is formed with respective intake ports of an outside air intake port and an inside air intake port (represented by the intake port 25 in FIG. 1). A suction 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 compartment and the outside air (outside air introduction) which is the air outside the vehicle compartment. 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.

The intake switching damper 26 of the embodiment opens and closes the outside air intake port and the inside air intake port of the intake port 25 at an arbitrary ratio to remove the air (outside air and inside air) flowing into the heat absorber 9 of the air flow passage 3. It is configured so that the ratio of inside air can be adjusted between 0 and 100% (the ratio of outside air can also be adjusted between 100% and 0%).

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 blower outlet switching dampers 31 for controlling the blowout of air from 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 adjustment target, 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 heating 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 embodiment, water is used as the heat medium. The heat medium heating heater 63 is composed of an electric heater such as a PTC heater. Further, it is assumed that 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, for example.

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 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 is heated there, 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 the later-described refrigerant channel 64B of the refrigerant-heat medium heat exchanger 64, and adjusts the degree of superheat of the refrigerant in the refrigerant channel 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 the 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 13K through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12.

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, which 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/received to/from the vehicle controller 72, the battery controller 73, and the GPS navigation device 74 via these.

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. A sensor 34, an 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 an inside air temperature sensor 37 that detects the temperature of the air (inside air) in the vehicle compartment. An inside air humidity sensor 38 that detects the humidity of the air in the vehicle compartment, an indoor CO ₂ concentration sensor 39 that detects the carbon dioxide concentration in the vehicle interior, and an outlet temperature sensor 41 that detects the temperature of the air blown into the vehicle interior. A photo sensor type solar radiation sensor 51 for detecting the amount of solar radiation into the vehicle interior, outputs of the vehicle speed sensor 52 for detecting the moving speed (vehicle speed) of the vehicle, set temperature in the vehicle interior 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. Incidentally, 53A in the figure is a display as an informing device provided in 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 radiates 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 that detects 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 an outdoor heat exchanger temperature sensor 49 for detecting TXO) and 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 heating heater 63 that form 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 passage 64A of the refrigerant-heat medium heat exchanger 64 of the device temperature adjusting device 61 (heat medium temperature Tw: heat exchanger to be temperature controlled). The output of the heat medium temperature sensor 76 that detects the temperature of the object to be cooled by the battery is connected to the output of the battery temperature sensor 77 that detects the temperature of the battery 55 (the temperature of the battery 55 itself: the battery temperature Tcell). Then, in the embodiment, the remaining amount of the battery 55 (charge storage amount), information regarding charging of the battery 55 (information indicating that charging is being performed, charging completion time, remaining charging time, etc.), the heat medium temperature Tw, and the battery temperature Tcell are It is transmitted from the battery controller 73 to the air conditioning controller 45 and the vehicle controller 72 via the vehicle communication bus 65. The information regarding the 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 described later.

The heat pump controller 32 and the air conditioning controller 45 send and receive data to and from each other via the vehicle communication bus 65, and control each device based on the output of each sensor and the setting input by the air conditioning operation unit 53. In the embodiment in this case, the outside air temperature sensor 33, the outside air humidity sensor 34, the HVAC intake temperature sensor 36, the inside air temperature sensor 37, the inside air humidity sensor 38, the indoor CO ₂ concentration sensor 39, the blowout 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, the information from the GPS navigation device 74, and the output of the air conditioning operation unit 53 are transmitted from the air conditioning controller 45 to the heat pump controller 32 via the vehicle communication bus 65, and the heat pump It is configured to be used for control by the controller 32.

The heat pump controller 32 also transmits data (information) regarding the control of the refrigerant circuit R to the air conditioning controller 45 via the vehicle communication bus 65. The 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 (the air conditioning controller 45, the heat pump controller 32) controls the heating mode, the dehumidification heating mode, the dehumidification cooling mode, the cooling mode, and 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 operating unit 53 is turned on. However, it is executed even when the ignition is OFF during remote operation (pre-air conditioning, etc.). Further, even if 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 (such as when traveling at a high outside temperature) other than during charging of the battery 55.

In addition, 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. 4 to 10. 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 refrigerant liquefied 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 that is 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 of sucking the gas refrigerant 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 air blown into the vehicle interior (a target value of the temperature of 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 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 the 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 that is ventilated by traveling or by the outdoor blower 15 (heat absorption). 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 and the solenoid valve 21, enters the accumulator 12 via this 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 through the electromagnetic valve 35, and evaporates. At this time, the water in the air blown from the indoor blower 27 is condensed and attached 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 to 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. Number, or controls the number of revolutions 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 pressure Pci and the heat absorber temperature Te, whichever has the lower target compressor rotation 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 by the radiator 4 (heating capacity) is insufficient with respect to the heating capacity required also in the dehumidifying and heating mode, the heat pump controller 32 complements 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 air, and is condensed and liquefied.

The refrigerant exiting the radiator 4 reaches the outdoor expansion valve 6 via the

refrigerant pipes

13E and 13J, and then passes through the outdoor expansion valve 6 controlled to open more (a 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 electromagnetic 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 circulated by being sucked into the compressor 2 from the refrigerant pipe 13K via the refrigerant pipe 13C. 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, the dehumidifying and cooling of the vehicle interior is 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), by controlling the valve opening of the outdoor expansion valve 6 so that the radiator pressure Pci becomes the target radiator pressure PCO, the reheat amount required by the radiator 4 (reheating) 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 Next, the cooling mode will be described with reference to FIG. 7. 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 airflow passage 3 is ventilated through the radiator 4, since the proportion thereof is small (only for reheating (reheating) during cooling), it almost only passes through here, and the radiator 4 The discharged refrigerant reaches the refrigerant pipe 13J through the refrigerant pipe 13E. At this time, since the electromagnetic valve 20 is opened, the refrigerant passes through the electromagnetic valve 20 and flows into the outdoor heat exchanger 7 as it is, and is cooled by the traveling air or 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 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 (air conditioning + 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 each of 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. Incidentally, the auxiliary heater 23 is not energized in this operation mode. Also, 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 split 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 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 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 flow path 64B repeats the circulation in which the refrigerant is sucked into the compressor 2 from the refrigerant pipe 13K through the refrigerant pipe 71, the refrigerant pipe 13C and the accumulator 12 in sequence (indicated 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 is there. The heat medium exchanges heat with the refrigerant that evaporates in 64B and absorbs heat to cool the heat medium. 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. 8 ).

In this air conditioning (priority)+battery cooling mode, the heat pump controller 32 maintains the electromagnetic valve 35 in an 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/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 object solenoid 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 closes the solenoid valve 69. When the heat medium temperature Tw becomes high due to heat generation of the battery 55 and rises to the upper limit value TwUL (when it exceeds the upper limit value TwUL or becomes equal to or higher than the upper limit value TwUL. The same applies hereinafter), the solenoid valve 69 is turned on. Open (instruction to open solenoid valve 69). As a result, the refrigerant flows into the refrigerant channel 64B of the refrigerant-heat medium heat exchanger 64 and evaporates to cool the heat medium flowing through the heat medium channel 64A, so that the battery 55 is cooled by the cooled heat medium. To be done.

After that, when the heat medium temperature Tw falls to the lower limit value TwLL (when it falls below the lower limit value TwLL or becomes equal to or lower than the lower limit value TwLL. The same applies hereinafter), the solenoid valve 69 is closed (the solenoid valve 69 closing instruction). ). 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 prioritizing the cooling of the vehicle compartment, and the battery 55 is cooled.

(6) Switching of air conditioning operation The heat pump controller 32 calculates the above-mentioned target outlet temperature TAO from the following formula (I). This 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 in the vehicle compartment 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 to be performed 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 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 startup, 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 a battery cooling request from the battery controller 73. In this case, the battery controller 73 outputs a battery cooling request and sends 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 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, if 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 keeps the electromagnetic valve 69 open, 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 rotational 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 is input with the heat absorber temperature Te detected by the heat absorber temperature sensor 48 and a predetermined target heat absorber temperature TEO as a target value of the heat absorber temperature Te. Then, the heat absorber electromagnetic valve control unit 95 sets the upper limit value TeUL and the lower limit value TeLL with a predetermined temperature difference above and below the target heat absorber temperature TEO, and sets the heat absorber temperature from the state in which the solenoid valve 35 is closed. When Te increases and rises to the upper limit value TeUL (when it exceeds the upper limit value TeUL or when it becomes equal to or higher than TeUL. The same applies hereinafter), 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 to cool the air flowing through the air flow passage 3.

After that, when the heat absorber temperature Te decreases to the lower limit value TeLL (when it falls below the lower limit value TeLL or becomes equal to or lower than the lower limit value TeLL. The same applies hereinafter), the solenoid valve 35 is closed (the solenoid valve 35 closing instruction). ). Thereafter, such opening/closing of the electromagnetic valve 35 is repeated to give priority to the cooling of the battery 55, and the heat absorber temperature Te is controlled to the target heat absorber temperature TEO to cool the vehicle interior.

(8) Battery cooling (independent) mode (controlled cooling target (independent) mode)
Next, regardless of whether the ignition is ON or OFF, when the air conditioning switch of the air conditioning operation unit 53 is OFF, the charging plug of the quick charger is connected, and the battery 55 is charged, the battery cooling request is issued. 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 (eg, when traveling at a high outside air temperature) other than during charging of the battery 55. The heat pump controller 32 may shift from the air conditioning (priority)+battery cooling mode to this battery cooling (single) mode, which will be described in detail later.

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, flows into the outdoor heat exchanger 7 as it is, and is cooled by air 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 repeats the circulation in which the refrigerant is sucked into the compressor 2 from the refrigerant pipe 13K through the refrigerant pipe 71, the refrigerant pipe 13C and the accumulator 12 in sequence (shown by a solid arrow in FIG. 9).

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 is 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 circulated by being sucked into the circulation pump 62 (indicated by a dashed arrow in FIG. 9 ).

Even in this battery cooling (single) mode, the heat pump controller 32 cools the battery 55 by controlling the rotation speed of the compressor 2 as described later based on the heat medium temperature Tw detected by the heat medium temperature sensor 76.

(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 outside 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 a 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 during non-frosting and the difference ΔTXO is increased 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 frost flag is set and the air conditioning switch of the air conditioning operation unit 53 is turned off, the charging plug of the quick charger is connected and the battery 55 is charged, the heat pump controller 32 The defrosting mode of the outdoor heat exchanger 7 is executed as follows.

In this defrosting mode, the heat pump controller 32 puts the refrigerant circuit R into the heating mode described above and fully opens the outdoor expansion valve 6. Then, the compressor 2 is operated, the high-temperature refrigerant discharged from the compressor 2 is caused to flow into the outdoor heat exchanger 7 via the radiator 4 and the outdoor expansion valve 6, and the frost formation on the outdoor heat exchanger 7 is prevented. Thaw (Figure 10). 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 and energizes 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 and its temperature rises, and then reaches the battery 55 and exchanges heat with the battery 55. Thereby, the battery 55 is heated, and the heat medium after heating the battery 55 is sucked into the circulation pump 62 and repeats circulation.

In this 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 Compressor 2 by Heat Pump Controller 32 Further, the heat pump controller 32 is based on the radiator pressure Pci in the heating mode, and the target rotation speed of the compressor 2 (compressor target rotation speed) is shown in the control block diagram of FIG. The TGNCh is calculated, and in the dehumidifying cooling mode, the cooling mode, and the air conditioning (priority)+battery cooling mode, the target rotation speed of the compressor 2 (compressor target rotation speed) based on the heat absorber temperature Te according to the control block diagram of FIG. Calculate TGNCc. In the dehumidifying and heating mode, the lower direction of the compressor target speed TGNCh and the compressor target speed TGNc is selected. In the battery cooling (priority)+air conditioning mode and the battery cooling (single) mode, the target rotation speed (compressor target rotation speed) TGNCw of the compressor 2 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 operation amount TGNChff of the compressor target rotation speed is calculated.
To calculate.

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

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

In the limit setting unit 83, the control lower limit speed ECNpdLimLo and the upper limit speed ECNpdLimHi are set to TGNCh0, and then the compressor OFF control unit 84 is used to determine the target compressor speed TGNCh. That is, the rotation speed of the compressor 2 is limited to the upper limit rotation speed ECNpdLimHi or lower. 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.

The compressor OFF control unit 84 determines that the compressor target rotation speed TGNCh becomes 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 up to the upper limit value PUL (a state of exceeding the upper limit value PUL or a state of becoming equal to or more than the upper limit value PUL. The same applies hereinafter) continues for a predetermined time th1, the compressor 2 is stopped and compression is performed. The machine enters the ON-OFF mode, which controls the ON-OFF of the machine 2.

In the ON-OFF mode of the compressor 2, when the radiator pressure Pci drops to the lower limit value PLL (when it falls below the lower limit value PLL or becomes less than or equal to the lower limit value PLL. The same applies hereinafter), the compressor 2 is started to operate the compressor target rotation speed TGNCh as the lower limit rotation speed ECNpdLimLo, and when the radiator pressure Pci rises to the upper limit value PUL in that state, 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, the 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 flow amount 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. Input to 89.

In the limit setting unit 89, the lower limit speed TGNCcLimLo for control and the upper limit speed TGNCcLimHi are set to TGNCc0, and then the compressor OFF control unit 91 is used to determine the target compressor 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.

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 has decreased to the predetermined time tc1 continues for a predetermined time tc1, 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 value 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, after the heat absorber temperature Te rises to the upper limit TeUL and the compressor 2 is started, if the heat absorber temperature Te does not become lower than the upper limit TeUL for a predetermined time tc2, 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). Controller 73), battery temperature Tcell (transmitted from battery controller 73), and target heat medium temperature TWO, which is a target value of heat medium temperature Tw, based on the F/F operation of the compressor target rotation speed. Calculate the amount TGNCcwff.

Further, the F/B manipulated variable calculation unit 93 performs a PID calculation or a PI calculation based on the target heat medium temperature TWO and the heat medium temperature Tw (transmitted from the battery controller 73) to determine the F/B manipulated variable 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 rotational speed TGNCwLimLo and the upper limit rotational speed TGNCwLimHi in control are set to TGNCw0, and then the compressor OFF control unit 97 is used to determine the target compressor rotational speed TGNCw. Therefore, the rotation speed of the compressor 2 is limited to the upper limit rotation speed TGNCwLimHi or lower. 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 compressor target 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.

It should be noted that the compressor OFF control unit 97 determines that the compressor target rotation speed TGNCw is 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 decreased to the predetermined time tw1 continues for a predetermined time tw1, 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 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, when 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) Excessive rise prevention control of the battery temperature Tcell by the heat pump controller 32 Next, the excess rise prevention control of the battery temperature Tcell executed by the heat pump controller 32 will be described with reference to FIGS. 16 to 19. As described above, this control is, for example, control performed when the vehicle is traveling and the air conditioning (priority)+battery cooling mode is being executed.

In the air-conditioning (priority)+battery cooling mode (air-conditioning+controlled cooling mode), the solenoid valve 69 is controlled to open/close at the heat medium temperature Tw as described above so that the refrigerant flows to the refrigerant/heat medium heat exchanger 64. Although controlled, there is a time lag until the temperature of the battery 55 (battery temperature Tcell) is reflected in the heat medium (heat medium temperature Tw). Therefore, for example, even if the output of the traveling motor becomes high, the discharge amount from the battery 55 also rises, and the battery temperature Tcell rises, the heat medium temperature Tw does not rise to the above-described upper limit value TwUL (FIG. 13). The solenoid valve 69 is not opened, and a state occurs in which the refrigerant does not flow to the refrigerant-heat medium heat exchanger 64.

Further, in the air conditioning (priority)+battery cooling mode, the rotation speed of the compressor 2 is controlled by the heat absorber temperature Te and the target heat absorber temperature TEO as shown in FIG. Will be subject to temperature control. Therefore, even if the battery temperature Tcell is rising, there is a risk that the temperature of the battery 55 will rise excessively if the rotation speed of the compressor 2 continues to be low.

Therefore, when the heat pump controller 32 sets a predetermined lower limit value TcellLL of the battery temperature Tcell and a predetermined upper limit value TcellUL1 (TcellLL<TcellUL1), and the battery temperature Tcell transmitted from the battery controller 73 becomes equal to or higher than the upper limit value TcellUL1. Alternatively, when the battery temperature Tcell becomes higher than the upper limit value TcellUL1, the battery 55 is brought into the ALARM state as shown in FIG. 16, and when the battery temperature Tcell drops below the lower limit value TcellLL, or the battery temperature Tcell becomes the lower limit. When it is lower than the value TcellLL, the operation of canceling the ALARM state is executed. The temperature range equal to or lower than the lower limit value TcellLL or lower than the lower limit value TcellLL is a safe temperature range of the battery 55.

Then, as shown in FIG. 17, when the solenoid valve 69 is closed in the air conditioning (priority)+battery cooling mode, the battery temperature Tcell rises and becomes equal to or higher than the upper limit value TcellUL1 at time t1 in the figure, or When the battery temperature Tcell becomes higher than the upper limit value TcellUL1, the solenoid valve 69 is opened in the ALARM state, and thereafter, the solenoid valve 69 is fixed in the open state regardless of the heat medium temperature Tw.

Further, as shown in FIG. 18, when the solenoid valve 69 is opened in the air conditioning (priority)+battery cooling mode, the battery temperature Tcell rises and becomes equal to or higher than the upper limit value TcellUL1 at time t1, or the battery temperature Tcell. Is higher than the upper limit value TcellUL1, the state is set to the ALARM state, the electromagnetic valve 69 is maintained in the open state, and thereafter, the electromagnetic valve 69 is fixed in the open state regardless of the heat medium temperature Tw.

Further, when the heat pump controller 32 brings the battery temperature Tcell to the upper limit value TcellUL1 or more or becomes higher than the upper limit value TcellUL1, the battery 55 is in the ALARM state and the solenoid valve 69 is fixed to the open state. The effect is notified to the air conditioning controller 45. When the air conditioning controller 45 receives the notification indicating that the ALARM state is set from the heat pump controller 32, the heat absorber temperature Te becomes higher than the target heat absorber temperature TEO (Te>TEO) or the target heat absorber temperature in the embodiment. On condition that the value has become higher than the value obtained by adding a predetermined margin α to TEO (Te>TEO+α), the battery temperature Tcell on the display 53A of the air conditioning operation unit 53 increases, so that the air conditioning capacity (cooling capacity) in the vehicle interior is increased. ) Is reduced by a predetermined display (air-conditioning capacity deterioration notification operation).

In this way, if the solenoid valve 69 is fixed in the open state, the refrigerant always flows through the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64 as long as the compressor 2 is operated. Therefore, normally, the battery temperature Tcell rapidly decreases. Then, as shown in each drawing, thereafter, when the battery temperature Tcell falls below the lower limit value TcellLL at time t2 or when the battery temperature Tcell falls below the lower limit value TcellLL, the heat pump controller 32 releases the ALARM state, and thereafter. Returns to the state in which the solenoid valve 69 is controlled to open/close at the heat medium temperature Tw. That is, in the embodiment, this lower limit value TcellLL becomes the open fixation releasing value in the present invention. The open fixation release value is not limited to the lower limit value TcellLL, and the upper limit value TcellUL1 may be used as the open fixation release value. However, when the battery temperature Tcell is equal to or higher than the upper limit value TcellUL1 and the electromagnetic valve 69 is kept open as the ALARM state, the solenoid valve 69 is fixed to be open when the battery temperature Tcell is lower than the upper limit value TcellUL1. When the battery temperature Tcell is released and the electromagnetic valve 69 is maintained in the open state as the ALARM state when the battery temperature Tcell becomes higher than the upper limit value TcellUL1, when the battery temperature Tcell falls below the upper limit value TcellUL1 or falls below it. The open fixation of the solenoid valve 69 is released.

Further, when the heat pump controller 32 releases the ALARM state of the battery 55 due to the battery temperature Tcell dropping below the lower limit value TcellLL or the battery temperature Tcell dropping below the lower limit value TcellLL, to that effect the air conditioning controller 45 is notified. Notice. When the air conditioning controller 45 receives the notification that the ALARM state has been released from the heat pump controller 32, when the display 53A of the air conditioning operation unit 53 is displaying that the air conditioning capacity (cooling capacity) in the vehicle interior is decreasing, The display is stopped.

Here, in the air conditioning (priority)+battery cooling mode, the battery temperature Tcell becomes the upper limit value TcellUL1 or more as described above, or the battery temperature Tcell becomes higher than the upper limit value TcellUL1, and the solenoid valve 69 is opened in the ALARM state. Even if the battery temperature is fixed, if the battery temperature Tcell continues to rise, the control shown in FIG. 19 is executed.

That is, the heat pump controller 32 has another upper limit value TcellUL2 (TcellUL1<TcellUL2) higher than the above-mentioned upper limit value TcellUL1. The battery temperature Tcell continues to rise even after the solenoid valve 69 is fixed in the open state in the air conditioning (priority)+battery cooling mode from the normal state to the ALARM state described above at time t3. As shown, when it becomes equal to or higher than the upper limit value TcellUL2 at time t4 or becomes higher than the upper limit value TcellUL2, the heat pump controller 32 shifts to the battery cooling (single) mode.

That is, while switching to the control of the rotation speed of the compressor 2 based on the heat medium temperature Tw and the target TWO shown in FIG. 14, the solenoid valve 69 is fixed in the open state and the solenoid valve 35 is fixed in the closed state. As a result, the air conditioning in the vehicle compartment is stopped, and the battery 55 is strongly cooled using all the refrigerant.

Further, when the battery temperature Tcell becomes equal to or higher than the upper limit value TcellUL2 or becomes higher than the upper limit value TcellUL2, the heat pump controller 32 notifies the air conditioning controller 45 to that effect when the battery cooling (single) mode is entered. .. When the air conditioning controller 45 receives the notification from the heat pump controller 32, the battery temperature Tcell is further increased on the display 53A of the air conditioning operation unit 53, instead of the display indicating that the air conditioning capacity is lowered in the embodiment. A predetermined display indicating that the air conditioning in the vehicle compartment is stopped is performed (air conditioning capacity stop notification operation).

Thereby, when the battery temperature Tcell decreases and becomes lower than or equal to the upper limit value TcellUL1 at time t5 or lower than the upper limit value TcellUL1, the heat pump controller 32 keeps the solenoid valve 69 fixed in the open state. , The electromagnetic valve 35 is opened to shift to the air conditioning (priority)+battery cooling mode. That is, the compressor 2 is returned to the rotation speed control based on the heat absorber temperature Te and the target heat absorber temperature TEO, and the solenoid valve 35 is fixed in the open state, but the ALARM state is not released and the solenoid valve 69 is opened. Fixed to. Therefore, in the embodiment, the upper limit value TcellUL1 is the independent cooling release value in the present invention.

In addition, when the heat pump controller 32 shifts to the air conditioning (priority)+battery cooling mode due to the battery temperature Tcell becoming equal to or lower than the upper limit value TcellUL1, or the lowering of the upper limit value TcellUL1, the heat pump controller 32 notifies the air conditioning controller 45 to that effect. To do. When the air conditioning controller 45 receives the notification from the heat pump controller 32, the air conditioning controller 45 stops displaying the air conditioning in the vehicle interior, which is displayed on the display 53A of the air conditioning operation unit 53, and indicates that the air conditioning capacity is reduced. Return to display.

Thereafter, at time t6, when the battery temperature Tcell becomes lower than or equal to the lower limit value TcellLL, or when the battery temperature Tcell becomes lower than the lower limit value TcellLL, the heat pump controller 32 releases the ALARM state, and thereafter, at the heat medium temperature Tw, The state in which the valve 69 is opened and closed is restored. The display indicating that the air conditioning capacity of the display 53A is reduced is also stopped. The independent cooling release value described above is not limited to the upper limit value TcellUL1, and the upper limit value TcellUL2 may be used as the independent cooling release value. However, when the battery temperature Tcell becomes the upper limit value TcellUL2 or more and shifts to the battery cooling (single) mode, when the battery temperature Tcell becomes lower than the upper limit value TcellUL2, it shifts to the air conditioning (priority)+battery cooling mode. , When the battery temperature Tcell becomes higher than the upper limit value TcellUL2, when shifting to the battery cooling (single) mode, the battery temperature Tcell drops below the upper limit value TcellUL2, or when the battery temperature Tcell drops below that, air conditioning (priority)+battery The cooling mode shall be entered. Further, the lower limit value TcellLL described above may be used as the independent cooling release value. In this case, the battery cooling (single) mode is directly returned to the air conditioning (priority)+battery cooling mode in which the solenoid valve 69 is controlled to open/close at the heat medium temperature Tw.

As described above, in the air conditioning (priority)+battery cooling mode, the rotation speed of the compressor 2 is controlled based on the heat absorber temperature Te, and the solenoid valve 69 is controlled to open/close based on the heat medium temperature Tw. While the compressor 2 is controlled to air-condition the vehicle interior, the refrigerant 55 can be cooled by controlling the refrigerant flow to the refrigerant-heat medium heat exchanger 64 by the heat medium temperature Tw. In the air conditioning (priority)+battery cooling mode, when the battery temperature Tcell becomes equal to or higher than the predetermined upper limit value TcellUL1, or becomes higher than the upper limit value TcellUL1, the heat pump controller 32 keeps the solenoid valve 69 open. Since the battery temperature Tcell has become equal to or higher than the upper limit value TcellUL1, or has become higher than the upper limit value TcellUL1, the battery temperature Tcell is always fixed to the refrigerant-heat medium heat exchanger 64 so that the refrigerant is constantly circulated. By changing the control of the valve 69, the temperature of the battery 55 can be quickly lowered. This makes it possible to avoid the disadvantage that the temperature of the battery 55 excessively rises, prevent the battery 55 from deteriorating, and extend its life.

Then, in the air conditioning (priority)+battery cooling mode, the heat pump controller 32 controls the opening/closing of the solenoid valve 69 when the battery temperature Tcell becomes equal to or lower than a predetermined open fixation release value or when the battery temperature Tcell falls below the open release release value. Since the battery temperature Tcell has become equal to or lower than the predetermined open fixation release value or has fallen below the open release release value, the control of the solenoid valve 69 does not interfere with the normal state. Will be able to return to.

Further, in the embodiment, the air conditioning controller 45 of the control device 11 is provided with the display 53A. In the air conditioning (priority)+battery cooling mode, when the solenoid valve 69 is fixed in the open state by the battery temperature Tcell, the display 53A is displayed. Since the predetermined air conditioning capacity decrease notification operation is executed, the battery temperature Tcell becomes equal to or higher than the upper limit value TcellUL1 or becomes higher than the upper limit value TcellUL1 and the solenoid valve 69 is fixed to the open state, It becomes possible to inform the occupant that the ability is reduced. As a result, the occupant can recognize that the air conditioning capacity has not deteriorated due to a failure.

In this case, since the air conditioning controller 45 executes the air conditioning capacity decrease notification operation when the heat absorber temperature Te is higher than the target heat absorber temperature TEO or when the heat absorber temperature Te is higher than the target heat absorber temperature TEO+α, Only when the air-conditioning capacity has decreased, the air-conditioning capacity decrease notification operation is executed, and it is possible to avoid the inconvenience of giving the passenger an uncomfortable feeling of anxiety.

Furthermore, in the air conditioning (priority)+battery cooling mode, when the battery temperature Tcell becomes equal to or higher than another upper limit value TcellUL2 higher than the upper limit value TcellUL1, or when the battery temperature Tcell becomes higher than the upper limit value TcellUL2, the heat pump controller 32 Shifts to the battery cooling (single) mode, even if the solenoid valve 69 is fixed in the open state, if the battery temperature Tcell further rises to the upper limit value TcellUL2 or higher, or higher than the upper limit value TcellUL2. In that case, the air conditioning in the vehicle compartment is stopped, and the battery 55 can be cooled using all the refrigerant. This makes it possible to strongly cool the battery 55 and quickly reduce it to a safe temperature range.

Then, the heat pump controller 32 shifts to the battery cooling (single) mode, and then, when the battery temperature Tcell falls below a predetermined single cooling release value or falls below the single cooling release value, the solenoid valve. Since the air conditioner (priority)+battery cooling mode is entered while fixing 69 to the open state, the battery temperature Tcell has dropped below a predetermined individual cooling release value, or has dropped below the single cooling release value. Thus, the air conditioning in the vehicle compartment can be restarted without any trouble, and the cooling of the battery 55 can be continued without any trouble.

Further, in the embodiment, in the air conditioning (priority)+temperature controlled target cooling mode, when the battery temperature (Tcell) shifts to the battery cooling (single) mode, a predetermined air conditioning stop notification operation is executed on the display 53A. , The battery temperature Tcell becomes equal to or higher than the upper limit value TcellUL2, or becomes higher than the upper limit value TcellUL2 and shifts to the battery cooling (single) mode, thereby informing the occupant that the air conditioning in the vehicle compartment has been stopped. become able to. This allows the occupant to recognize that the air conditioning in the vehicle compartment has not stopped due to a failure.

Although the device temperature adjusting device 61 of the embodiment circulates the heat medium to adjust the temperature of the battery 55, the present invention is not limited to this, and the device for directly exchanging heat between the refrigerant and the battery 55 (target of temperature adjustment) is used. You may use the heat exchanger for temperature control. In that case, a temperature sensor is provided at the refrigerant outlet of the heat exchanger for temperature regulation, and in the air conditioning (priority) + battery cooling mode described above, the heat exchanger for temperature regulation detected by this temperature sensor is output. The temperature of the refrigerant is set as the temperature of the heat exchanger for temperature control, and the heat pump controller 32 controls the opening/closing of the solenoid valve 69 at this temperature, and the battery cooling (priority)+air conditioning mode and the battery cooling (single In the) mode, the heat pump controller 32 controls the rotation speed of the compressor 2 by the temperature of the refrigerant that has also exited the heat exchanger for temperature adjustment.

Further, in the embodiment, a vehicle capable of cooling the battery 55 while cooling the vehicle interior in the air conditioning (priority)+battery cooling mode and the battery cooling (priority)+air conditioning mode for simultaneously cooling the vehicle interior and cooling the battery 55 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 simultaneously. In that case, the solenoid valve 69 is opened in the dehumidifying and heating mode, and a part of the refrigerant flowing toward the heat absorber 9 via the refrigerant pipe 13F is caused to flow into the branch pipe 67 and flow into the refrigerant-heat medium heat exchanger 64. The related state is also the air conditioning+temperature controlled target cooling mode in the present invention.

Further, in the 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), but the indoor expansion valve 8 and the auxiliary expansion valve 68 can be fully closed. In the case of a motor-operated valve, the

solenoid valves

35 and 69 are unnecessary, the indoor expansion valve 8 serves as the heat absorber valve device (valve device) of the present invention, and the auxiliary expansion valve 68 serves as the temperature-controlled valve. It becomes a device (valve device).

Needless to say, the configuration and numerical values of the refrigerant circuit R described in the embodiments are not limited to those 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 dehumidifying heating mode, a dehumidifying cooling mode, a cooling mode, an air conditioning (priority)+battery cooling mode, a battery cooling (priority)+air conditioning mode, a battery cooling (single) mode is provided. Although the present invention has been described with respect to the vehicle air conditioner 1, the present invention is not limited to this, and for example, a vehicle air conditioner capable of executing a cooling mode, an air conditioning (priority)+battery cooling mode, and a battery cooling (single) mode. Also, the present invention is effective.

1 Air Conditioner for Vehicle 2 Compressor 3 Air Flow Path 4 Radiator 6 Outdoor Expansion Valve 7 Outdoor Heat Exchanger 8 Indoor Expansion Valve 9 Heat Absorber 11 Controller 32 Heat Pump Controller (Part of Controller)
35 Solenoid valve (Valve device for heat absorber)
45 Air conditioning controller (constituting a part of control device)
48 Heat absorber temperature sensor 55 Battery (target of temperature control)
61 Equipment temperature adjusting device 64 Refrigerant-heat medium heat exchanger (heat exchanger for temperature controlled)
68 Auxiliary expansion valve 69 Solenoid valve (valve device for temperature controlled objects)
76 Heat medium temperature sensor R Refrigerant circuit

Claims

A compressor for compressing the refrigerant,
A heat absorber for cooling the air supplied to the vehicle interior by absorbing the refrigerant,
In a vehicle air conditioner including at least a control device for air conditioning the vehicle interior,
A heat absorber valve device for controlling the flow of the refrigerant to the heat absorber,
The heat control target for heat exchanger for cooling the heat control target directly or by causing the refrigerant to absorb heat, and a heat medium,
A temperature controlled object valve device for controlling the flow of the refrigerant to the temperature controlled object heat exchanger,
The control device controls the operation of the compressor based on the temperature of the heat absorber, and the heat exchanger for temperature adjustment target, or the valve device for temperature adjustment target based on the temperature of the heat medium. It has an air-conditioner that controls the opening and closing of the
In the air-conditioning+controlled cooling mode, when the temperature of the controlled object becomes equal to or higher than a predetermined upper limit value TcellUL1, or when it becomes higher than the upper limit value TcellUL1, the controlled valve device for controlled temperature An air conditioner for a vehicle, wherein the vehicle is fixed in an open state.
In the air-conditioning + controlled cooling target cooling mode, the control device controls the temperature of the controlled target when the temperature of the controlled target falls below a predetermined open fixation release value or when the temperature falls below the open release release value. The vehicle air conditioner according to claim 1, wherein the temperature control target valve device returns to a state in which the valve device is controlled to open and close.
The control device includes a predetermined notification device, and when the temperature controlled target valve device is fixed in an open state by the temperature of the temperature controlled target in the air conditioning+controlled temperature controlled cooling mode, the notification is given. The vehicle air conditioner according to claim 1 or 2, wherein the device performs a predetermined air conditioning capacity decrease notification operation.
If the temperature of the heat absorber is higher than the target temperature, or if the temperature of the heat absorber is higher than a value obtained by adding a predetermined margin to the target temperature, the control device performs the air conditioning capacity decrease notification operation. The vehicle air conditioner according to claim 3, wherein:
The control device fixes the temperature controlled target valve device in an open state, closes the heat absorber valve device, and the temperature controlled target heat exchanger, or, based on the temperature of the heat medium, It has a temperature controlled cooling (independent) mode that controls the operation of the compressor,
In the air-conditioning + temperature-controlled cooling mode, when the temperature of the temperature-controlled target is equal to or higher than another upper limit value TcellUL2 higher than the upper limit value TcellUL1, or when higher than the upper limit value TcellUL2, The vehicle air conditioner according to any one of claims 1 to 4, wherein the temperature adjustment target cooling (single) mode is entered.
The control device, when the temperature of the temperature controlled object is lowered to a predetermined single cooling release value or less after shifting to the temperature controlled cooling (single) mode, or is lower than the single cooling release value. In this case, the vehicle air conditioner according to claim 5, wherein the air-conditioning+temperature controlled cooling mode is entered.
The control device is provided with a predetermined notification device, and in the air conditioning+controlled cooling target mode, when the temperature controlled target temperature shifts to the controlled cooling target (single) mode, The air conditioning apparatus for a vehicle according to claim 5 or 6, wherein a predetermined air conditioning stop notification operation is performed.