WO2020129494A1 - Vehicle air conditioning device - Google Patents

Vehicle air conditioning device Download PDF

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Publication number
WO2020129494A1
WO2020129494A1 PCT/JP2019/044842 JP2019044842W WO2020129494A1 WO 2020129494 A1 WO2020129494 A1 WO 2020129494A1 JP 2019044842 W JP2019044842 W JP 2019044842W WO 2020129494 A1 WO2020129494 A1 WO 2020129494A1
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WO
WIPO (PCT)
Prior art keywords
temperature
compressor
refrigerant
target
heat
Prior art date
Application number
PCT/JP2019/044842
Other languages
French (fr)
Japanese (ja)
Inventor
耕平 山下
竜 宮腰
孝史 青木
雄満 山崎
洪銘 張
Original Assignee
サンデン・オートモーティブクライメイトシステム株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by サンデン・オートモーティブクライメイトシステム株式会社 filed Critical サンデン・オートモーティブクライメイトシステム株式会社
Priority to DE112019006361.8T priority Critical patent/DE112019006361T5/en
Priority to CN201980083918.8A priority patent/CN113165477A/en
Publication of WO2020129494A1 publication Critical patent/WO2020129494A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00899—Controlling the flow of liquid in a heat pump system
    • B60H1/00921—Controlling the flow of liquid in a heat pump system where the flow direction of the refrigerant does not change and there is an extra subcondenser, e.g. in an air duct
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3228—Cooling devices using compression characterised by refrigerant circuit configurations
    • B60H1/32281—Cooling devices using compression characterised by refrigerant circuit configurations comprising a single secondary circuit, e.g. at evaporator or condenser side
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/323—Cooling devices using compression characterised by comprising auxiliary or multiple systems, e.g. plurality of evaporators, or by involving auxiliary cooling devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B25/00—Machines, plants or systems, using a combination of modes of operation covered by two or more of the groups F25B1/00 - F25B23/00
    • F25B25/005—Machines, plants or systems, using a combination of modes of operation covered by two or more of the groups F25B1/00 - F25B23/00 using primary and secondary systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B41/00—Fluid-circulation arrangements
    • F25B41/20—Disposition of valves, e.g. of on-off valves or flow control valves
    • F25B41/24—Arrangement of shut-off valves for disconnecting a part of the refrigerant cycle, e.g. an outdoor part
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B49/00—Arrangement or mounting of control or safety devices
    • F25B49/02—Arrangement or mounting of control or safety devices for compression type machines, plants or systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B5/00—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity
    • F25B5/02—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity arranged in parallel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B6/00—Compression machines, plants or systems, with several condenser circuits
    • F25B6/04—Compression machines, plants or systems, with several condenser circuits arranged in series
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H2001/00307—Component temperature regulation using a liquid flow
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H2001/3236—Cooling devices information from a variable is obtained
    • B60H2001/3255—Cooling devices information from a variable is obtained related to temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H2001/3236—Cooling devices information from a variable is obtained
    • B60H2001/3266—Cooling devices information from a variable is obtained related to the operation of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H2001/3269—Cooling devices output of a control signal
    • B60H2001/327—Cooling devices output of a control signal related to a compressing unit
    • B60H2001/3272—Cooling devices output of a control signal related to a compressing unit to control the revolving speed of a compressor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/34—Cabin temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/66—Ambient conditions
    • B60L2240/662—Temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2700/00—Sensing or detecting of parameters; Sensors therefor
    • F25B2700/19—Pressures
    • F25B2700/195—Pressures of the condenser
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2700/00—Sensing or detecting of parameters; Sensors therefor
    • F25B2700/21—Temperatures
    • F25B2700/2115—Temperatures of a compressor or the drive means therefor
    • F25B2700/21151—Temperatures of a compressor or the drive means therefor at the suction side of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2700/00—Sensing or detecting of parameters; Sensors therefor
    • F25B2700/21—Temperatures
    • F25B2700/2115—Temperatures of a compressor or the drive means therefor
    • F25B2700/21152—Temperatures of a compressor or the drive means therefor at the discharge side of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2700/00—Sensing or detecting of parameters; Sensors therefor
    • F25B2700/21—Temperatures
    • F25B2700/2116—Temperatures of a condenser
    • F25B2700/21161—Temperatures of a condenser of the fluid heated by the condenser
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
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    • F25B2700/2116—Temperatures of a condenser
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
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    • F25B2700/21—Temperatures
    • F25B2700/2117—Temperatures of an evaporator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B40/00—Subcoolers, desuperheaters or superheaters
    • F25B40/02—Subcoolers
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Definitions

  • the present invention relates to a heat pump type vehicle air conditioner that air-conditions a vehicle interior.
  • the rotation speed of the compressor will be controlled based on the temperature of the heat medium and its target temperature, but beyond the control range. If the temperature of the heat medium drops or the temperature of the battery drops too much, there is a problem of dew condensation on the battery.
  • the present invention has been made to solve the conventional technical problem, and avoids the occurrence of dew condensation on the temperature-controlled object when cooling the temperature-controlled object mounted on the vehicle.
  • An object of the present invention is to provide a vehicle air conditioner that can be used.
  • the vehicle air conditioner of the present invention is provided with at least a compressor for compressing a refrigerant, an indoor heat exchanger for exchanging heat between the refrigerant and air supplied to the vehicle interior, and a controller to air-condition the vehicle interior.
  • the heat control target heat exchanger for cooling the temperature control target mounted on the vehicle by absorbing the heat of the refrigerant is provided, and the control device cools the temperature control target heat exchanger.
  • the temperature of the object to be controlled and the target cooling temperature control the rotation speed of the compressor based on the temperature controlled cooling mode, in the temperature controlled cooling mode, the heat control target heat exchanger or When the temperature of the object to be cooled thereby falls below a predetermined forced stop value which is lower than the target temperature, or when the temperature falls below the forced stop value, the compressor is stopped at that time. ..
  • the control device is set to a predetermined upper limit value set above the target temperature and a set upper limit value above the forced stop value and below the target temperature.
  • a predetermined lower limit value the temperature of the heat exchanger to be temperature controlled or the object cooled by it is below the forced stop value, or after the forced stop value is reached and the compressor is stopped, It is characterized by executing ON-OFF control in which the operation/stop of the compressor is repeated between the upper limit value and the lower limit value.
  • the vehicle air conditioner according to the invention of claim 3 is characterized in that, in the above invention, the control device operates at a predetermined minimum rotation speed in control when operating the compressor in the ON-OFF control.
  • the control device is such that the temperature of the heat exchanger for temperature-controlled objects or the temperature of the object cooled by it exceeds an upper limit value, Alternatively, when the temperature exceeds the upper limit and remains in that state for a predetermined time, the ON-OFF control is terminated and the temperature of the heat exchanger for temperature adjustment or the target cooled by the heat exchanger is based on the target temperature. It is characterized by returning to a state in which the number of revolutions of the compressor is controlled.
  • the vehicle air conditioner of the invention of claim 5 is provided with a valve device for controlling the flow of the refrigerant to the indoor heat exchanger in each of the above inventions, and the control device opens the valve device as a temperature controlled cooling mode. Controlling the speed of the compressor based on the temperature of the target heat exchanger for temperature control or the target cooled by it, and controlling the opening and closing of the valve device based on the temperature of the indoor heat exchanger. (Priority)+air conditioning mode.
  • the control device closes the valve device as another cooling mode for the temperature controlled object, and is cooled by the heat exchanger for the temperature controlled object or the heat exchanger. It is characterized by having a temperature controlled target cooling (single) mode in which the rotation speed of the compressor is controlled based on the target temperature.
  • a vehicle air conditioner is provided with an equipment temperature adjusting device for circulating a heat medium between the temperature-controlled object and the heat exchanger for the temperature-controlled object in each of the above inventions, and the control device is a heat control device.
  • the compressor is controlled by using the temperature Tw of the medium or the temperature Tcell of the temperature-controlled object as the temperature of the object to be cooled by the heat-controlled object heat exchanger.
  • a compressor for compressing a refrigerant an indoor heat exchanger for exchanging heat between the refrigerant and air to be supplied to the vehicle interior, and an air conditioner for a vehicle, which is provided with at least a control device, to air-condition the vehicle interior.
  • the heat exchanger for the temperature controlled object for cooling the temperature controlled object mounted on the vehicle by absorbing the heat of the refrigerant is provided, and the control device is cooled by the heat exchanger for the temperature controlled object or the heat exchanger for the temperature controlled object.
  • the temperature of the heat exchanger for temperature control or the temperature of the target cooled by it is maintained at the target temperature by controlling the rotation speed of the compressor, the cooling load of the temperature control target decreases and exceeds the control range.
  • the compressor can be stopped immediately. Therefore, it is possible to avoid the inconvenience that the temperature of the object to be temperature-controlled falls too much and dew condensation occurs.
  • the control device has a predetermined upper limit value set above the target temperature and a predetermined lower limit value above the forced stop value and below the target temperature.
  • a predetermined upper limit value set above the target temperature
  • a predetermined lower limit value above the forced stop value and below the target temperature.
  • control device when the control device operates the compressor in the ON-OFF control as in the third aspect of the present invention, if the control device is operated at a predetermined minimum rotation speed for control, frequent start/stop of the compressor can be achieved. It becomes possible to smoothly cool the temperature-controlled object while avoiding it.
  • the temperature of the heat exchanger for temperature controlled or the object cooled by the heat exchanger exceeds or exceeds the upper limit value, and the state continues for a predetermined time.
  • the ON-OFF control is terminated and the temperature of the temperature-controlled target heat exchanger or the target cooled by the target temperature and the target temperature are returned to the state in which the number of revolutions of the compressor is controlled. Then, in response to an increase in the cooling load of the temperature-controlled object, it is possible to return from the ON-OFF control of the compressor to the normal rotation speed control without any trouble.
  • a valve device for controlling the flow of the refrigerant to the indoor heat exchanger is provided as in the invention of claim 5, and the controller opens the valve device in the cooling mode to be controlled by the temperature control so that the heat exchange for the controlled heat is performed.
  • control device closes the valve device as another cooling mode to be controlled by the temperature control, and compresses based on the temperature of the heat exchanger for the temperature control target or the target cooled by the heat exchanger.
  • a temperature controlled cooling (independent) mode for controlling the number of revolutions of the machine, only the temperature controlled target can be effectively cooled when it is not necessary to air-condition the vehicle interior.
  • the control device controls the temperature of the heat medium.
  • the compressor is controlled by using Tw or the temperature Tcell of the temperature controlled object as the temperature of the object cooled by the heat exchanger for the temperature controlled object.
  • 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. 3 is a timing chart illustrating ON-OFF control of a compressor in a battery cooling (priority)+air conditioning mode and a battery cooling (single) mode by a heat pump controller of the control device of FIG. 2.
  • 5 is a timing chart illustrating ON-OFF control (control having a problem regarding dew condensation) of the compressor in a battery cooling (priority)+air conditioning mode and a battery cooling (single) mode.
  • 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. ..
  • EV electric vehicle
  • an engine internal combustion engine
  • electric motor traveling motor
  • the vehicle air conditioner 1 of the embodiment is a heating mode, a dehumidification heating mode, a dehumidification cooling mode, a cooling mode, and a defrosting mode in a heat pump operation using the refrigerant circuit R in an electric vehicle that cannot be heated by engine waste heat.
  • the air conditioning (priority)+battery cooling mode, the battery cooling (priority)+air conditioning mode, and the battery cooling (single) mode are switched and executed to perform air conditioning in the vehicle compartment and temperature control of the battery 55. It is a thing.
  • the battery cooling (priority)+air conditioning mode and the battery cooling (single) mode are examples of the temperature controlled cooling mode in the present invention.
  • the battery cooling (priority)+air conditioning mode is an embodiment of the temperature controlled cooling (priority)+air conditioning mode in the present invention
  • the battery cooling (single) mode is the temperature controlled cooling (single) mode in the present invention. It is an example of.
  • 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.
  • an outdoor expansion valve 6 consisting of an electric valve (electronic expansion valve) for decompressing and expanding the refrigerant during heating, and as a radiator for releasing the refrigerant during cooling
  • the outdoor heat exchanger 7 that functions and performs heat exchange between the refrigerant and the outside air so as to function as an evaporator that absorbs the heat (absorbs heat in the refrigerant) during heating, and a mechanical expansion valve that decompresses and expands the refrigerant.
  • An indoor expansion valve 8 including: a heat absorber 9 that is provided in the air flow passage 3 to evaporate the refrigerant during cooling and dehumidification to absorb heat from the inside and outside of the vehicle (the refrigerant absorbs heat); and an accumulator 12 and the like. Are sequentially connected by a refrigerant pipe 13 to form a refrigerant circuit R.
  • the outdoor expansion valve 6 decompresses and expands the refrigerant flowing out of the radiator 4 and flowing into the outdoor heat exchanger 7, and can be fully closed. Further, in the embodiment, the indoor expansion valve 8 using 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.
  • 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 main
  • the solenoid valve 35 for cabin: valve device for heat absorber
  • the receiver dryer section 14 and the supercooling section 16 structurally form a part of the outdoor heat exchanger 7.
  • the check valve 18 is configured such that the direction of the indoor expansion valve 8 is the forward direction.
  • 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.
  • 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.
  • 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.
  • 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.
  • an indoor blower (blower fan) 27 for feeding the introduced inside air or outside air to the air flow passage 3 is provided 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%).
  • 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.
  • blower outlet 29 is provided with blower outlet switching dampers 31 for controlling the blowout of air from the blower outlets.
  • 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.
  • the inlet of the heat medium passage 64A of the refrigerant-heat medium heat exchanger 64 is connected to the discharge side of the circulation pump 62, and the outlet of this heat medium passage 64A is connected to the inlet of the heat medium heater 63.
  • the outlet of the heat medium 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.
  • the heat medium used in the device temperature adjusting device 61 for example, water, a refrigerant such as HFO-1234yf, a liquid such as coolant, or a gas such as air can be adopted.
  • water is used as the heat medium.
  • the heat medium 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.
  • 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.
  • the heat medium is circulated in the heat medium pipe 66 between the battery 55, the refrigerant-heat medium heat exchanger 64, and the heat medium heater 63.
  • a branch pipe 67 as a branch circuit is provided in the refrigerant pipe 13B located on the refrigerant downstream side of the connecting portion between the refrigerant pipe 13F and the refrigerant pipe 13B of the refrigerant circuit R and on the refrigerant upstream side of the indoor expansion valve 8.
  • auxiliary expansion valve 68 which is a mechanical expansion valve in the embodiment, and 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.
  • the solenoid valve 69 When the solenoid valve 69 is open, the refrigerant (a part or all of the refrigerant) discharged from the outdoor heat exchanger 7 flows into the branch pipe 67, the pressure is reduced by the auxiliary expansion valve 68, and then the refrigerant is passed through the solenoid valve 69. -The refrigerant flows into the refrigerant channel 64B of the heat medium heat exchanger 64 and evaporates there. The refrigerant absorbs heat from the heat medium flowing through the heat medium passage 64A 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.
  • 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.
  • the vehicle communication bus 65 includes a vehicle controller 72 (ECU) that controls the entire vehicle including traveling, a battery controller (BMS: Battery Management System) 73 that controls the charging and discharging of the battery 55, and a GPS navigation device 74.
  • the vehicle controller 72, the battery controller 73, and the GPS navigation device 74 are also configured by a microcomputer that is an example of a computer including a processor.
  • the air conditioning controller 45 and the heat pump controller 32 that configure the control device 11 connect the vehicle communication bus 65 to each other. Information (data) is transmitted/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.
  • An air conditioning operation unit 53 for performing air conditioning setting operations in the vehicle interior such as mode switching and information display is connected.
  • 53A in the figure is a display as a display output device provided in the air conditioning operation unit 53.
  • the output of the air conditioning controller 45 is connected to the outdoor blower 15, the indoor blower (blower fan) 27, the suction switching damper 26, the air mix damper 28, and the outlet switching damper 31, which are connected to the air conditioning controller 45. Controlled by.
  • the heat pump controller 32 is a controller that mainly controls the refrigerant circuit R, and the heat pump controller 32 has an input that radiates heat to detect the refrigerant inlet temperature Tcxin of the radiator 4 (which is also the refrigerant temperature discharged from the compressor 2 ).
  • Radiator pressure sensor 47 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 (object to be cooled by heat absorber 9): Heat absorber temperature sensor 48 for detecting heat absorber temperature Te, and refrigerant temperature at the outlet of the outdoor heat exchanger 7 (refrigerant evaporation temperature of the outdoor heat exchanger 7) : The outputs of the outdoor heat exchanger temperature sensor 49 for detecting the outdoor heat exchanger temperature TXO and the auxiliary heater temperature sensors 50A (driver side) and 50B (passenger side) for detecting the temperature of the auxiliary heater 23 are connected. Has been done.
  • 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: for temperature controlled object in the present invention)
  • the output of the heat medium temperature sensor 76 that detects the temperature of the object cooled by the heat exchanger and 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) are connected. ..
  • 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 about the charging completion time and the remaining charging time when the battery 55 is charged is information supplied from an external charger such as a quick charger.
  • the heat pump controller 32 and the air conditioning controller 45 send and receive data to and from each other via the vehicle communication bus 65, and control each device based on the output of each sensor and the setting input by the air conditioning operation unit 53.
  • the voltage (BLV) of 27, the information from the battery controller 73, the information from the GPS navigation device 74, and the output of the air conditioning operation unit 53 are transmitted from the air conditioning controller 45 to the heat pump controller 32 via the vehicle communication bus 65, and the heat pump It is configured to be 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 control device 11 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.
  • 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.
  • each battery cooling operation in the battery cooling (priority)+air conditioning mode and the battery cooling (single) mode is executed, for example, when the plug of the quick charger (external power source) is connected and the battery 55 is being charged. It is something.
  • the battery cooling (single) mode is executed when the air conditioning switch is OFF and there is a battery cooling request (such as when traveling at a high outside temperature) other than during charging of the battery 55.
  • the heat pump controller 32 operates the circulation pump 62 of the device temperature adjusting device 61 when the ignition is turned on, or when the battery 55 is being charged even when the ignition is turned off. It is assumed that the heat medium is circulated in the heat medium pipe 66 as indicated by broken lines in FIGS. 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.
  • FIG. 4 shows how the refrigerant flows in the refrigerant circuit R in the heating mode (solid arrow).
  • the heat pump controller 32 opens the solenoid valve 21 and the solenoid valve 17 , The solenoid valve 20, the solenoid valve 22, the solenoid valve 35, and the solenoid valve 69 are closed. Then, the compressor 2 and the blowers 15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor blower 27 to the radiator 4 and the auxiliary heater 23.
  • the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow passage 3 is ventilated through the radiator 4, the air in the air flow passage 3 is heated by exchanging heat with the high temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by being deprived of heat by the air and condensed and liquefied.
  • the 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.
  • the low-temperature refrigerant that has exited the outdoor heat exchanger 7 reaches the refrigerant pipe 13C via the refrigerant pipes 13A and 13D, the solenoid valve 21, and further enters the accumulator 12 via this refrigerant pipe 13C, where it is gas-liquid separated.
  • the circulation 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.
  • 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.
  • FIG. 5 shows how the refrigerant flows in the refrigerant circuit R in the dehumidifying and heating mode (solid arrow).
  • the heat pump controller 32 opens the solenoid valve 21, the solenoid valve 22, and the solenoid valve 35, and closes the solenoid valve 17, the solenoid valve 20, and the solenoid valve 69.
  • the compressor 2 and the blowers 15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor blower 27 to the radiator 4 and the auxiliary heater 23.
  • the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow passage 3 is ventilated through the radiator 4, the air in the air flow passage 3 is heated by exchanging heat with the high temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by being deprived of heat by the air and condensed and liquefied.
  • the refrigerant liquefied in the radiator 4 exits the radiator 4, a part of it enters the refrigerant pipe 13J through the refrigerant pipe 13E and reaches the outdoor expansion valve 6.
  • the refrigerant flowing into the outdoor expansion valve 6 is decompressed there, and then flows into the outdoor heat exchanger 7.
  • the refrigerant that has flowed into the outdoor heat exchanger 7 evaporates and pumps up heat from the outside air that is ventilated by traveling or by the outdoor blower 15 (heat absorption).
  • 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.
  • the rest of the condensed refrigerant flowing through the radiator pipe 13E via the radiator 4 is diverted, and the diverted refrigerant flows into the refrigerant pipe 13F via the solenoid valve 22 and reaches the refrigerant pipe 13B.
  • the refrigerant reaches the indoor expansion valve 8, is decompressed by the indoor expansion valve 8, then flows into the heat absorber 9 through the electromagnetic valve 35, and evaporates.
  • 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.
  • 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.
  • 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.
  • FIG. 6 shows how the refrigerant flows in the refrigerant circuit R in the dehumidifying and cooling mode (solid arrow).
  • the heat pump controller 32 opens the solenoid valve 17 and the solenoid valve 35, and closes the solenoid valve 20, the solenoid valve 21, the solenoid valve 22, and the solenoid valve 69.
  • the compressor 2 and the blowers 15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor blower 27 to the radiator 4 and the auxiliary heater 23.
  • the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow passage 3 is ventilated through the radiator 4, the air in the air flow passage 3 is heated by exchanging heat with the high temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by being deprived of heat by 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.
  • the reheat amount required by the radiator 4 (reheating) Amount 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).
  • 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.
  • FIG. 7 shows how the refrigerant flows in the refrigerant circuit R in the cooling mode (solid arrow).
  • the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20, and the solenoid valve 35, and closes the solenoid valve 21, the solenoid valve 22, and the solenoid valve 69.
  • the compressor 2 and the blowers 15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor blower 27 to the radiator 4 and the auxiliary heater 23.
  • the auxiliary heater 23 is not energized.
  • the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4.
  • the air in the 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.
  • 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.
  • the heat pump controller 32 controls the rotation speed of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48.
  • FIG. 8 shows how the refrigerant flows in the refrigerant circuit R (solid arrow) in the air conditioning (priority)+battery cooling mode.
  • the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20, the solenoid valve 35, and the solenoid valve 69, and closes the solenoid valves 21 and 22.
  • the compressor 2 and 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.
  • the auxiliary heater 23 is not energized in this operation mode.
  • the heat medium heater 63 is not energized.
  • the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4.
  • the air in the 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.
  • 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 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.
  • the rest of the refrigerant that has passed through the check valve 18 is split, flows into the branch pipe 67, and reaches the auxiliary expansion valve 68.
  • the refrigerant is decompressed, then flows into the refrigerant channel 64B of the refrigerant-heat medium heat exchanger 64 via the electromagnetic valve 69, and evaporates there. At this time, it exerts an endothermic effect.
  • the refrigerant evaporated in the refrigerant flow path 64B repeats the circulation in which the refrigerant is sucked into the compressor 2 from the refrigerant pipe 13K through the refrigerant pipe 71, the refrigerant pipe 13C and the accumulator 12 in sequence (indicated by a solid arrow in FIG. 8).
  • the heat medium discharged from the circulation pump 62 reaches the heat medium flow passage 64A of the refrigerant-heat medium heat exchanger 64 in the heat medium pipe 66, and the refrigerant flow passage 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.
  • 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. 8 ).
  • 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.
  • 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 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.
  • 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.
  • 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. In this way, it is possible to cool the battery 55 via the heat medium by the refrigerant-heat medium heat exchanger 64 of the device temperature adjusting device 61 while preferentially performing the air conditioning (cooling) of the vehicle interior. Become.
  • 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)
  • 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
  • the solar radiation sensor 51 detects the temperature.
  • the target outlet temperature TAO is higher as the outside air temperature Tam is lower, and is decreased as the outside air temperature Tam is increased.
  • the heat pump controller 32 selects 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.
  • Battery cooling (priority) + air conditioning mode (cooling target cooling mode: cooling target cooling (priority) + air conditioning mode)
  • 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.
  • 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.
  • the solenoid valve 35 is controlled to open and close as follows based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48.
  • FIG. 15 shows a block diagram of opening/closing control of the solenoid valve 35 in this battery cooling (priority)+air conditioning mode.
  • the heat absorber electromagnetic valve control unit 95 of the heat pump controller 32 is input with the heat absorber temperature Te detected by the heat absorber temperature sensor 48 and a predetermined target heat absorber temperature TEO as a target value of the heat absorber temperature Te. Then, the heat absorber electromagnetic valve control unit 95 sets the upper limit value TeUL and the lower limit value TeLL with a predetermined temperature difference above and below the target heat absorber temperature TEO, and sets the heat absorber temperature from the state in which the solenoid valve 35 is closed.
  • the solenoid valve 35 is closed (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.
  • the refrigerant-heat medium heat exchanger 64 of the device temperature adjusting device 61 can preferentially cool the battery 55 via the heat medium while also performing the air conditioning (cooling) of the vehicle interior. Become.
  • Battery cooling (independent) mode Cooling target cooling mode: Cooling target cooling (single) mode
  • 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.
  • FIG. 9 shows how the refrigerant flows in the refrigerant circuit R (solid arrow) in the battery cooling (single) mode.
  • the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20, and the solenoid valve 69, and closes the solenoid valve 21, the solenoid valve 22, and the solenoid valve 35.
  • the compressor 2 and the outdoor blower 15 are operated.
  • the indoor blower 27 is not operated and the auxiliary heater 23 is not energized. Further, the heat medium heater 63 is not energized in this operation mode.
  • the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow passage 3 is not ventilated to the radiator 4, it passes only here, and the refrigerant exiting the radiator 4 reaches the refrigerant pipe 13J via the refrigerant pipe 13E. At this time, since the electromagnetic valve 20 is open, the refrigerant passes through the electromagnetic valve 20, flows into the outdoor heat exchanger 7 as it is, and is cooled by 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).
  • 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.
  • 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 (shown by a dashed arrow in FIG. 9 ).
  • 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. In this way, only the battery 55 can be effectively cooled when it is not necessary to air-condition the vehicle interior.
  • FIG. 10 shows how the refrigerant flows in the refrigerant circuit R in the defrosting mode (solid arrow).
  • the refrigerant evaporates in the outdoor heat exchanger 7 and absorbs heat from the outside air to reach a low temperature, so that the moisture in the outside air adheres to the outside heat exchanger 7 as frost.
  • 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.
  • a predetermined defrosting end temperature for example, +3° C.
  • 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.
  • the heat medium discharged from the circulation pump 62 reaches the heat medium flow passage 64A of the refrigerant-heat medium heat exchanger 64 through the heat medium pipe 66, and passes therethrough to reach the heat medium heater 63.
  • the heat medium heating heater 63 is generating heat, the heat medium is heated by the heat medium heating heater 63 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.
  • 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.
  • the target rotation speed of the compressor 2 (compressor target rotation speed) TGNCw is calculated based on the heat medium temperature Tw by the control block diagram of FIG. To do.
  • FIG. 11 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCh of the compressor 2 based on the radiator pressure Pci.
  • the F/F operation amount TGNChff of the compressor target rotation speed is calculated.
  • 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.
  • 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.
  • the heat pump controller 32 controls the operation of the compressor 2 so that the radiator pressure Pci becomes the target radiator pressure PCO by the compressor target rotation speed TGNCh calculated based on the radiator pressure Pci.
  • the compressor OFF control unit 84 sets the radiator 4 in a light load state, sets the compressor target rotation speed TGNCh to the above-described lower limit rotation speed ECNpdLimLo, and sets the radiator pressure Pci above and below the target radiator pressure PCO.
  • a state in which a predetermined forced stop value PSL higher than the upper limit value PUL of the predetermined upper limit value PUL and the lower limit value PLL has risen (a state in which the forced stop value PSL is exceeded or a forced stop value PSL or more is reached). If the same applies hereafter for a predetermined time th1 (a predetermined light load condition of the radiator 4 is satisfied), the compressor 2 is stopped and an ON-OFF control mode for ON-OFF controlling the compressor 2 is entered.
  • the compressor 2 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. The control is terminated and the normal mode is restored.
  • FIG. 12 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCc of the compressor 2 based on the heat absorber temperature Te.
  • the F/F operation amount calculation unit 86 of the heat pump controller 32 has an outside air temperature Tam, an air flow amount Ga of air flowing through the air flow passage 3 (may be 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.
  • 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, 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 control mode described later does not occur, this value TGNCc00 is the target compressor rotation speed TGNCc (compressor. 2 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 sets the heat absorber 9 in a light load state, sets the compressor target rotation speed TGNCc to the above-described lower limit rotation speed TGNCcLimLo, and sets the heat absorber temperature Te above and below the target heat absorber temperature TEO.
  • the state in which the predetermined forced stop value TeSL, which is lower than the lower limit value TeLL of the upper limit value TeUL and the lower limit value TeLL, is decreased (the state is below the forced stop value TeSL or is equal to or less than the forced stop value TeSL.
  • FIG. 14 is a heat pump controller 32 that calculates a target rotation speed (compressor target rotation speed) TGNCw of the compressor 2 based on the heat medium temperature Tw in the battery cooling (priority)+air conditioning mode and the battery cooling (single) mode described above. It is a control block diagram of.
  • the F/F operation amount calculation unit 92 of the heat pump controller 32 indicates the outside air temperature Tam, the flow rate Gw of the heat medium in the device temperature adjusting device 61 (calculated from the output of the circulation pump 62), and the battery 55. Based on the heat generation amount (transmitted from the battery controller 73), the battery temperature Tcell (transmitted from the battery controller 73), and the target heat medium temperature TWO that is the target value of the heat medium temperature Tw, the compressor target rotation speed is calculated. The F/F operation amount TGNCcwff is calculated.
  • 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.
  • 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, if the value TGNCw00 added by the adder 94 is within the upper limit rotation speed TGNCwLimHi and the lower limit rotation speed TGNCwLimLo and the ON-OFF control mode described later does not occur, this value TGNCw00 is the target compressor rotation speed TGNCw (compressor. 2 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.
  • NC is the number of revolutions of the compressor 2.
  • the cooling load of the battery 55 in the refrigerant-heat medium heat exchanger 64 becomes light (light load).
  • the compressor target rotation speed TGNCw becomes the above-described lower limit rotation speed TGNCwLimLo
  • the heat medium temperature Tw is set to the upper and lower sides of the target heat medium temperature TWO.
  • the lower limit value TwLL and the lower limit value TwLL of the lower limit value TwLL are set.
  • the compressor OFF control unit 97 falls below the forced stop value TwSL. At that time, it is determined that the predetermined light load condition of the refrigerant-heat medium heat exchanger 64 is satisfied.
  • the compressor OFF control unit 97 immediately stops the compressor 2 (compressor OFF), and thereafter enters the ON-OFF control mode for ON-OFF controlling the compressor 2. That is, when the heat medium temperature Tw exceeds the control range of the heat medium temperature Tw according to the rotation speed of the compressor 2 and the heat medium temperature Tw falls below the forced stop value TwSL, the compressor OFF control unit 97 of the heat pump controller 32 causes the compressor OFF control unit 97 to move. To stop immediately. As a result, the heat medium temperature Tw starts to rise as shown in FIG.
  • the light load condition may be satisfied not only when the heat medium temperature Tw is lower than the forced stop value TwSL but also when the heat medium temperature Tw is equal to or lower than the forced stop value TwSL.
  • FIG. 17 an example of the case where the ON-OFF control is entered is shown in FIG. That is, in the example of FIG. 17, when the compressor target rotation speed TGNCw becomes the lower limit rotation speed TGNCwLimLo and the heat medium temperature Tw is lower than the forced stop value TwSL for a predetermined time tw1, the refrigerant-heat medium heat exchanger is The control shows that the predetermined light load condition of 64 is satisfied and the compressor 2 is stopped to enter the ON-OFF control mode.
  • the compressor 2 is turned on.
  • the heat medium temperature Tw is lowered to the lower limit value TwLL in that state by starting (compressor ON) and operating the compressor target rotation speed TGNCw as the lower limit rotation speed TGNCwLimLo (the heat medium temperature Tw is below the lower limit value TwLL)
  • the compressor 2 is stopped again. That is, between the upper limit value TwUL and the lower limit value TwLL, the operation (ON) and the stop (OFF) of the compressor 2 at the lower limit rotation speed TGNCwLimLo are repeated.
  • the heat medium temperature Tw rises to the upper limit value TwUL (the heat medium temperature Tw exceeds the upper limit value TwUL, or the heat medium temperature Tw becomes equal to or higher than the upper limit value TwUL), and after starting the compressor 2, If the state in which the heat medium temperature Tw exceeds the upper limit value TwUL or is equal to or higher than the upper limit value TwUL (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, the heat pump controller 32 causes the compressor 2 The ON-OFF control mode of is ended and the mode returns to the normal mode.
  • the battery cooling (priority)+air conditioning mode and the battery cooling (single) mode when the heat medium temperature Tw falls below a predetermined forced stop value TwSL lower than the target heat medium temperature TWO, or When it becomes equal to or less than the stop value TwSL, the compressor 2 is stopped at that time. Therefore, the battery 55 is maintained when the heat medium temperature Tw is maintained at the target heat medium temperature TWO by controlling the rotation speed of the compressor 2.
  • the cooling load decreases, the heat medium temperature Tw falls below the control range, and falls below the forced stop value TwSL, or when it becomes less than that, it is possible to immediately stop the compressor 2. Therefore, it is possible to avoid the inconvenience that the temperature of the battery 55 drops too much and dew condensation occurs.
  • the compressor OFF control unit 97 of the heat pump controller 32 sets the upper limit value TwUL set above the target heat medium temperature TWO and the upper side of the forced stop value TwSL to the lower side of the target heat medium temperature TWO.
  • the compressor OFF control unit 97 when the compressor OFF control unit 97 operates the compressor 2 in the ON-OFF control mode, it operates at the minimum rotational speed TGNCwLimLo for control, so frequent start/stop of the compressor 2 is avoided. Meanwhile, the battery 55 can be cooled smoothly.
  • the ON-OFF control mode ends. Then, the normal mode in which the rotation speed of the compressor 2 is controlled based on the heat medium temperature Tw and the target heat medium temperature TWO is restored, so that the compression load is increased in response to the increase in the cooling load of the battery 55. It becomes possible to return from the ON-OFF control mode of the machine 2 to the rotation speed control in the normal mode without any trouble.
  • the heat medium temperature Tw is adopted as the temperature of the target (heat medium) cooled by the refrigerant-heat medium heat exchanger 64 (heat exchanger for temperature control), but the battery temperature Tcell is used. It may be adopted as the temperature of the object to be cooled by the refrigerant-heat medium heat exchanger 64 (heat exchanger for temperature control), and the temperature of the refrigerant-heat medium heat exchanger 64 (refrigerant-heat medium heat exchanger) The temperature of 64 itself, the temperature of the refrigerant flowing out of the refrigerant flow path 64B, etc.) may be adopted as the temperature of the refrigerant-heat medium heat exchanger 64 (heat exchanger for temperature adjustment target).
  • the heat medium is circulated to control the temperature of the battery 55.
  • the invention other than claim 7 is not limited to this, and the refrigerant and the battery 55 (the temperature controlled object) are directly heat-exchanged.
  • a heat exchanger for temperature control may be provided. In that case, the battery temperature Tcell becomes the temperature of the target to be cooled by the target heat exchanger for temperature adjustment.
  • 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
  • the cooling of the battery 55 is not limited to during cooling, and other air conditioning operation, for example, the above-described dehumidifying and heating operation and the cooling of the battery 55 may be performed simultaneously.
  • 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 electromagnetic valve 35 is provided as the valve device according to the present invention, but when the indoor expansion valve 8 is constituted by the electric valve which can be fully closed, the electromagnetic valve 35 becomes unnecessary and the indoor expansion valve 8 is It becomes the valve device in the present invention.
  • the embodiment has various operation modes such as a heating mode, a dehumidification heating mode, a dehumidification cooling mode, a cooling mode, an air conditioning (priority)+battery cooling mode, a battery cooling (priority)+air conditioning mode, and a battery cooling (single) mode.
  • a heating mode a dehumidification heating mode
  • a dehumidification cooling mode a cooling mode
  • an air conditioning (priority)+battery cooling mode a battery cooling (priority)+air conditioning mode
  • a battery cooling (priority)+air conditioning mode a battery cooling (single) mode
  • the present invention has been described using the vehicle air conditioner 1, the present invention is not limited to this, and it is possible to execute, for example, one of the battery cooling (priority)+air conditioning mode and the battery cooling (single) mode, or both of them.
  • the present invention is also effective for a vehicle air conditioner.
  • Air Conditioner for Vehicle 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) 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 Electromagnetic valve 76 Heat medium temperature sensor 77 Battery temperature sensor R Refrigerant circuit

Abstract

[Problem] To provide a vehicle air conditioning device that, when cooling an object to be temperature controlled which is mounted in a vehicle, can preemptively prevent the generation of condensation on the object to be temperature controlled. [Solution] A control device has a battery cooling (priority) + air conditioning mode and a battery cooling (only) mode in which the rotational speed of a compressor 2 is controlled on the basis of a heat medium temperature Tw and a target heat medium temperature TWO. In these operation modes, if the heat medium temperature Tw falls below a prescribed forced stoppage value TwSL that is lower than the target heat medium temperature TWO, or becomes the forced stoppage value TwSL or less, the compressor 2 is stopped at that point in time.

Description

車両用空気調和装置Vehicle air conditioner
　本発明は、車室内を空調するヒートポンプ方式の車両用空気調和装置に関するものである。 The present invention relates to a heat pump type vehicle air conditioner that air-conditions a vehicle interior.
　近年の環境問題の顕在化から、車両に搭載されたバッテリから供給される電力で走行用モータを駆動する電気自動車やハイブリッド自動車等の車両が普及するに至っている。そして、このような車両に適用することができる空気調和装置として、電動式の圧縮機と、放熱器と、吸熱器（室内熱交換器）と、室外熱交換器が接続された冷媒回路を備え、圧縮機から吐出された冷媒を放熱器において放熱させ、この放熱器において放熱した冷媒を室外熱交換器において吸熱させることで暖房し、圧縮機から吐出された冷媒を室外熱交換器において放熱させ、吸熱器において蒸発させ、吸熱させることで冷房する等して車室内を空調するものが開発されている（例えば、特許文献１参照）。 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, an electric compressor, a radiator, a heat absorber (indoor heat exchanger), and a refrigerant circuit to which an outdoor heat exchanger is connected are provided. , Radiates the refrigerant discharged from the compressor in the radiator, heats the refrigerant radiated in the radiator in the outdoor heat exchanger, and heats the refrigerant discharged from the compressor in the outdoor heat exchanger. A device for air-conditioning the interior of a vehicle by evaporating it in a heat absorber and cooling it by absorbing heat has been developed (for example, see Patent Document 1).
　一方、例えばバッテリは充放電による自己発熱等で高温となった環境下で充放電を行うと劣化が進行し、やがては作動不良を起こして破損する危険性がある。そこで、冷媒回路にバッテリ用の蒸発器を別途設け、冷媒回路を循環する冷媒とバッテリ用冷媒（熱媒体）とをこのバッテリ用の蒸発器で熱交換させ、この熱交換した熱媒体をバッテリに循環させることでバッテリを冷却することができるようにしたものも開発されている（例えば、特許文献２、特許文献３参照）。 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, an evaporator for the battery is separately provided in the refrigerant circuit, and the refrigerant circulating in the refrigerant circuit and the refrigerant for the battery (heat medium) are heat-exchanged by the evaporator for the battery, and the heat medium thus heat-exchanged is transferred to the battery. A battery that can cool a battery by circulating the battery has also been developed (see, for example, Patent Documents 2 and 3).
特開２０１４－２１３７６５号公報JP, 2014-213765, A 特許第５８６０３６０号公報Japanese Patent No. 5860360 特許第５８６０３６１号公報Japanese Patent No. 5860361
　上記のようにバッテリ（車両に搭載された被温調対象）を冷却する場合、熱媒体の温度とその目標温度に基づいて圧縮機の回転数を制御することになるが、制御範囲を超えて熱媒体の温度が低下し、或いは、バッテリの温度が下がり過ぎてしまうと、当該バッテリに結露してしまう問題があった。 When cooling the battery (the temperature-controlled object mounted on the vehicle) as described above, the rotation speed of the compressor will be controlled based on the temperature of the heat medium and its target temperature, but beyond the control range. If the temperature of the heat medium drops or the temperature of the battery drops too much, there is a problem of dew condensation on the battery.
　本発明は、係る従来の技術的課題を解決するために成されたものであり、車両に搭載された被温調対象を冷却する際に、被温調対象の結露の発生を未然に回避することができる車両用空気調和装置を提供することを目的とする。 The present invention has been made to solve the conventional technical problem, and avoids the occurrence of dew condensation on the temperature-controlled object when cooling the temperature-controlled object mounted on the vehicle. An object of the present invention is to provide a vehicle air conditioner that can be used.
　本発明の車両用空気調和装置は、冷媒を圧縮する圧縮機と、冷媒と車室内に供給する空気を熱交換させるための室内熱交換器と、制御装置を少なくとも備えて車室内を空調するものであって、冷媒を吸熱させて車両に搭載された被温調対象を冷却するための被温調対象用熱交換器を備え、制御装置は、被温調対象用熱交換器又はそれにより冷却される対象の温度と、その目標温度に基づいて圧縮機の回転数を制御する被温調対象冷却モードを有し、この被温調対象冷却モードにおいては、被温調対象用熱交換器又はそれにより冷却される対象の温度が、目標温度よりも低い所定の強制停止値を下回った場合、若しくは、当該強制停止値以下となった場合、その時点で圧縮機を停止することを特徴とする。 The vehicle air conditioner of the present invention is provided with at least a compressor for compressing a refrigerant, an indoor heat exchanger for exchanging heat between the refrigerant and air supplied to the vehicle interior, and a controller to air-condition the vehicle interior. The heat control target heat exchanger for cooling the temperature control target mounted on the vehicle by absorbing the heat of the refrigerant is provided, and the control device cools the temperature control target heat exchanger. The temperature of the object to be controlled and the target cooling temperature control the rotation speed of the compressor based on the temperature controlled cooling mode, in the temperature controlled cooling mode, the heat control target heat exchanger or When the temperature of the object to be cooled thereby falls below a predetermined forced stop value which is lower than the target temperature, or when the temperature falls below the forced stop value, the compressor is stopped at that time. ..
　請求項２の発明の車両用空気調和装置は、上記発明において制御装置は、目標温度の上側に設定された所定の上限値と、強制停止値より上側であって目標温度の下側に設定された所定の下限値を有し、被温調対象用熱交換器又はそれにより冷却される対象の温度が強制停止値を下回り、若しくは、強制停止値以下となって圧縮機を停止した後は、上限値と下限値の間で圧縮機の運転／停止を繰り返すＯＮ－ＯＦＦ制御を実行することを特徴とする。 In the vehicle air conditioner according to a second aspect of the present invention, in the above-mentioned invention, the control device is set to a predetermined upper limit value set above the target temperature and a set upper limit value above the forced stop value and below the target temperature. With a predetermined lower limit value, the temperature of the heat exchanger to be temperature controlled or the object cooled by it is below the forced stop value, or after the forced stop value is reached and the compressor is stopped, It is characterized by executing ON-OFF control in which the operation/stop of the compressor is repeated between the upper limit value and the lower limit value.
　請求項３の発明の車両用空気調和装置は、上記発明において制御装置は、ＯＮ－ＯＦＦ制御において圧縮機を運転する場合、制御上の所定の最低回転数で運転することを特徴とする。 The vehicle air conditioner according to the invention of claim 3 is characterized in that, in the above invention, the control device operates at a predetermined minimum rotation speed in control when operating the compressor in the ON-OFF control.
　請求項４の発明の車両用空気調和装置は、請求項２又は請求項３の発明において制御装置は、被温調対象用熱交換器又はそれにより冷却される対象の温度が上限値を上回り、若しくは、当該上限値以上となり、その状態が所定時間継続した場合、ＯＮ－ＯＦＦ制御を終了して被温調対象用熱交換器又はそれにより冷却される対象の温度と、その目標温度に基づいて圧縮機の回転数を制御する状態に復帰することを特徴とする。 In the vehicle air conditioner of the invention of claim 4, in the invention of claim 2 or 3, the control device is such that the temperature of the heat exchanger for temperature-controlled objects or the temperature of the object cooled by it exceeds an upper limit value, Alternatively, when the temperature exceeds the upper limit and remains in that state for a predetermined time, the ON-OFF control is terminated and the temperature of the heat exchanger for temperature adjustment or the target cooled by the heat exchanger is based on the target temperature. It is characterized by returning to a state in which the number of revolutions of the compressor is controlled.
　請求項５の発明の車両用空気調和装置は、上記各発明において室内熱交換器への冷媒の流通を制御する弁装置を備え、制御装置は、被温調対象冷却モードとして、弁装置を開き、被温調対象用熱交換器又はそれにより冷却される対象の温度に基づいて圧縮機の回転数を制御し、室内熱交換器の温度に基づいて弁装置を開閉制御する被温調対象冷却（優先）＋空調モードを有することを特徴とする。 The vehicle air conditioner of the invention of claim 5 is provided with a valve device for controlling the flow of the refrigerant to the indoor heat exchanger in each of the above inventions, and the control device opens the valve device as a temperature controlled cooling mode. Controlling the speed of the compressor based on the temperature of the target heat exchanger for temperature control or the target cooled by it, and controlling the opening and closing of the valve device based on the temperature of the indoor heat exchanger. (Priority)+air conditioning mode.
　請求項６の発明の車両用空気調和装置は、上記発明において制御装置は、もう一つの被温調対象冷却モードとして、弁装置を閉じ、被温調対象用熱交換器又はそれにより冷却される対象の温度に基づいて圧縮機の回転数を制御する被温調対象冷却（単独）モードを有することを特徴とする。 In the vehicle air conditioner according to a sixth aspect of the present invention, in the above invention, the control device closes the valve device as another cooling mode for the temperature controlled object, and is cooled by the heat exchanger for the temperature controlled object or the heat exchanger. It is characterized by having a temperature controlled target cooling (single) mode in which the rotation speed of the compressor is controlled based on the target temperature.
　請求項７の発明の車両用空気調和装置は、上記各発明において被温調対象と被温調対象用熱交換器の間で熱媒体を循環させる機器温度調整装置を備え、制御装置は、熱媒体の温度Ｔｗ又は被温調対象の温度Ｔｃｅｌｌを被温調対象用熱交換器により冷却される対象の温度として圧縮機を制御することを特徴とする。 A vehicle air conditioner according to a seventh aspect of the invention is provided with an equipment temperature adjusting device for circulating a heat medium between the temperature-controlled object and the heat exchanger for the temperature-controlled object in each of the above inventions, and the control device is a heat control device. The compressor is controlled by using the temperature Tw of the medium or the temperature Tcell of the temperature-controlled object as the temperature of the object to be cooled by the heat-controlled object heat exchanger.
　本発明によれば、冷媒を圧縮する圧縮機と、冷媒と車室内に供給する空気を熱交換させるための室内熱交換器と、制御装置を少なくとも備えて車室内を空調する車両用空気調和装置において、冷媒を吸熱させて車両に搭載された被温調対象を冷却するための被温調対象用熱交換器を設け、制御装置が、被温調対象用熱交換器又はそれにより冷却される対象の温度と、その目標温度に基づいて圧縮機の回転数を制御する被温調対象冷却モードを有すると共に、この被温調対象冷却モードにおいては、被温調対象用熱交換器又はそれにより冷却される対象の温度が、目標温度よりも低い所定の強制停止値を下回った場合、若しくは、当該強制停止値以下となった場合、その時点で圧縮機を停止するようにしたので、被温調対象用熱交換器又はそれにより冷却される対象の温度を、圧縮機の回転数制御により目標温度に維持しているときに被温調対象の冷却負荷が減少し、制御範囲を超えて被温調対象用熱交換器又はそれにより冷却される対象の温度が低下して、強制停止値を下回った場合、若しくは、それ以下となった場合、即座に圧縮機を停止することができるようになり、被温調対象の温度が下がり過ぎて結露が発生してしまう不都合を未然に回避することができるようになる。 According to the present invention, a compressor for compressing a refrigerant, an indoor heat exchanger for exchanging heat between the refrigerant and air to be supplied to the vehicle interior, and an air conditioner for a vehicle, which is provided with at least a control device, to air-condition the vehicle interior. In, the heat exchanger for the temperature controlled object for cooling the temperature controlled object mounted on the vehicle by absorbing the heat of the refrigerant is provided, and the control device is cooled by the heat exchanger for the temperature controlled object or the heat exchanger for the temperature controlled object. With a target temperature and a temperature controlled target cooling mode that controls the number of revolutions of the compressor based on the target temperature, in the temperature controlled target cooling mode, the temperature controlled target heat exchanger or If the temperature of the object to be cooled falls below a specified forced stop value that is lower than the target temperature, or if it falls below the forced stop value, the compressor is stopped at that point. When the temperature of the heat exchanger for temperature control or the temperature of the target cooled by it is maintained at the target temperature by controlling the rotation speed of the compressor, the cooling load of the temperature control target decreases and exceeds the control range. When the temperature of the temperature control target heat exchanger or the target cooled by it falls below the forced stop value or drops below that value, the compressor can be stopped immediately. Therefore, it is possible to avoid the inconvenience that the temperature of the object to be temperature-controlled falls too much and dew condensation occurs.
　そして、請求項２の発明の如く制御装置が、目標温度の上側に設定された所定の上限値と、強制停止値より上側であって目標温度の下側に設定された所定の下限値を有し、被温調対象用熱交換器又はそれにより冷却される対象の温度が強制停止値を下回り、若しくは、強制停止値以下となって圧縮機を停止した後は、上限値と下限値の間で圧縮機の運転／停止を繰り返すＯＮ－ＯＦＦ制御を実行することで、被温調対象の結露を回避しながら当該被温調対象を適切に冷却することができるようになる。 Then, the control device has a predetermined upper limit value set above the target temperature and a predetermined lower limit value above the forced stop value and below the target temperature. However, after the temperature of the heat exchanger for temperature control or the object cooled by it falls below the forced stop value or becomes less than the forced stop value and the compressor is stopped, between the upper limit value and the lower limit value. By executing the ON-OFF control in which the operation/stop of the compressor is repeated, it is possible to appropriately cool the temperature-controlled object while avoiding dew condensation on the temperature-controlled object.
　特に、請求項３の発明の如く制御装置が、ＯＮ－ＯＦＦ制御において圧縮機を運転する場合、制御上の所定の最低回転数で運転するようにすれば、圧縮機の頻繁な起動／停止を回避しながら、被温調対象を円滑に冷却することができるようになる。 In particular, when the control device operates the compressor in the ON-OFF control as in the third aspect of the present invention, if the control device is operated at a predetermined minimum rotation speed for control, frequent start/stop of the compressor can be achieved. It becomes possible to smoothly cool the temperature-controlled object while avoiding it.
　また、請求項４の発明の如く制御装置が、被温調対象用熱交換器又はそれにより冷却される対象の温度が上限値を上回り、若しくは、当該上限値以上となり、その状態が所定時間継続した場合、ＯＮ－ＯＦＦ制御を終了して被温調対象用熱交換器又はそれにより冷却される対象の温度と、その目標温度に基づいて圧縮機の回転数を制御する状態に復帰するようにすれば、被温調対象の冷却負荷が増大したことに応じて、圧縮機のＯＮ－ＯＦＦ制御から通常の回転数制御に支障無く復帰することができるようになる。 Further, in the control device according to the invention of claim 4, the temperature of the heat exchanger for temperature controlled or the object cooled by the heat exchanger exceeds or exceeds the upper limit value, and the state continues for a predetermined time. In such a case, the ON-OFF control is terminated and the temperature of the temperature-controlled target heat exchanger or the target cooled by the target temperature and the target temperature are returned to the state in which the number of revolutions of the compressor is controlled. Then, in response to an increase in the cooling load of the temperature-controlled object, it is possible to return from the ON-OFF control of the compressor to the normal rotation speed control without any trouble.
　更に、請求項５の発明の如く室内熱交換器への冷媒の流通を制御する弁装置を設け、制御装置が、被温調対象冷却モードとして、弁装置を開き、被温調対象用熱交換器又はそれにより冷却される対象の温度に基づいて圧縮機の回転数を制御し、室内熱交換器の温度に基づいて弁装置を開閉制御する被温調対象冷却（優先）＋空調モードを有するようにすれば、被温調対象用熱交換器により被温調対象の冷却を優先的に行いながら、車室内の空調も行うことができるようになる。 Further, a valve device for controlling the flow of the refrigerant to the indoor heat exchanger is provided as in the invention of claim 5, and the controller opens the valve device in the cooling mode to be controlled by the temperature control so that the heat exchange for the controlled heat is performed. Has a temperature controlled target cooling (priority) + air conditioning mode in which the rotation speed of the compressor is controlled based on the temperature of the cooling device or the target cooled by it, and the valve device is opened/closed based on the temperature of the indoor heat exchanger. By doing so, it becomes possible to air-condition the vehicle interior while the object to be temperature-controlled is preferentially cooled by the heat exchanger for object to be temperature-controlled.
　また、請求項６の発明の如く制御装置が、もう一つの被温調対象冷却モードとして、弁装置を閉じ、被温調対象用熱交換器又はそれにより冷却される対象の温度に基づいて圧縮機の回転数を制御する被温調対象冷却（単独）モードを有するようにすれば、車室内を空調する必要が無い場合には、被温調対象の冷却のみを効果的に行うことができるようになる。 Further, the control device according to the invention of claim 6 closes the valve device as another cooling mode to be controlled by the temperature control, and compresses based on the temperature of the heat exchanger for the temperature control target or the target cooled by the heat exchanger. By providing a temperature controlled cooling (independent) mode for controlling the number of revolutions of the machine, only the temperature controlled target can be effectively cooled when it is not necessary to air-condition the vehicle interior. Like
　ここで、請求項７の発明の如く被温調対象と被温調対象用熱交換器の間で熱媒体を循環させる機器温度調整装置を設けた場合には、制御装置が、熱媒体の温度Ｔｗ又は被温調対象の温度Ｔｃｅｌｌを被温調対象用熱交換器により冷却される対象の温度として圧縮機を制御することになる。 Here, when the equipment temperature adjusting device for circulating the heat medium between the temperature-controlled object and the heat exchanger for temperature-controlled object is provided as in the invention of claim 7, the control device controls the temperature of the heat medium. The compressor is controlled by using Tw or the temperature Tcell of the temperature controlled object as the temperature of the object cooled by the heat exchanger for the temperature controlled object.
本発明を適用した一実施形態の車両用空気調和装置の構成図である。It is a block diagram of the air conditioning apparatus for vehicles of one Embodiment to which this invention is applied. 図１の車両用空気調和装置の制御装置の電気回路のブロック図である。It is a block diagram of an electric circuit of a control device of an air harmony device for vehicles of Drawing 1. 図２の制御装置が実行する運転モードを説明する図である。It is a figure explaining the driving mode which the control apparatus of FIG. 2 performs. 図２の制御装置のヒートポンプコントローラによる暖房モードを説明する車両用空気調和装置の構成図である。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. 図２の制御装置のヒートポンプコントローラによる除湿暖房モードを説明する車両用空気調和装置の構成図である。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. 図２の制御装置のヒートポンプコントローラによる除湿冷房モードを説明する車両用空気調和装置の構成図である。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. 図２の制御装置のヒートポンプコントローラによる冷房モード（単独運転モード）を説明する車両用空気調和装置の構成図である。It is a block diagram of the vehicle air conditioner explaining the cooling mode (independent operation mode) by the heat pump controller of the control apparatus of FIG. 図２の制御装置のヒートポンプコントローラによる空調（優先）＋バッテリ冷却モードとバッテリ冷却（優先）＋空調モード（何れも協調運転モード）を説明する車両用空気調和装置の構成図である。It is a block diagram of the air conditioning apparatus for vehicles explaining air conditioning (priority) + battery cooling mode and battery cooling (priority) + air conditioning mode (all are cooperative operation modes) by the heat pump controller of the control apparatus of FIG. 図２の制御装置のヒートポンプコントローラによるバッテリ冷却（単独）モード（単独運転モード）を説明する車両用空気調和装置の構成図である。It is a block diagram of the vehicle air conditioner explaining the battery cooling (single) mode (independent operation mode) by the heat pump controller of the control apparatus of FIG. 図２の制御装置のヒートポンプコントローラによる除霜モードを説明する車両用空気調和装置の構成図である。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. 図２の制御装置のヒートポンプコントローラの圧縮機制御に関する制御ブロック図である。It is a control block diagram regarding compressor control of the heat pump controller of the control device of FIG. 図２の制御装置のヒートポンプコントローラの圧縮機制御に関するもう一つの制御ブロック図である。FIG. 4 is another control block diagram related to compressor control of the heat pump controller of the control device in FIG. 2. 図２の制御装置のヒートポンプコントローラの空調（優先）＋バッテリ冷却モードでの電磁弁６９の制御を説明するブロック図である。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. 図２の制御装置のヒートポンプコントローラの圧縮機制御に関する更にもう一つの制御ブロック図である。FIG. 7 is yet another control block diagram related to compressor control of the heat pump controller of the control device in FIG. 2. 図２の制御装置のヒートポンプコントローラのバッテリ冷却（優先）＋空調モードでの電磁弁３５の制御を説明するブロック図である。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. 図２の制御装置のヒートポンプコントローラによるバッテリ冷却（優先）＋空調モード及びバッテリ冷却（単独）モードでの圧縮機のＯＮ－ＯＦＦ制御を説明するタイミングチャートである。3 is a timing chart illustrating ON-OFF control of a compressor in a battery cooling (priority)+air conditioning mode and a battery cooling (single) mode by a heat pump controller of the control device of FIG. 2. バッテリ冷却（優先）＋空調モード及びバッテリ冷却（単独）モードでの圧縮機のＯＮ－ＯＦＦ制御（結露に関する課題を有する制御）を説明するタイミングチャートである。5 is a timing chart illustrating ON-OFF control (control having a problem regarding dew condensation) of the compressor in a battery cooling (priority)+air conditioning mode and a battery cooling (single) mode.
　以下、本発明の実施の形態について、図面に基づき詳細に説明する。図１は本発明の一実施形態の車両用空気調和装置１の構成図を示している。本発明を適用する実施例の車両は、エンジン（内燃機関）が搭載されていない電気自動車（ＥＶ）であって、車両に搭載されているバッテリ５５に充電された電力を走行用モータ（電動モータ。図示せず）に供給することで駆動し、走行するものであり、本発明の車両用空気調和装置１の後述する圧縮機２も、バッテリ５５から供給される電力で駆動されるものとする。 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. ..
　即ち、実施例の車両用空気調和装置１は、エンジン廃熱による暖房ができない電気自動車において、冷媒回路Ｒを用いたヒートポンプ運転により暖房モード、除湿暖房モード、除湿冷房モード、冷房モード、除霜モード、空調（優先）＋バッテリ冷却モード、バッテリ冷却（優先）＋空調モード、及び、バッテリ冷却（単独）モードの各運転モードを切り換えて実行することで車室内の空調やバッテリ５５の温調を行うものである。 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.
　このうち、バッテリ冷却（優先）＋空調モードとバッテリ冷却（単独）モードが本発明における被温調対象冷却モードの実施例である。また、バッテリ冷却（優先）＋空調モードが本発明における被温調対象冷却（優先）＋空調モードの実施例であり、バッテリ冷却（単独）モードが本発明における被温調対象冷却（単独）モードの実施例である。 Among these, the battery cooling (priority)+air conditioning mode and the battery cooling (single) mode are examples of the temperature controlled cooling mode in the present invention. Further, the battery cooling (priority)+air conditioning mode is an embodiment of the temperature controlled cooling (priority)+air conditioning mode in the present invention, and the battery cooling (single) mode is the temperature controlled cooling (single) mode in the present invention. It is an example of.
　尚、車両としては電気自動車に限らず、エンジンと走行用モータを供用する所謂ハイブリッド自動車にも本発明は有効である。また、実施例の車両用空気調和装置１を適用する車両は外部の充電器（急速充電器や普通充電器）からバッテリ５５に充電可能とされているものである。更に、前述したバッテリ５５や走行用モータ、それを制御するインバータ等が本発明における車両に搭載された被温調対象となるが、以下の実施例ではバッテリ５５を例に採り上げて説明する。 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.
　実施例の車両用空気調和装置１は、電気自動車の車室内の空調（暖房、冷房、除湿、及び、換気）を行うものであり、冷媒を圧縮する電動式の圧縮機２と、車室内の空気が通気循環されるＨＶＡＣユニット１０の空気流通路３内に設けられ、圧縮機２から吐出された高温高圧の冷媒がマフラー５と冷媒配管１３Ｇを介して流入し、この冷媒を車室内に放熱（冷媒の熱を放出）させる室内熱交換器としての放熱器４と、暖房時に冷媒を減圧膨張させる電動弁（電子膨張弁）から成る室外膨張弁６と、冷房時には冷媒を放熱させる放熱器として機能し、暖房時には冷媒を吸熱（冷媒に熱を吸収）させる蒸発器として機能すべく冷媒と外気との間で熱交換を行わせる室外熱交換器７と、冷媒を減圧膨張させる機械式膨張弁から成る室内膨張弁８と、空気流通路３内に設けられて冷房時及び除湿時に冷媒を蒸発させて車室内外から冷媒に吸熱（冷媒に熱を吸収）させる吸熱器９と、アキュムレータ１２等が冷媒配管１３により順次接続され、冷媒回路Ｒが構成されている。 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. As a radiator 4 as an indoor heat exchanger (to release the heat of the refrigerant), an outdoor expansion valve 6 consisting of an electric valve (electronic expansion valve) for decompressing and expanding the refrigerant during heating, and as a radiator for releasing the refrigerant during cooling The outdoor heat exchanger 7 that functions and performs heat exchange between the refrigerant and the outside air so as to function as an evaporator that absorbs the heat (absorbs heat in the refrigerant) during heating, and a mechanical expansion valve that decompresses and expands the refrigerant. An indoor expansion valve 8 including: a heat absorber 9 that is provided in the air flow passage 3 to evaporate the refrigerant during cooling and dehumidification to absorb heat from the inside and outside of the vehicle (the refrigerant absorbs heat); and an accumulator 12 and the like. Are sequentially connected by a refrigerant pipe 13 to form a refrigerant circuit R.
　そして、室外膨張弁６は放熱器４から出て室外熱交換器７に流入する冷媒を減圧膨張させると共に、全閉も可能とされている。また、実施例では機械式膨張弁が使用された室内膨張弁８は、吸熱器９に流入する冷媒を減圧膨張させると共に、吸熱器９における冷媒の過熱度を調整する。 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.
　尚、室外熱交換器７には、室外送風機１５が設けられている。この室外送風機１５は、室外熱交換器７に外気を強制的に通風することにより、外気と冷媒とを熱交換させるものであり、これにより停車中（即ち、車速が０ｋｍ／ｈ）にも室外熱交換器７に外気が通風されるよう構成されている。 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.
　また、室外熱交換器７は冷媒下流側にレシーバドライヤ部１４と過冷却部１６を順次有し、室外熱交換器７の冷媒出口側の冷媒配管１３Ａは、吸熱器９に冷媒を流す際に開放される開閉弁としての電磁弁１７（冷房用）を介してレシーバドライヤ部１４に接続され、過冷却部１６の出口側の冷媒配管１３Ｂは逆止弁１８、室内膨張弁８、及び、本発明における弁装置としての電磁弁３５（キャビン用：吸熱器用弁装置）を順次介して吸熱器９の冷媒入口側に接続されている。また、レシーバドライヤ部１４及び過冷却部１６は構造的に室外熱交換器７の一部を構成している。また、逆止弁１８は室内膨張弁８の方向が順方向とされている。 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 main The solenoid valve 35 (for cabin: valve device for heat absorber) as a valve device in the invention is sequentially connected to the refrigerant inlet side of the heat absorber 9. Further, the receiver dryer section 14 and the supercooling section 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.
　また、室外熱交換器７から出た冷媒配管１３Ａは冷媒配管１３Ｄに分岐しており、この分岐した冷媒配管１３Ｄは、暖房時に開放される開閉弁としての電磁弁２１（暖房用）を介して吸熱器９の冷媒出口側の冷媒配管１３Ｃに連通接続されている。そして、この冷媒配管１３Ｃがアキュムレータ１２の入口側に接続され、アキュムレータ１２の出口側は圧縮機２の冷媒吸込側の冷媒配管１３Ｋに接続されている。 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.
　更に、放熱器４の冷媒出口側の冷媒配管１３Ｅにはストレーナ１９が接続されており、更に、この冷媒配管１３Ｅは室外膨張弁６の手前（冷媒上流側）で冷媒配管１３Ｊと冷媒配管１３Ｆに分岐し、分岐した一方の冷媒配管１３Ｊが室外膨張弁６を介して室外熱交換器７の冷媒入口側に接続されている。また、分岐した他方の冷媒配管１３Ｆは除湿時に開放される開閉弁としての電磁弁２２（除湿用）を介し、逆止弁１８の冷媒下流側であって、室内膨張弁８の冷媒上流側に位置する冷媒配管１３Ｂに連通接続されている。 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.
　これにより、冷媒配管１３Ｆは室外膨張弁６、室外熱交換器７及び逆止弁１８の直列回路に対して並列に接続されたかたちとなり、室外膨張弁６、室外熱交換器７及び逆止弁１８をバイパスするバイパス回路となる。また、室外膨張弁６にはバイパス用の開閉弁としての電磁弁２０が並列に接続されている。 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.
　また、吸熱器９の空気上流側における空気流通路３には、外気吸込口と内気吸込口の各吸込口が形成されており（図１では吸込口２５で代表して示す）、この吸込口２５には空気流通路３内に導入する空気を車室内の空気である内気（内気循環）と、車室外の空気である外気（外気導入）とに切り換える吸込切換ダンパ２６が設けられている。更に、この吸込切換ダンパ２６の空気下流側には、導入した内気や外気を空気流通路３に送給するための室内送風機（ブロワファン）２７が設けられている。 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.
　尚、実施例の吸込切換ダンパ２６は、吸込口２５の外気吸込口と内気吸込口を任意の比率で開閉することにより、空気流通路３の吸熱器９に流入する空気（外気と内気）のうちの内気の比率を０～１００％の間で調整することができるように構成されている（外気の比率も１００％～０％の間で調整可能）。 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%).
　また、放熱器４の風下側（空気下流側）における空気流通路３内には、実施例ではＰＴＣヒータ（電気ヒータ）から成る補助加熱装置としての補助ヒータ２３が設けられ、放熱器４を経て車室内に供給される空気を加熱することが可能とされている。更に、放熱器４の空気上流側における空気流通路３内には、当該空気流通路３内に流入し、吸熱器９を通過した後の空気流通路３内の空気（内気や外気）を放熱器４及び補助ヒータ２３に通風する割合を調整するエアミックスダンパ２８が設けられている。 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.
　更にまた、放熱器４の空気下流側における空気流通路３には、ＦＯＯＴ（フット）、ＶＥＮＴ（ベント）、ＤＥＦ（デフ）の各吹出口（図１では代表して吹出口２９で示す）が形成されており、この吹出口２９には上記各吹出口からの空気の吹き出しを切換制御する吹出口切換ダンパ３１が設けられている。 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.
　更に、車両用空気調和装置１は、バッテリ５５（被温調対象）に熱媒体を循環させて当該バッテリ５５の温度を調整するための機器温度調整装置６１を備えている。実施例の機器温度調整装置６１は、バッテリ５５に熱媒体を循環させるための循環装置としての循環ポンプ６２と、被温調対象用熱交換器としての冷媒－熱媒体熱交換器６４と、加熱装置としての熱媒体加熱ヒータ６３を備え、それらとバッテリ５５が熱媒体配管６６にて環状に接続されている。 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.
　実施例の場合、循環ポンプ６２の吐出側に冷媒－熱媒体熱交換器６４の熱媒体流路６４Ａの入口が接続され、この熱媒体流路６４Ａの出口は熱媒体加熱ヒータ６３の入口に接続されている。この熱媒体加熱ヒータ６３の出口がバッテリ５５の入口に接続され、バッテリ５５の出口が循環ポンプ６２の吸込側に接続されている。 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.
　この機器温度調整装置６１で使用される熱媒体としては、例えば水、ＨＦＯ－１２３４ｙｆのような冷媒、クーラント等の液体、空気等の気体が採用可能である。尚、実施例では水を熱媒体として採用している。また、熱媒体加熱ヒータ６３はＰＴＣヒータ等の電気ヒータから構成されている。更に、バッテリ５５の周囲には例えば熱媒体が当該バッテリ５５と熱交換関係で流通可能なジャケット構造が施されているものとする。 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.
　そして、循環ポンプ６２が運転されると、循環ポンプ６２から吐出された熱媒体は冷媒－熱媒体熱交換器６４の熱媒体流路６４Ａに流入する。この冷媒－熱媒体熱交換器６４の熱媒体流路６４Ａを出た熱媒体は熱媒体加熱ヒータ６３に至り、当該熱媒体加熱ヒータ６３が発熱されている場合にはそこで加熱された後、バッテリ５５に至り、熱媒体はそこでバッテリ５５と熱交換する。そして、このバッテリ５５と熱交換した熱媒体が循環ポンプ６２に吸い込まれる。これにより、熱媒体がバッテリ５５と冷媒－熱媒体熱交換器６４、熱媒体加熱ヒータ６３の間で、熱媒体配管６６内を循環されることになる。 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. As a result, the heat medium is circulated in the heat medium pipe 66 between the battery 55, the refrigerant-heat medium heat exchanger 64, and the heat medium heater 63.
　一方、冷媒回路Ｒの冷媒配管１３Ｆと冷媒配管１３Ｂとの接続部の冷媒下流側であって、室内膨張弁８の冷媒上流側に位置する冷媒配管１３Ｂには、分岐回路としての分岐配管６７の一端が接続されている。この分岐配管６７には実施例では機械式の膨張弁から構成された補助膨張弁６８と、被温調対象用弁装置としての電磁弁（チラー用）６９が順次設けられている。補助膨張弁６８は冷媒－熱媒体熱交換器６４の後述する冷媒流路６４Ｂに流入する冷媒を減圧膨張させると共に、冷媒－熱媒体熱交換器６４の冷媒流路６４Ｂにおける冷媒の過熱度を調整する。 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.
　そして、分岐配管６７の他端は冷媒－熱媒体熱交換器６４の冷媒流路６４Ｂに接続されており、この冷媒流路６４Ｂの出口には冷媒配管７１の一端が接続され、冷媒配管７１の他端は冷媒配管１３Ｄとの合流点より冷媒上流側（アキュムレータ１２の冷媒上流側）の冷媒配管１３Ｃに接続されている。そして、これら補助膨張弁６８や電磁弁６９、冷媒－熱媒体熱交換器６４の冷媒流路６４Ｂ等も冷媒回路Ｒの一部を構成すると同時に、機器温度調整装置６１の一部をも構成することになる。 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.
　電磁弁６９が開いている場合、室外熱交換器７から出た冷媒（一部又は全ての冷媒）は分岐配管６７に流入し、補助膨張弁６８で減圧された後、電磁弁６９を経て冷媒－熱媒体熱交換器６４の冷媒流路６４Ｂに流入して、そこで蒸発する。冷媒は冷媒流路６４Ｂを流れる過程で熱媒体流路６４Ａを流れる熱媒体から吸熱した後、冷媒配管７１、冷媒配管１３Ｃ、アキュムレータ１２を経て冷媒配管１３Ｋから圧縮機２に吸い込まれることになる。 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.
　次に、図２は実施例の車両用空気調和装置１の制御装置１１のブロック図を示している。制御装置１１は、何れもプロセッサを備えたコンピュータの一例であるマイクロコンピュータから構成された空調コントローラ４５及びヒートポンプコントローラ３２から構成されており、これらがＣＡＮ（Ｃｏｎｔｒｏｌｌｅｒ　Ａｒｅａ　Ｎｅｔｗｏｒｋ）やＬＩＮ（Ｌｏｃａｌ　Ｉｎｔｅｒｃｏｎｎｅｃｔ　Ｎｅｔｗｏｒｋ）を構成する車両通信バス６５に接続されている。また、圧縮機２と補助ヒータ２３、循環ポンプ６２と熱媒体加熱ヒータ６３も車両通信バス６５に接続され、これら空調コントローラ４５、ヒートポンプコントローラ３２、圧縮機２、補助ヒータ２３、循環ポンプ６２及び熱媒体加熱ヒータ６３が車両通信バス６５を介してデータの送受信を行うように構成されている。 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.
　更に、車両通信バス６５には走行を含む車両全般の制御を司る車両コントローラ７２（ＥＣＵ）と、バッテリ５５の充放電の制御を司るバッテリコントローラ（ＢＭＳ：Ｂａｔｔｅｒｙ　Ｍａｎａｇｅｍｅｎｔ　ｓｙｓｔｅｍ）７３と、ＧＰＳナビゲーション装置７４が接続されている。車両コントローラ７２やバッテリコントローラ７３、ＧＰＳナビゲーション装置７４もプロセッサを備えたコンピュータの一例であるマイクロコンピュータから構成されており、制御装置１１を構成する空調コントローラ４５とヒートポンプコントローラ３２は、車両通信バス６５を介してこれら車両コントローラ７２やバッテリコントローラ７３、ＧＰＳナビゲーション装置７４と情報（データ）の送受信を行う構成とされている。 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.
　空調コントローラ４５は、車両の車室内空調の制御を司る上位のコントローラであり、この空調コントローラ４５の入力には、車両の外気温度Ｔａｍを検出する外気温度センサ３３と、外気湿度を検出する外気湿度センサ３４と、吸込口２５から空気流通路３に吸い込まれて吸熱器９に流入する空気の温度を検出するＨＶＡＣ吸込温度センサ３６と、車室内の空気（内気）温度を検出する内気温度センサ３７と、車室内の空気の湿度を検出する内気湿度センサ３８と、車室内の二酸化炭素濃度を検出する室内ＣＯ2濃度センサ３９と、車室内に吹き出される空気の温度を検出する吹出温度センサ４１と、車室内への日射量を検出するための例えばフォトセンサ式の日射センサ５１と、車両の移動速度（車速）を検出するための車速センサ５２の各出力と、車室内の設定温度や運転モードの切り換え等の車室内の空調設定操作や情報の表示を行うための空調操作部５３が接続されている。尚、図中５３Ａはこの空調操作部５３に設けられた表示出力装置としてのディスプレイである。 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 a display output device provided in the air conditioning operation unit 53.
　また、空調コントローラ４５の出力には、室外送風機１５と、室内送風機（ブロワファン）２７と、吸込切換ダンパ２６と、エアミックスダンパ２８と、吹出口切換ダンパ３１が接続され、それらは空調コントローラ４５により制御される。 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.
　ヒートポンプコントローラ３２は、主に冷媒回路Ｒの制御を司るコントローラであり、このヒートポンプコントローラ３２の入力には、放熱器４の冷媒入口温度Ｔｃｘｉｎ（圧縮機２の吐出冷媒温度でもある）を検出する放熱器入口温度センサ４３と、放熱器４の冷媒出口温度Ｔｃｉを検出する放熱器出口温度センサ４４と、圧縮機２の吸込冷媒温度Ｔｓを検出する吸込温度センサ４６と、放熱器４の冷媒出口側の冷媒圧力（放熱器４の圧力：放熱器圧力Ｐｃｉ）を検出する放熱器圧力センサ４７と、吸熱器９の温度（吸熱器９自体の温度、又は、吸熱器９により冷却された直後の空気（吸熱器９により冷却される対象）の温度：以下、吸熱器温度Ｔｅ）を検出する吸熱器温度センサ４８と、室外熱交換器７の出口の冷媒温度（室外熱交換器７の冷媒蒸発温度：室外熱交換器温度ＴＸＯ）を検出する室外熱交換器温度センサ４９と、補助ヒータ２３の温度を検出する補助ヒータ温度センサ５０Ａ（運転席側）及び５０Ｂ（助手席側）の各出力が接続されている。 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 (object to be cooled by heat absorber 9): Heat absorber temperature sensor 48 for detecting heat absorber temperature Te, and refrigerant temperature at the outlet of the outdoor heat exchanger 7 (refrigerant evaporation temperature of the outdoor heat exchanger 7) : The outputs of the outdoor heat exchanger temperature sensor 49 for detecting the outdoor heat exchanger temperature TXO and the auxiliary heater temperature sensors 50A (driver side) and 50B (passenger side) for detecting the temperature of the auxiliary heater 23 are connected. Has been done.
　また、ヒートポンプコントローラ３２の出力には、室外膨張弁６、電磁弁２２（除湿用）、電磁弁１７（冷房用）、電磁弁２１（暖房用）、電磁弁２０（バイパス用）、電磁弁３５（キャビン用）及び電磁弁６９（チラー用）の各電磁弁が接続され、それらはヒートポンプコントローラ３２により制御される。尚、圧縮機２、補助ヒータ２３、循環ポンプ６２及び熱媒体加熱ヒータ６３はそれぞれコントローラを内蔵しており、実施例では圧縮機２や補助ヒータ２３、循環ポンプ６２や熱媒体加熱ヒータ６３のコントローラは車両通信バス６５を介してヒートポンプコントローラ３２とデータの送受信を行い、このヒートポンプコントローラ３２によって制御される。 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.
　尚、機器温度調整装置６１を構成する循環ポンプ６２や熱媒体加熱ヒータ６３はバッテリコントローラ７３により制御されるようにしてもよい。更に、このバッテリコントローラ７３には機器温度調整装置６１の冷媒－熱媒体熱交換器６４の熱媒体流路６４Ａの出口側の熱媒体の温度（熱媒体温度Ｔｗ：本発明における被温調対象用熱交換器により冷却される対象の温度）を検出する熱媒体温度センサ７６と、バッテリ５５の温度（バッテリ５５自体の温度：バッテリ温度Ｔｃｅｌｌ）を検出するバッテリ温度センサ７７の出力が接続されている。そして、実施例ではバッテリ５５の残量（蓄電量）やバッテリ５５の充電に関する情報（充電中であることの情報や充電完了時間、残充電時間等）、熱媒体温度Ｔｗやバッテリ温度Ｔｃｅｌｌは、バッテリコントローラ７３から車両通信バス６５を介して空調コントローラ４５や車両コントローラ７２に送信される。尚、バッテリ５５の充電時における充電完了時間や残充電時間に関する情報は、急速充電器等の外部の充電器から供給される情報である。 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: for temperature controlled object in the present invention) The output of the heat medium temperature sensor 76 that detects the temperature of the object cooled by the heat exchanger and 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) are connected. .. 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 about the charging completion time and the remaining charging time when the battery 55 is charged is information supplied from an external charger such as a quick charger.
　ヒートポンプコントローラ３２と空調コントローラ４５は車両通信バス６５を介して相互にデータの送受信を行い、各センサの出力や空調操作部５３にて入力された設定に基づき、各機器を制御するものであるが、この場合の実施例では外気温度センサ３３、外気湿度センサ３４、ＨＶＡＣ吸込温度センサ３６、内気温度センサ３７、内気湿度センサ３８、室内ＣＯ2濃度センサ３９、吹出温度センサ４１、日射センサ５１、車速センサ５２、空気流通路３に流入して当該空気流通路３内を流通する空気の風量Ｇａ（空調コントローラ４５が算出）、エアミックスダンパ２８による風量割合ＳＷ（空調コントローラ４５が算出）、室内送風機２７の電圧（ＢＬＶ）、前述したバッテリコントローラ７３からの情報、ＧＰＳナビゲーション装置７４からの情報、空調操作部５３の出力は空調コントローラ４５から車両通信バス６５を介してヒートポンプコントローラ３２に送信され、ヒートポンプコントローラ３２による制御に供される構成とされている。 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.
　また、ヒートポンプコントローラ３２からも冷媒回路Ｒの制御に関するデータ（情報）が車両通信バス６５を介して空調コントローラ４５に送信される。尚、前述したエアミックスダンパ２８による風量割合ＳＷは、０≦ＳＷ≦１の範囲で空調コントローラ４５が算出する。そして、ＳＷ＝１のときはエアミックスダンパ２８により、吸熱器９を経た空気の全てが放熱器４及び補助ヒータ２３に通風されることになる。 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.
　以上の構成で、次に実施例の車両用空気調和装置１の動作を説明する。この実施例では制御装置１１（空調コントローラ４５、ヒートポンプコントローラ３２）は、暖房モード、除湿暖房モード、除湿冷房モード、冷房モード、及び、空調（優先）＋バッテリ冷却モードの各空調運転と、バッテリ冷却（優先）＋空調モード、バッテリ冷却（単独）モードの各バッテリ冷却運転と、除霜モードを切り換えて実行する。これらが図３に示されている。 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.
　このうち、暖房モードと、除湿暖房モードと、除湿冷房モードと、冷房モードと、空調（優先）＋バッテリ冷却モードの各空調運転は、実施例ではバッテリ５５を充電しておらず、車両のイグニッション（ＩＧＮ）がＯＮされ、空調操作部５３の空調スイッチがＯＮされている場合に実行されるものである。但し、リモート運転時（プレ空調等）にはイグニッションがＯＦＦの場合にも実行される。また、バッテリ５５を充電中でもバッテリ冷却要求が無く、空調スイッチがＯＮされているときは実行される。一方、バッテリ冷却（優先）＋空調モードと、バッテリ冷却（単独）モードの各バッテリ冷却運転は、例えば急速充電器（外部電源）のプラグを接続し、バッテリ５５に充電しているときに実行されるものである。但し、バッテリ冷却（単独）モードは、バッテリ５５の充電中以外にも、空調スイッチがＯＦＦで、バッテリ冷却要求があった場合（高外気温で走行時等）には実行される。 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.
　また、実施例ではヒートポンプコントローラ３２は、イグニッションがＯＮされているときや、イグニッションがＯＦＦされていてもバッテリ５５が充電中であるときは、機器温度調整装置６１の循環ポンプ６２を運転し、図４～図１０に破線で示す如く熱媒体配管６６内に熱媒体を循環させるものとする。更に、図３には示していないが、実施例のヒートポンプコントローラ３２は、機器温度調整装置６１の熱媒体加熱ヒータ６３を発熱させることでバッテリ５５を加熱するバッテリ加熱モードも実行する。 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）暖房モード
　先ず、図４を参照しながら暖房モードについて説明する。尚、各機器の制御はヒートポンプコントローラ３２と空調コントローラ４５の協働により実行されるものであるが、以下の説明ではヒートポンプコントローラ３２を制御主体とし、簡略化して説明する。図４には暖房モードにおける冷媒回路Ｒの冷媒の流れ方（実線矢印）を示している。ヒートポンプコントローラ３２により（オートモード）或いは空調コントローラ４５の空調操作部５３へのマニュアルの空調設定操作（マニュアルモード）により暖房モードが選択されると、ヒートポンプコントローラ３２は電磁弁２１を開き、電磁弁１７、電磁弁２０、電磁弁２２、電磁弁３５、電磁弁６９を閉じる。そして、圧縮機２、及び、各送風機１５、２７を運転し、エアミックスダンパ２８は室内送風機２７から吹き出された空気が放熱器４及び補助ヒータ２３に通風される割合を調整する状態とする。 (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.
　これにより、圧縮機２から吐出された高温高圧のガス冷媒は放熱器４に流入する。放熱器４には空気流通路３内の空気が通風されるので、空気流通路３内の空気は放熱器４内の高温冷媒と熱交換して加熱される。一方、放熱器４内の冷媒は空気に熱を奪われて冷却され、凝縮液化する。 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.
　放熱器４内で液化した冷媒は当該放熱器４を出た後、冷媒配管１３Ｅ、１３Ｊを経て室外膨張弁６に至る。室外膨張弁６に流入した冷媒はそこで減圧された後、室外熱交換器７に流入する。室外熱交換器７に流入した冷媒は蒸発し、走行により、或いは、室外送風機１５により通風される外気中から熱を汲み上げる（吸熱）。即ち、冷媒回路Ｒがヒートポンプとなる。そして、室外熱交換器７を出た低温の冷媒は冷媒配管１３Ａ及び冷媒配管１３Ｄ、電磁弁２１を経て冷媒配管１３Ｃに至り、更にこの冷媒配管１３Ｃを経てアキュムレータ１２に入り、そこで気液分離された後、冷媒配管１３Ｋからガス冷媒が圧縮機２に吸い込まれる循環を繰り返す。放熱器４にて加熱された空気は吹出口２９から吹き出されるので、これにより車室内の暖房が行われることになる。 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.
　ヒートポンプコントローラ３２は、車室内に吹き出される空気の目標温度（車室内に吹き出される空気の温度の目標値）である後述する目標吹出温度ＴＡＯから算出される目標ヒータ温度ＴＣＯ（放熱器４の目標温度）から目標放熱器圧力ＰＣＯを算出し、この目標放熱器圧力ＰＣＯと、放熱器圧力センサ４７が検出する放熱器圧力Ｐｃｉ（冷媒回路Ｒの高圧圧力）に基づいて圧縮機２の回転数を制御すると共に、放熱器出口温度センサ４４が検出する放熱器４の冷媒出口温度Ｔｃｉ及び放熱器圧力センサ４７が検出する放熱器圧力Ｐｃｉに基づいて室外膨張弁６の弁開度を制御し、放熱器４の出口における冷媒の過冷却度を制御する。 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.
　また、ヒートポンプコントローラ３２は、必要とされる暖房能力に対して放熱器４による暖房能力（加熱能力）が不足する場合、この不足する分を補助ヒータ２３の発熱で補完する。これにより、低外気温時等にも車室内を支障無く暖房する。 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）除湿暖房モード
　次に、図５を参照しながら除湿暖房モードについて説明する。図５は除湿暖房モードにおける冷媒回路Ｒの冷媒の流れ方（実線矢印）を示している。除湿暖房モードでは、ヒートポンプコントローラ３２は電磁弁２１、電磁弁２２、電磁弁３５を開き、電磁弁１７、電磁弁２０、電磁弁６９は閉じる。そして、圧縮機２、及び、各送風機１５、２７を運転し、エアミックスダンパ２８は室内送風機２７から吹き出された空気が放熱器４及び補助ヒータ２３に通風される割合を調整する状態とする。 (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 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.
　これにより、圧縮機２から吐出された高温高圧のガス冷媒は放熱器４に流入する。放熱器４には空気流通路３内の空気が通風されるので、空気流通路３内の空気は放熱器４内の高温冷媒と熱交換して加熱される。一方、放熱器４内の冷媒は空気に熱を奪われて冷却され、凝縮液化する。 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.
　放熱器４内で液化した冷媒は放熱器４を出た後、冷媒配管１３Ｅを経て一部は冷媒配管１３Ｊに入り、室外膨張弁６に至る。室外膨張弁６に流入した冷媒はそこで減圧された後、室外熱交換器７に流入する。室外熱交換器７に流入した冷媒は蒸発し、走行により、或いは、室外送風機１５により通風される外気中から熱を汲み上げる（吸熱）。そして、室外熱交換器７を出た低温の冷媒は冷媒配管１３Ａ及び冷媒配管１３Ｄ、電磁弁２１を経て冷媒配管１３Ｃに至り、この冷媒配管１３Ｃを経てアキュムレータ１２に入り、そこで気液分離された後、ガス冷媒が冷媒配管１３Ｋから圧縮機２に吸い込まれる循環を繰り返す。 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.
　一方、放熱器４を経て冷媒配管１３Ｅを流れる凝縮冷媒の残りは分流され、この分流された冷媒が電磁弁２２を経て冷媒配管１３Ｆに流入し、冷媒配管１３Ｂに至る。次に、冷媒は室内膨張弁８に至り、この室内膨張弁８にて減圧された後、電磁弁３５を経て吸熱器９に流入し、蒸発する。このときに吸熱器９で生じる冷媒の吸熱作用で室内送風機２７から吹き出された空気中の水分が吸熱器９に凝結して付着するので、空気は冷却され、且つ、除湿される。 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.
　吸熱器９で蒸発した冷媒は、冷媒配管１３Ｃに出て冷媒配管１３Ｄからの冷媒（室外熱交換器７からの冷媒）と合流した後、アキュムレータ１２を経て冷媒配管１３Ｋから圧縮機２に吸い込まれる循環を繰り返す。吸熱器９にて除湿された空気は放熱器４や補助ヒータ２３（発熱している場合）を通過する過程で再加熱されるので、これにより車室内の除湿暖房が行われることになる。 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.
　ヒートポンプコントローラ３２は、実施例では目標ヒータ温度ＴＣＯから算出される目標放熱器圧力ＰＣＯと放熱器圧力センサ４７が検出する放熱器圧力Ｐｃｉ（冷媒回路Ｒの高圧圧力）に基づいて圧縮機２の回転数を制御するか、又は、吸熱器温度センサ４８が検出する吸熱器９の温度（吸熱器温度Ｔｅ）とその目標値である目標吸熱器温度ＴＥＯに基づいて圧縮機２の回転数を制御する。このとき、ヒートポンプコントローラ３２は放熱器圧力Ｐｃｉによるか吸熱器温度Ｔｅによるか、何れかの演算から得られる圧縮機目標回転数の低い方を選択して圧縮機２を制御する。また、吸熱器温度Ｔｅに基づいて室外膨張弁６の弁開度を制御する。 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.
　また、ヒートポンプコントローラ３２は、この除湿暖房モードにおいても必要とされる暖房能力に対して放熱器４による暖房能力（加熱能力）が不足する場合、この不足する分を補助ヒータ２３の発熱で補完する。これにより、低外気温時等にも車室内を支障無く除湿暖房する。 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）除湿冷房モード
　次に、図６を参照しながら除湿冷房モードについて説明する。図６は除湿冷房モードにおける冷媒回路Ｒの冷媒の流れ方（実線矢印）を示している。除湿冷房モードでは、ヒートポンプコントローラ３２は電磁弁１７、及び、電磁弁３５を開き、電磁弁２０、電磁弁２１、電磁弁２２、及び、電磁弁６９を閉じる。そして、圧縮機２、及び、各送風機１５、２７を運転し、エアミックスダンパ２８は室内送風機２７から吹き出された空気が放熱器４及び補助ヒータ２３に通風される割合を調整する状態とする。 (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 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.
　これにより、圧縮機２から吐出された高温高圧のガス冷媒は放熱器４に流入する。放熱器４には空気流通路３内の空気が通風されるので、空気流通路３内の空気は放熱器４内の高温冷媒と熱交換して加熱される。一方、放熱器４内の冷媒は空気に熱を奪われて冷却され、凝縮液化していく。 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.
　放熱器４を出た冷媒は冷媒配管１３Ｅ、１３Ｊを経て室外膨張弁６に至り、暖房モードや除湿暖房モードよりも開き気味（大きい弁開度の領域）で制御される室外膨張弁６を経て室外熱交換器７に流入する。室外熱交換器７に流入した冷媒はそこで走行により、或いは、室外送風機１５により通風される外気によって空冷され、凝縮する。室外熱交換器７を出た冷媒は冷媒配管１３Ａ、電磁弁１７、レシーバドライヤ部１４、過冷却部１６を経て冷媒配管１３Ｂに入り、逆止弁１８を経て室内膨張弁８に至る。室内膨張弁８にて冷媒は減圧された後、電磁弁３５を経て吸熱器９に流入し、蒸発する。このときの吸熱作用で室内送風機２７から吹き出された空気中の水分が吸熱器９に凝結して付着し、空気は冷却され、且つ、除湿される。 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.
　吸熱器９で蒸発した冷媒は、冷媒配管１３Ｃを経てアキュムレータ１２に至り、そこを経て冷媒配管１３Ｋから圧縮機２に吸い込まれる循環を繰り返す。吸熱器９にて冷却され、除湿された空気は放熱器４や補助ヒータ２３（発熱している場合）を通過する過程で再加熱（除湿暖房時よりも加熱能力は低い）されるので、これにより車室内の除湿冷房が行われることになる。 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.
　ヒートポンプコントローラ３２は吸熱器温度センサ４８が検出する吸熱器９の温度（吸熱器温度Ｔｅ）と吸熱器９の目標温度（吸熱器温度Ｔｅの目標値）である目標吸熱器温度ＴＥＯに基づき、吸熱器温度Ｔｅを目標吸熱器温度ＴＥＯにするように圧縮機２の回転数を制御すると共に、放熱器圧力センサ４７が検出する放熱器圧力Ｐｃｉ（冷媒回路Ｒの高圧圧力）と目標放熱器圧力ＰＣＯ（放熱器圧力Ｐｃｉの目標値）に基づき、放熱器圧力Ｐｃｉを目標放熱器圧力ＰＣＯにするように室外膨張弁６の弁開度を制御することで放熱器４による必要なリヒート量（再加熱量）を得る。 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).
　また、ヒートポンプコントローラ３２は、この除湿冷房モードにおいても必要とされる暖房能力に対して放熱器４による暖房能力（再加熱能力）が不足する場合、この不足する分を補助ヒータ２３の発熱で補完する。これにより、車室内の温度を下げ過ぎること無く、除湿冷房する。 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）冷房モード
　次に、図７を参照しながら冷房モードについて説明する。図７は冷房モードにおける冷媒回路Ｒの冷媒の流れ方（実線矢印）を示している。冷房モードでは、ヒートポンプコントローラ３２は電磁弁１７、電磁弁２０、及び、電磁弁３５を開き、電磁弁２１、電磁弁２２、及び、電磁弁６９を閉じる。そして、圧縮機２、及び、各送風機１５、２７を運転し、エアミックスダンパ２８は室内送風機２７から吹き出された空気が放熱器４及び補助ヒータ２３に通風される割合を調整する状態とする。尚、補助ヒータ２３には通電されない。 (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.
　これにより、圧縮機２から吐出された高温高圧のガス冷媒は放熱器４に流入する。放熱器４には空気流通路３内の空気は通風されるものの、その割合は小さくなるので（冷房時のリヒート（再加熱）のみのため）、ここは殆ど通過するのみとなり、放熱器４を出た冷媒は冷媒配管１３Ｅを経て冷媒配管１３Ｊに至る。このとき電磁弁２０は開放されているので冷媒は電磁弁２０を通過し、そのまま室外熱交換器７に流入し、そこで走行により、或いは、室外送風機１５により通風される外気によって空冷され、凝縮液化する。 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.
　室外熱交換器７を出た冷媒は冷媒配管１３Ａ、電磁弁１７、レシーバドライヤ部１４、過冷却部１６を経て冷媒配管１３Ｂに入り、逆止弁１８を経て室内膨張弁８に至る。室内膨張弁８にて冷媒は減圧された後、電磁弁３５を経て吸熱器９に流入し、蒸発する。このときの吸熱作用で室内送風機２７から吹き出されて吸熱器９と熱交換する空気は冷却される。 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.
　吸熱器９で蒸発した冷媒は、冷媒配管１３Ｃを経てアキュムレータ１２に至り、そこから冷媒配管１３Ｋを経て圧縮機２に吸い込まれる循環を繰り返す。吸熱器９にて冷却された空気は吹出口２９から車室内に吹き出されるので、これにより車室内の冷房が行われることになる。この冷房モードにおいては、ヒートポンプコントローラ３２は吸熱器温度センサ４８が検出する吸熱器９の温度（吸熱器温度Ｔｅ）に基づいて圧縮機２の回転数を制御する。 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）空調（優先）＋バッテリ冷却モード
　次に、図８を参照しながら空調（優先）＋バッテリ冷却モードについて説明する。図８は空調（優先）＋バッテリ冷却モードにおける冷媒回路Ｒの冷媒の流れ方（実線矢印）を示している。空調（優先）＋バッテリ冷却モードでは、ヒートポンプコントローラ３２は電磁弁１７、電磁弁２０、電磁弁３５、及び、電磁弁６９を開き、電磁弁２１、及び、電磁弁２２を閉じる。 (5) Air Conditioning (Priority)+Battery 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.
　そして、圧縮機２、及び、各送風機１５、２７を運転し、エアミックスダンパ２８は室内送風機２７から吹き出された空気が放熱器４及び補助ヒータ２３に通風される割合を調整する状態とする。尚、この運転モードでは補助ヒータ２３には通電されない。また、熱媒体加熱ヒータ６３にも通電されない。 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.
　これにより、圧縮機２から吐出された高温高圧のガス冷媒は放熱器４に流入する。放熱器４には空気流通路３内の空気は通風されるものの、その割合は小さくなるので（冷房時のリヒート（再加熱）のみのため）、ここは殆ど通過するのみとなり、放熱器４を出た冷媒は冷媒配管１３Ｅを経て冷媒配管１３Ｊに至る。このとき電磁弁２０は開放されているので冷媒は電磁弁２０を通過し、そのまま室外熱交換器７に流入し、そこで走行により、或いは、室外送風機１５により通風される外気によって空冷され、凝縮液化する。 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.
　室外熱交換器７を出た冷媒は冷媒配管１３Ａ、電磁弁１７、レシーバドライヤ部１４、過冷却部１６を経て冷媒配管１３Ｂに入る。この冷媒配管１３Ｂに流入した冷媒は、逆止弁１８を経た後に分流され、一方はそのまま冷媒配管１３Ｂを流れて室内膨張弁８に至る。この室内膨張弁８に流入した冷媒はそこで減圧された後、電磁弁３５を経て吸熱器９に流入し、蒸発する。このときの吸熱作用で室内送風機２７から吹き出されて吸熱器９と熱交換する空気は冷却される。 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.
　吸熱器９で蒸発した冷媒は、冷媒配管１３Ｃを経てアキュムレータ１２に至り、そこから冷媒配管１３Ｋを経て圧縮機２に吸い込まれる循環を繰り返す。吸熱器９にて冷却された空気は吹出口２９から車室内に吹き出されるので、これにより車室内の冷房が行われることになる。 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.
　他方、逆止弁１８を経た冷媒の残りは分流され、分岐配管６７に流入して補助膨張弁６８に至る。ここで冷媒は減圧された後、電磁弁６９を経て冷媒－熱媒体熱交換器６４の冷媒流路６４Ｂに流入し、そこで蒸発する。このときに吸熱作用を発揮する。この冷媒流路６４Ｂで蒸発した冷媒は、冷媒配管７１、冷媒配管１３Ｃ及びアキュムレータ１２を順次経て冷媒配管１３Ｋから圧縮機２に吸い込まれる循環を繰り返す（図８に実線矢印で示す）。 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).
　一方、循環ポンプ６２が運転されているので、この循環ポンプ６２から吐出された熱媒体が熱媒体配管６６内を冷媒－熱媒体熱交換器６４の熱媒体流路６４Ａに至り、そこで冷媒流路６４Ｂ内で蒸発する冷媒と熱交換し、吸熱されて熱媒体は冷却される。この冷媒－熱媒体熱交換器６４の熱媒体流路６４Ａを出た熱媒体は、熱媒体加熱ヒータ６３に至る。但し、この運転モードでは熱媒体加熱ヒータ６３は発熱されないので、熱媒体はそのまま通過してバッテリ５５に至り、当該バッテリ５５と熱交換する。これにより、バッテリ５５は冷却されると共に、バッテリ５５を冷却した後の熱媒体は、循環ポンプ６２に吸い込まれる循環を繰り返す（図８に破線矢印で示す）。 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 circulated by being sucked into the circulation pump 62 (indicated by a dashed arrow in FIG. 8 ).
　この空調（優先）＋バッテリ冷却モードにおいては、ヒートポンプコントローラ３２は電磁弁３５を開いた状態を維持し、吸熱器温度センサ４８が検出する吸熱器９の温度（吸熱器温度Ｔｅ）に基づいて後述する図１２に示す如く圧縮機２の回転数を制御する。また、実施例では熱媒体温度センサ７６が検出する熱媒体の温度（熱媒体温度Ｔｗ：バッテリコントローラ７３から送信される）に基づき、電磁弁６９を以下の如く開閉制御する。 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).
　尚、熱媒体温度Ｔｗは、実施例における冷媒－熱媒体熱交換器６４（被温調対象用熱交換器）により冷却される対象（熱媒体）の温度として採用しているが、被温調対象であるバッテリ５５の温度を示す指標でもある（以下、同じ）。 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).
　図１３はこの空調（優先）＋バッテリ冷却モードにおける電磁弁６９の開閉制御のブロック図を示している。ヒートポンプコントローラ３２の被温調対象用電磁弁制御部９０には熱媒体温度センサ７６が検出する熱媒体温度Ｔｗと、当該熱媒体温度Ｔｗの目標値としての所定の目標熱媒体温度ＴＷＯが入力される。そして、被温調対象用電磁弁制御部９０は、目標熱媒体温度ＴＷＯの上下に所定の温度差を有して上限値ＴｗＵＬと下限値ＴｗＬＬを設定し、電磁弁６９を閉じている状態からバッテリ５５の発熱等により熱媒体温度Ｔｗが高くなり、上限値ＴｗＵＬまで上昇した場合（上限値ＴｗＵＬを上回った場合、又は、上限値ＴｗＵＬ以上となった場合。以下、同じ）、電磁弁６９を開放する（電磁弁６９開指示）。これにより、冷媒は冷媒－熱媒体熱交換器６４の冷媒流路６４Ｂに流入して蒸発し、熱媒体流路６４Ａを流れる熱媒体を冷却するので、この冷却された熱媒体によりバッテリ５５は冷却される。 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.
　その後、熱媒体温度Ｔｗが下限値ＴｗＬＬまで低下した場合（下限値ＴｗＬＬを下回った場合、又は、下限値ＴｗＬＬ以下となった場合。以下、同じ）、電磁弁６９を閉じる（電磁弁６９閉指示）。以後、このような電磁弁６９の開閉を繰り返して、車室内の冷房を優先しながら、熱媒体温度Ｔｗを目標熱媒体温度ＴＷＯに制御し、バッテリ５５の冷却を行う。このようにして、車室内の空調（冷房）を優先的に行いながら、機器温度調整装置６１の冷媒－熱媒体熱交換器６４により熱媒体を介してバッテリ５５の冷却も行うことができるようになる。 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. In this way, it is possible to cool the battery 55 via the heat medium by the refrigerant-heat medium heat exchanger 64 of the device temperature adjusting device 61 while preferentially performing the air conditioning (cooling) of the vehicle interior. Become.
　（６）空調運転の切り換え
　ヒートポンプコントローラ３２は下記式（Ｉ）から前述した目標吹出温度ＴＡＯを算出する。この目標吹出温度ＴＡＯは、吹出口２９から車室内に吹き出される空気の温度の目標値である。
　ＴＡＯ＝（Ｔｓｅｔ－Ｔｉｎ）×Ｋ＋Ｔｂａｌ（ｆ（Ｔｓｅｔ、ＳＵＮ、Ｔａｍ））
　　　　　　　　　　　　　　　　　　　　　　　　　　　　　　　　　　　・・（Ｉ）
　ここで、Ｔｓｅｔは空調操作部５３で設定された車室内の設定温度、Ｔｉｎは内気温度センサ３７が検出する車室内空気の温度、Ｋは係数、Ｔｂａｌは設定温度Ｔｓｅｔや、日射センサ５１が検出する日射量ＳＵＮ、外気温度センサ３３が検出する外気温度Ｔａｍから算出されるバランス値である。そして、一般的に、この目標吹出温度ＴＡＯは外気温度Ｔａｍが低い程高く、外気温度Ｔａｍが上昇するに伴って低下する。 (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.
　そして、ヒートポンプコントローラ３２は起動時には外気温度センサ３３が検出する外気温度Ｔａｍと目標吹出温度ＴＡＯとに基づいて上記各空調運転のうちの何れかの空調運転を選択する。また、起動後は外気温度Ｔａｍや目標吹出温度ＴＡＯ、熱媒体温度Ｔｗ等の運転条件や環境条件、設定条件の変化に応じ、前記各空調運転を選択して切り換えていく。例えば、冷房モードから空調（優先）＋バッテリ冷却モードへの移行は、バッテリコントローラ７３からのバッテリ冷却要求が入力されたことに基づいて実行される。この場合、バッテリコントローラ７３は例えば熱媒体温度Ｔｗやバッテリ温度Ｔｃｅｌｌが所定値以上に上昇した場合にバッテリ冷却要求を出力し、ヒートポンプコントローラ３２や空調コントローラ４５に送信するものである。 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）バッテリ冷却（優先）＋空調モード（被温調対象冷却モード：被温調対象冷却（優先）＋空調モード）
　次に、バッテリ５５の充電中の動作について説明する。例えば急速充電器（外部電源）の充電用のプラグが接続され、バッテリ５５が充電されているときに（これらの情報はバッテリコントローラ７３から送信される）、車両のイグニッション（ＩＧＮ）のＯＮ／ＯＦＦに拘わらず、バッテリ冷却要求があり、空調操作部５３の空調スイッチがＯＮされた場合、ヒートポンプコントローラ３２はバッテリ冷却（優先）＋空調モードを実行する。このバッテリ冷却（優先）＋空調モードにおける冷媒回路Ｒの冷媒の流れ方は、図８に示した空調（優先）＋バッテリ冷却モードの場合と同様である。 (7) Battery cooling (priority) + air conditioning mode (cooling target cooling mode: cooling target 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.
　但し、このバッテリ冷却（優先）＋空調モードの場合、実施例ではヒートポンプコントローラ３２は電磁弁６９を開いた状態に維持し、熱媒体温度センサ７６（バッテリコントローラ７３から送信される）が検出する熱媒体温度Ｔｗに基づいて後述する図１４に示す如く圧縮機２の回転数を制御する。また、実施例では吸熱器温度センサ４８が検出する吸熱器９の温度（吸熱器温度Ｔｅ）に基づき、電磁弁３５を以下の如く開閉制御する。 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.
　図１５はこのバッテリ冷却（優先）＋空調モードにおける電磁弁３５の開閉制御のブロック図を示している。ヒートポンプコントローラ３２の吸熱器用電磁弁制御部９５には吸熱器温度センサ４８が検出する吸熱器温度Ｔｅと、当該吸熱器温度Ｔｅの目標値としての所定の目標吸熱器温度ＴＥＯが入力される。そして、吸熱器用電磁弁制御部９５は、目標吸熱器温度ＴＥＯの上下に所定の温度差を有して上限値ＴｅＵＬと下限値ＴｅＬＬを設定し、電磁弁３５を閉じている状態から吸熱器温度Ｔｅが高くなり、上限値ＴｅＵＬまで上昇した場合（上限値ＴｅＵＬを上回った場合、又は、上限値ＴｅＵＬ以上となった場合。以下、同じ）、電磁弁３５を開放する（電磁弁３５開指示）。これにより、冷媒は吸熱器９に流入して蒸発し、空気流通路３を流通する空気を冷却する。 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 rises 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 the upper limit value 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.
　その後、吸熱器温度Ｔｅが下限値ＴｅＬＬまで低下した場合（下限値ＴｅＬＬを下回った場合、又は、下限値ＴｅＬＬ以下となった場合。以下、同じ）、電磁弁３５を閉じる（電磁弁３５閉指示）。以後、このような電磁弁３５の開閉を繰り返して、バッテリ５５の冷却を優先しながら、吸熱器温度Ｔｅを目標吸熱器温度ＴＥＯに制御し、車室内の冷房を行う。このようにして、機器温度調整装置６１の冷媒－熱媒体熱交換器６４により熱媒体を介してバッテリ５５の冷却を優先的に行いながら、車室内の空調（冷房）も行うことができるようになる。 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. In this manner, the refrigerant-heat medium heat exchanger 64 of the device temperature adjusting device 61 can preferentially cool the battery 55 via the heat medium while also performing the air conditioning (cooling) of the vehicle interior. Become.
　（８）バッテリ冷却（単独）モード（被温調対象冷却モード：被温調対象冷却（単独）モード）
　次に、イグニッションのＯＮ／ＯＦＦに拘わらず、空調操作部５３の空調スイッチがＯＦＦされた状態で、急速充電器の充電用のプラグが接続され、バッテリ５５が充電されているとき、バッテリ冷却要求があった場合、ヒートポンプコントローラ３２はバッテリ冷却（単独）モードを実行する。但し、バッテリ５５の充電中以外にも、空調スイッチがＯＦＦで、バッテリ冷却要求があった場合（高外気温で走行時等）には実行される。図９はこのバッテリ冷却（単独）モードにおける冷媒回路Ｒの冷媒の流れ方（実線矢印）を示している。バッテリ冷却（単独）モードでは、ヒートポンプコントローラ３２は電磁弁１７、電磁弁２０、及び、電磁弁６９を開き、電磁弁２１、電磁弁２２、及び、電磁弁３５を閉じる。 (8) Battery cooling (independent) mode (Cooling target cooling mode: Cooling target cooling (single) 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. 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.
　そして、圧縮機２、及び、室外送風機１５を運転する。尚、室内送風機２７は運転されず、補助ヒータ２３にも通電されない。また、この運転モードでは熱媒体加熱ヒータ６３も通電されない。 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.
　これにより、圧縮機２から吐出された高温高圧のガス冷媒は放熱器４に流入する。放熱器４には空気流通路３内の空気は通風されないので、ここは通過するのみとなり、放熱器４を出た冷媒は冷媒配管１３Ｅを経て冷媒配管１３Ｊに至る。このとき、電磁弁２０は開放されているので冷媒は電磁弁２０を通過し、そのまま室外熱交換器７に流入し、そこで室外送風機１５により通風される外気によって空冷され、凝縮液化する。 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.
　室外熱交換器７を出た冷媒は冷媒配管１３Ａ、電磁弁１７、レシーバドライヤ部１４、過冷却部１６を経て冷媒配管１３Ｂに入る。この冷媒配管１３Ｂに流入した冷媒は、逆止弁１８を経た後、全てが分岐配管６７に流入して補助膨張弁６８に至る。ここで冷媒は減圧された後、電磁弁６９を経て冷媒－熱媒体熱交換器６４の冷媒流路６４Ｂに流入し、そこで蒸発する。このときに吸熱作用を発揮する。この冷媒流路６４Ｂで蒸発した冷媒は、冷媒配管７１、冷媒配管１３Ｃ及びアキュムレータ１２を順次経て冷媒配管１３Ｋから圧縮機２に吸い込まれる循環を繰り返す（図９に実線矢印で示す）。 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).
　一方、循環ポンプ６２が運転されているので、この循環ポンプ６２から吐出された熱媒体が熱媒体配管６６内を冷媒－熱媒体熱交換器６４の熱媒体流路６４Ａに至り、そこで冷媒流路６４Ｂ内で蒸発する冷媒により吸熱され、熱媒体は冷却されるようになる。この冷媒－熱媒体熱交換器６４の熱媒体流路６４Ａを出た熱媒体は、熱媒体加熱ヒータ６３に至る。但し、この運転モードでは熱媒体加熱ヒータ６３は発熱されないので、熱媒体はそのまま通過してバッテリ５５に至り、当該バッテリ５５と熱交換する。これにより、バッテリ５５は冷却されると共に、バッテリ５５を冷却した後の熱媒体は、循環ポンプ６２に吸い込まれる循環を繰り返す（図９に破線矢印で示す）。 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 (shown by a dashed arrow in FIG. 9 ).
　このバッテリ冷却（単独）モードにおいても、ヒートポンプコントローラ３２は熱媒体温度センサ７６が検出する熱媒体温度Ｔｗに基づいて後述する如く圧縮機２の回転数を制御することにより、バッテリ５５を冷却する。このようにして、車室内を空調する必要が無い場合には、バッテリ５５の冷却のみを効果的に行うことができるようになる。 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. In this way, only the battery 55 can be effectively cooled when it is not necessary to air-condition the vehicle interior.
　（９）除霜モード
　次に、図１０を参照しながら室外熱交換器７の除霜モードについて説明する。図１０は除霜モードにおける冷媒回路Ｒの冷媒の流れ方（実線矢印）を示している。前述した如く暖房モードでは、室外熱交換器７では冷媒が蒸発し、外気から吸熱して低温となるため、室外熱交換器７には外気中の水分が霜となって付着する。 (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.
　そこで、ヒートポンプコントローラ３２は室外熱交換器温度センサ４９が検出する室外熱交換器温度ＴＸＯ（室外熱交換器７における冷媒蒸発温度）と、室外熱交換器７の無着霜時における冷媒蒸発温度ＴＸＯｂａｓｅとの差ΔＴＸＯ（＝ＴＸＯｂａｓｅ－ＴＸＯ）を算出しており、室外熱交換器温度ＴＸＯが無着霜時における冷媒蒸発温度ＴＸＯｂａｓｅより低下して、その差ΔＴＸＯが所定値以上に拡大した状態が所定時間継続した場合、室外熱交換器７に着霜しているものと判定して所定の着霜フラグをセットする。 Therefore, the heat pump controller 32 detects the outdoor heat exchanger temperature TXO detected by the outdoor heat exchanger temperature sensor 49 (refrigerant evaporation temperature in the outdoor heat exchanger 7) and the refrigerant evaporation temperature TXObase when the outdoor heat exchanger 7 is not frosted. And the difference ΔTXO (=TXObase-TXO) is calculated, and the condition in which the outdoor heat exchanger temperature TXO is lower than the refrigerant evaporation temperature TXObase in the non-frosting state and the difference ΔTXO expands 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.
　そして、この着霜フラグがセットされており、空調操作部５３の空調スイッチがＯＦＦされた状態で、急速充電器の充電用のプラグが接続され、バッテリ５５が充電されるとき、ヒートポンプコントローラ３２は以下の如く室外熱交換器７の除霜モードを実行する。 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.
　ヒートポンプコントローラ３２はこの除霜モードでは、冷媒回路Ｒを前述した暖房モードの状態とした上で、室外膨張弁６の弁開度を全開とする。そして、圧縮機２を運転し、当該圧縮機２から吐出された高温の冷媒を放熱器４、室外膨張弁６を経て室外熱交換器７に流入させ、当該室外熱交換器７の着霜を融解させる（図１０）。そして、ヒートポンプコントローラ３２は室外熱交換器温度センサ４９が検出する室外熱交換器温度ＴＸＯが所定の除霜終了温度（例えば、＋３℃等）より高くなった場合、室外熱交換器７の除霜が完了したものとして除霜モードを終了する。 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）バッテリ加熱モード
　また、空調運転を実行しているとき、或いは、バッテリ５５を充電しているとき、ヒートポンプコントローラ３２はバッテリ加熱モードを実行する。このバッテリ加熱モードでは、ヒートポンプコントローラ３２は循環ポンプ６２を運転し、熱媒体加熱ヒータ６３に通電する。尚、電磁弁６９は閉じる。 (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.
　これにより、循環ポンプ６２から吐出された熱媒体は熱媒体配管６６内を冷媒－熱媒体熱交換器６４の熱媒体流路６４Ａに至り、そこを通過して熱媒体加熱ヒータ６３に至る。このとき熱媒体加熱ヒータ６３は発熱されているので、熱媒体は熱媒体加熱ヒータ６３により加熱されて温度上昇した後、バッテリ５５に至り、当該バッテリ５５と熱交換する。これにより、バッテリ５５は加熱されると共に、バッテリ５５を加熱した後の熱媒体は、循環ポンプ６２に吸い込まれる循環を繰り返す。 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.
　このバッテリ加熱モードにおいては、ヒートポンプコントローラ３２は熱媒体温度センサ７６が検出する熱媒体温度Ｔｗに基づいて熱媒体加熱ヒータ６３の通電を制御することにより、熱媒体温度Ｔｗを所定の目標熱媒体温度ＴＷＯに調整し、バッテリ５５を加熱する。 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）ヒートポンプコントローラ３２による圧縮機２の制御
　また、ヒートポンプコントローラ３２は、暖房モードでは放熱器圧力Ｐｃｉに基づき、図１１の制御ブロック図により圧縮機２の目標回転数（圧縮機目標回転数）ＴＧＮＣｈを算出し、除湿冷房モード、冷房モード、空調（優先）＋バッテリ冷却モードでは、吸熱器温度Ｔｅに基づき、図１２の制御ブロック図により圧縮機２の目標回転数（圧縮機目標回転数）ＴＧＮＣｃを算出する。尚、除湿暖房モードでは圧縮機目標回転数ＴＧＮＣｈと圧縮機目標回転数ＴＧＮＣｃのうちの低い方向を選択する。また、バッテリ冷却（優先）＋空調モード、バッテリ冷却（単独）モードでは、熱媒体温度Ｔｗに基づき、図１４の制御ブロック図により圧縮機２の目標回転数（圧縮機目標回転数）ＴＧＮＣｗを算出する。 (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 of the compressor 2 (compressor target rotation speed) TGNCw is calculated based on the heat medium temperature Tw by the control block diagram of FIG. To do.
　（１１－１）放熱器圧力Ｐｃｉに基づく圧縮機目標回転数ＴＧＮＣｈの算出
　先ず、図１１を用いて放熱器圧力Ｐｃｉに基づく圧縮機２の制御について詳述する。図１１は放熱器圧力Ｐｃｉに基づいて圧縮機２の目標回転数（圧縮機目標回転数）ＴＧＮＣｈを算出するヒートポンプコントローラ３２の制御ブロック図である。ヒートポンプコントローラ３２のＦ／Ｆ（フィードフォワード）操作量演算部７８は外気温度センサ３３から得られる外気温度Ｔａｍと、室内送風機２７のブロワ電圧ＢＬＶと、ＳＷ＝（ＴＡＯ－Ｔｅ）／（Ｔｈｐ－Ｔｅ）で得られるエアミックスダンパ２８による風量割合ＳＷと、放熱器４の出口における冷媒の過冷却度ＳＣの目標値である目標過冷却度ＴＧＳＣと、ヒータ温度Ｔｈｐの目標値である前述した目標ヒータ温度ＴＣＯと、放熱器４の圧力の目標値である目標放熱器圧力ＰＣＯに基づいて圧縮機目標回転数のＦ／Ｆ操作量ＴＧＮＣｈｆｆを算出する。 (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.
　尚、ヒータ温度Ｔｈｐは放熱器４の風下側の空気温度（推定値）であり、放熱器圧力センサ４７が検出する放熱器圧力Ｐｃｉと放熱器出口温度センサ４４が検出する放熱器４の冷媒出口温度Ｔｃｉから算出（推定）する。また、過冷却度ＳＣは放熱器入口温度センサ４３と放熱器出口温度センサ４４が検出する放熱器４の冷媒入口温度Ｔｃｘｉｎと冷媒出口温度Ｔｃｉから算出される。 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.
　前記目標放熱器圧力ＰＣＯは上記目標過冷却度ＴＧＳＣと目標ヒータ温度ＴＣＯに基づいて目標値演算部７９が算出する。更に、Ｆ／Ｂ（フィードバック）操作量演算部８１はこの目標放熱器圧力ＰＣＯと放熱器圧力Ｐｃｉに基づくＰＩＤ演算若しくはＰＩ演算により圧縮機目標回転数のＦ／Ｂ操作量ＴＧＮＣｈｆｂを算出する。そして、Ｆ／Ｆ操作量演算部７８が算出したＦ／Ｆ操作量ＴＧＮＣｈｆｆとＦ／Ｂ操作量演算部８１が算出したＦ／Ｂ操作量ＴＧＮＣｈｆｂは加算器８２で加算され、ＴＧＮＣｈ００としてリミット設定部８３に入力される。 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.
　リミット設定部８３では制御上の下限回転数ＥＣＮｐｄＬｉｍＬｏと上限回転数ＥＣＮｐｄＬｉｍＨｉのリミットが付けられてＴＧＮＣｈ０とされた後、圧縮機ＯＦＦ制御部８４を経て圧縮機目標回転数ＴＧＮＣｈとして決定される。通常モードではヒートポンプコントローラ３２は、この放熱器圧力Ｐｃｉに基づいて算出された圧縮機目標回転数ＴＧＮＣｈにより、放熱器圧力Ｐｃｉが目標放熱器圧力ＰＣＯになるように圧縮機２の運転を制御する。 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. 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.
　尚、圧縮機ＯＦＦ制御部８４は、放熱器４が軽負荷状態となり、圧縮機目標回転数ＴＧＮＣｈが上述した下限回転数ＥＣＮｐｄＬｉｍＬｏとなって、放熱器圧力Ｐｃｉが目標放熱器圧力ＰＣＯの上下に設定された所定の上限値ＰＵＬと下限値ＰＬＬのうちの上限値ＰＵＬより高い所定の強制停止値ＰＳＬまで上昇した状態（強制停止値ＰＳＬを上回った状態、又は、強制停止値ＰＳＬ以上となった状態。以下、同じ）が所定時間ｔｈ１継続した場合（放熱器４の所定の軽負荷条件が成立）、圧縮機２を停止させて圧縮機２をＯＮ－ＯＦＦ制御するＯＮ－ＯＦＦ制御モードに入る。 The compressor OFF control unit 84 sets the radiator 4 in a light load state, sets the compressor target rotation speed TGNCh to the above-described lower limit rotation speed ECNpdLimLo, and sets the radiator pressure Pci above and below the target radiator pressure PCO. A state in which a predetermined forced stop value PSL higher than the upper limit value PUL of the predetermined upper limit value PUL and the lower limit value PLL has risen (a state in which the forced stop value PSL is exceeded or a forced stop value PSL or more is reached). If the same applies hereafter for a predetermined time th1 (a predetermined light load condition of the radiator 4 is satisfied), the compressor 2 is stopped and an ON-OFF control mode for ON-OFF controlling the compressor 2 is entered.
　この圧縮機２のＯＮ－ＯＦＦ制御モードでは、放熱器圧力Ｐｃｉが下限値ＰＬＬまで低下した場合（下限値ＰＬＬを下回った場合、又は、下限値ＰＬＬ以下となった場合。以下、同じ）、圧縮機２を起動して圧縮機目標回転数ＴＧＮＣｈを下限回転数ＥＣＮｐｄＬｉｍＬｏとして運転し、その状態で放熱器圧力Ｐｃｉが上限値ＰＵＬまで上昇した場合は圧縮機２を再度停止させる。即ち、下限回転数ＥＣＮｐｄＬｉｍＬｏでの圧縮機２の運転（ＯＮ）と、停止（ＯＦＦ）を繰り返す。そして、放熱器圧力Ｐｃｉが下限値ＰＵＬまで低下し、圧縮機２を起動した後、放熱器圧力Ｐｃｉが下限値ＰＵＬより高くならない状態が所定時間ｔｈ２継続した場合、圧縮機２のＯＮ－ＯＦＦモード制御を終了し、通常モードに復帰するものである。 In the ON-OFF control mode of the compressor 2, when the radiator pressure Pci decreases to the lower limit value PLL (when it falls below the lower limit value PLL or becomes equal to or lower than the lower limit value PLL. The same applies hereinafter), compression The machine 2 is started to operate with 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. The control is terminated and the normal mode is restored.
　（１１－２）吸熱器温度Ｔｅに基づく圧縮機目標回転数ＴＧＮＣｃの算出
　次に、図１２を用いて吸熱器温度Ｔｅに基づく圧縮機２の制御について詳述する。図１２は吸熱器温度Ｔｅに基づいて圧縮機２の目標回転数（圧縮機目標回転数）ＴＧＮＣｃを算出するヒートポンプコントローラ３２の制御ブロック図である。ヒートポンプコントローラ３２のＦ／Ｆ操作量演算部８６は外気温度Ｔａｍと、空気流通路３内を流通する空気の風量Ｇａ（室内送風機２７のブロワ電圧ＢＬＶでもよい）と、目標放熱器圧力ＰＣＯと、吸熱器温度Ｔｅの目標値である目標吸熱器温度ＴＥＯに基づいて圧縮機目標回転数のＦ／Ｆ操作量ＴＧＮＣｃｆｆを算出する。 (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.
　また、Ｆ／Ｂ操作量演算部８７は目標吸熱器温度ＴＥＯと吸熱器温度Ｔｅに基づくＰＩＤ演算若しくはＰＩ演算により圧縮機目標回転数のＦ／Ｂ操作量ＴＧＮＣｃｆｂを算出する。そして、Ｆ／Ｆ操作量演算部８６が算出したＦ／Ｆ操作量ＴＧＮＣｃｆｆとＦ／Ｂ操作量演算部８７が算出したＦ／Ｂ操作量ＴＧＮＣｃｆｂは加算器８８で加算され、ＴＧＮＣｃ００としてリミット設定部８９に入力される。 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.
　リミット設定部８９では制御上の下限回転数ＴＧＮＣｃＬｉｍＬｏと上限回転数ＴＧＮＣｃＬｉｍＨｉのリミットが付けられてＴＧＮＣｃ０とされた後、圧縮機ＯＦＦ制御部９１を経て圧縮機目標回転数ＴＧＮＣｃとして決定される。従って、加算器８８で加算された値ＴＧＮＣｃ００が上限回転数ＴＧＮＣｃＬｉｍＨｉと下限回転数ＴＧＮＣｃＬｉｍＬｏ以内であり、後述するＯＮ－ＯＦＦ制御モードにならなければ、この値ＴＧＮＣｃ００が圧縮機目標回転数ＴＧＮＣｃ（圧縮機２の回転数となる）。通常モードではヒートポンプコントローラ３２は、この吸熱器温度Ｔｅに基づいて算出された圧縮機目標回転数ＴＧＮＣｃにより、吸熱器温度Ｔｅが目標吸熱器温度ＴＥＯになるように圧縮機２の運転を制御する。 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, 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 control mode described later does not occur, this value TGNCc00 is the target compressor rotation speed TGNCc (compressor. 2 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.
　尚、圧縮機ＯＦＦ制御部９１は、吸熱器９が軽負荷状態となり、圧縮機目標回転数ＴＧＮＣｃが上述した下限回転数ＴＧＮＣｃＬｉｍＬｏとなって、吸熱器温度Ｔｅが目標吸熱器温度ＴＥＯの上下に設定された上限値ＴｅＵＬと下限値ＴｅＬＬのうちの下限値ＴｅＬＬより低い所定の強制停止値ＴｅＳＬまで低下した状態（強制停止値ＴｅＳＬを下回った状態、又は、強制停止値ＴｅＳＬ以下となった状態。以下、同じ）が所定時間ｔｃ１継続した場合（吸熱器９の所定の軽負荷条件が成立）、圧縮機２を停止（圧縮機ＯＦＦ）させて圧縮機２をＯＮ－ＯＦＦ制御するＯＮ－ＯＦＦ制御モードに入る。 The compressor OFF control unit 91 sets the heat absorber 9 in a light load state, sets the compressor target rotation speed TGNCc to the above-described lower limit rotation speed TGNCcLimLo, and sets the heat absorber temperature Te above and below the target heat absorber temperature TEO. The state in which the predetermined forced stop value TeSL, which is lower than the lower limit value TeLL of the upper limit value TeUL and the lower limit value TeLL, is decreased (the state is below the forced stop value TeSL or is equal to or less than the forced stop value TeSL. , The same) continues for a predetermined time tc1 (a predetermined light load condition of the heat absorber 9 is satisfied), the compressor 2 is stopped (compressor OFF) and the compressor 2 is ON-OFF controlled in an ON-OFF control mode. to go into.
　この場合の圧縮機２のＯＮ－ＯＦＦ制御モードでは、吸熱器温度Ｔｅが上限値ＴｅＵＬまで上昇した場合（上限値ＴｅＵＬを上回った場合、又は、上限値ＴｅＵＬ以上となった場合。以下、同じ）、圧縮機２を起動（圧縮機ＯＮ）して圧縮機目標回転数ＴＧＮＣｃを下限回転数ＴＧＮＣｃＬｉｍＬｏとして運転し、その状態で吸熱器温度Ｔｅが下限値ＴｅＬＬまで低下した場合は圧縮機２を再度停止させる（圧縮機ＯＦＦ）。即ち、下限回転数ＴＧＮＣｃＬｉｍＬｏでの圧縮機２の運転（圧縮機ＯＮ）と、停止（圧縮機ＯＦＦ）を繰り返す。そして、吸熱器温度Ｔｅが上限値ＴｅＵＬまで上昇し、圧縮機２を起動した後（圧縮機ＯＮ）、吸熱器温度Ｔｅが上限値ＴｅＵＬより低くならない状態が所定時間ｔｃ２継続した場合、この場合の圧縮機２のＯＮ－ＯＦＦ制御モードを終了し、通常モードに復帰するものである。 In the ON-OFF control mode of the compressor 2 in this case, when the heat absorber temperature Te rises to the upper limit value TeUL (when it exceeds the upper limit value TeUL or becomes equal to or higher than the upper limit value TeUL. The same applies hereinafter). , Start the compressor 2 (compressor ON), operate the compressor target speed TGNCc as the lower limit speed TGNCcLimLo, and stop the compressor 2 again when the heat absorber temperature Te drops to the lower limit value TeLL in that state. Allow (compressor OFF). That is, the operation of the compressor 2 (compressor ON) and the stop (compressor OFF) at the lower limit rotation speed TGNCcLimLo are repeated. Then, after the heat absorber temperature Te rises to the upper limit value TeUL and the compressor 2 is started (compressor ON), the state in which the heat absorber temperature Te does not become lower than the upper limit value TeUL continues for a predetermined time tc2. The ON-OFF control mode of the compressor 2 is terminated and the normal mode is restored.
　（１１－３）熱媒体温度Ｔｗに基づく圧縮機目標回転数ＴＧＮＣｗの算出
　次に、図１４を用いて熱媒体温度Ｔｗに基づく圧縮機２の制御について詳述する。図１４は、前述したバッテリ冷却（優先）＋空調モード及びバッテリ冷却（単独）モードにおいて、熱媒体温度Ｔｗに基づき圧縮機２の目標回転数（圧縮機目標回転数）ＴＧＮＣｗを算出するヒートポンプコントローラ３２の制御ブロック図である。 (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 heat pump controller 32 that calculates a target rotation speed (compressor target rotation speed) TGNCw of the compressor 2 based on the heat medium temperature Tw in the battery cooling (priority)+air conditioning mode and the battery cooling (single) mode described above. It is a control block diagram of.
　この図において、ヒートポンプコントローラ３２のＦ／Ｆ操作量演算部９２は外気温度Ｔａｍと、機器温度調整装置６１内の熱媒体の流量Ｇｗ（循環ポンプ６２の出力から算出される）と、バッテリ５５の発熱量（バッテリコントローラ７３から送信される）と、バッテリ温度Ｔｃｅｌｌ（バッテリコントローラ７３から送信される）と、熱媒体温度Ｔｗの目標値である目標熱媒体温度ＴＷＯに基づいて圧縮機目標回転数のＦ／Ｆ操作量ＴＧＮＣｃｗｆｆを算出する。 In this figure, the F/F operation amount calculation unit 92 of the heat pump controller 32 indicates the outside air temperature Tam, the flow rate Gw of the heat medium in the device temperature adjusting device 61 (calculated from the output of the circulation pump 62), and the battery 55. Based on the heat generation amount (transmitted from the battery controller 73), the battery temperature Tcell (transmitted from the battery controller 73), and the target heat medium temperature TWO that is the target value of the heat medium temperature Tw, the compressor target rotation speed is calculated. The F/F operation amount TGNCcwff is calculated.
　また、Ｆ／Ｂ操作量演算部９３は目標熱媒体温度ＴＷＯと熱媒体温度Ｔｗ（バッテリコントローラ７３から送信される）に基づくＰＩＤ演算若しくはＰＩ演算により圧縮機目標回転数のＦ／Ｂ操作量ＴＧＮＣｗｆｂを算出する。そして、Ｆ／Ｆ操作量演算部９２が算出したＦ／Ｆ操作量ＴＧＮＣｗｆｆとＦ／Ｂ操作量演算部９３が算出したＦ／Ｂ操作量ＴＧＮＣｗｆｂは加算器９４で加算され、ＴＧＮＣｗ００としてリミット設定部９６に入力される。 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.
　リミット設定部９６では制御上の下限回転数ＴＧＮＣｗＬｉｍＬｏと上限回転数ＴＧＮＣｗＬｉｍＨｉのリミットが付けられてＴＧＮＣｗ０とされた後、圧縮機ＯＦＦ制御部９７を経て圧縮機目標回転数ＴＧＮＣｗとして決定される。従って、加算器９４で加算された値ＴＧＮＣｗ００が上限回転数ＴＧＮＣｗＬｉｍＨｉと下限回転数ＴＧＮＣｗＬｉｍＬｏ以内であり、後述するＯＮ－ＯＦＦ制御モードにならなければ、この値ＴＧＮＣｗ００が圧縮機目標回転数ＴＧＮＣｗ（圧縮機２の回転数となる）。通常モードではヒートポンプコントローラ３２は、この熱媒体温度Ｔｗに基づいて算出された圧縮機目標回転数ＴＧＮＣｗにより、熱媒体温度Ｔｗが目標熱媒体温度ＴＷＯになるように圧縮機２の運転を制御する。 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, if the value TGNCw00 added by the adder 94 is within the upper limit rotation speed TGNCwLimHi and the lower limit rotation speed TGNCwLimLo and the ON-OFF control mode described later does not occur, this value TGNCw00 is the target compressor rotation speed TGNCw (compressor. 2 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.
　ここで、図１６を用いて図１４中の圧縮機ＯＦＦ制御部９７の動作について説明する。尚、図中ＮＣは圧縮機２の回転数である。上記の如く圧縮機２の回転数制御で熱媒体温度Ｔｗを目標熱媒体温度ＴＷＯに制御している通常モードにおいて、冷媒－熱媒体熱交換器６４におけるバッテリ５５の冷却負荷が軽くなり（軽負荷状態となり）、圧縮機目標回転数ＴＧＮＣｗが上述した下限回転数ＴＧＮＣｗＬｉｍＬｏとなって、熱媒体温度Ｔｗが目標熱媒体温度ＴＷＯの上下に設定された上限値ＴｗＵＬと下限値ＴｗＬＬのうちの下限値ＴｗＬＬよりも更に低くなり、当該下限値ＴｗＬＬよりも低い所定の強制停止値ＴｗＳＬ（目標熱媒体温度ＴＷＯよりも低い値）を下回った場合、圧縮機ＯＦＦ制御部９７は、当該強制停止値ＴｗＳＬを下回った時点で、冷媒－熱媒体熱交換器６４の所定の軽負荷条件が成立したものと判断する。 Here, the operation of the compressor OFF control unit 97 in FIG. 14 will be described with reference to FIG. In the figure, NC is the number of revolutions of the compressor 2. In the normal mode in which the heat medium temperature Tw is controlled to the target heat medium temperature TWO by controlling the rotation speed of the compressor 2 as described above, the cooling load of the battery 55 in the refrigerant-heat medium heat exchanger 64 becomes light (light load). State), the compressor target rotation speed TGNCw becomes the above-described lower limit rotation speed TGNCwLimLo, and the heat medium temperature Tw is set to the upper and lower sides of the target heat medium temperature TWO. The lower limit value TwLL and the lower limit value TwLL of the lower limit value TwLL are set. If it is lower than the predetermined forced stop value TwSL (lower than the target heat medium temperature TWO) lower than the lower limit value TwLL, the compressor OFF control unit 97 falls below the forced stop value TwSL. At that time, it is determined that the predetermined light load condition of the refrigerant-heat medium heat exchanger 64 is satisfied.
　そして、圧縮機ＯＦＦ制御部９７は、即座に圧縮機２を停止（圧縮機ＯＦＦ）させ、以後、圧縮機２をＯＮ－ＯＦＦ制御するＯＮ－ＯＦＦ制御モードに入る。即ち、圧縮機２の回転数による熱媒体温度Ｔｗの制御範囲を超えて、当該熱媒体温度Ｔｗが強制停止値ＴｗＳＬを下回った時点で、ヒートポンプコントローラ３２の圧縮機ＯＦＦ制御部９７は圧縮機２を即座に停止する。これにより、図１６に示す如く熱媒体温度Ｔｗは上昇に転ずることになる。尚、上記軽負荷条件の成立は、熱媒体温度Ｔｗが強制停止値ＴｗＳＬを下回った場合に限らず、熱媒体温度Ｔｗが強制停止値ＴｗＳＬ以下となった場合でもよい。 Then, the compressor OFF control unit 97 immediately stops the compressor 2 (compressor OFF), and thereafter enters the ON-OFF control mode for ON-OFF controlling the compressor 2. That is, when the heat medium temperature Tw exceeds the control range of the heat medium temperature Tw according to the rotation speed of the compressor 2 and the heat medium temperature Tw falls below the forced stop value TwSL, the compressor OFF control unit 97 of the heat pump controller 32 causes the compressor OFF control unit 97 to move. To stop immediately. As a result, the heat medium temperature Tw starts to rise as shown in FIG. The light load condition may be satisfied not only when the heat medium temperature Tw is lower than the forced stop value TwSL but also when the heat medium temperature Tw is equal to or lower than the forced stop value TwSL.
　ここで、前述した図１１の圧縮機ＯＦＦ制御部８４や図１２の圧縮機ＯＦＦ制御部９１の場合と同様に、ＯＮ－ＯＦＦ制御に入った場合の例を図１７に示す。即ち、図１７の例では圧縮機目標回転数ＴＧＮＣｗが下限回転数ＴＧＮＣｗＬｉｍＬｏとなって、熱媒体温度Ｔｗが強制停止値ＴｗＳＬを下回った状態が所定時間ｔｗ１継続した場合、冷媒－熱媒体熱交換器６４の所定の軽負荷条件が成立したものと判断し、圧縮機２を停止させてＯＮ－ＯＦＦ制御モードに入る制御を示している。 Here, as in the case of the compressor OFF control unit 84 of FIG. 11 and the compressor OFF control unit 91 of FIG. 12 described above, an example of the case where the ON-OFF control is entered is shown in FIG. That is, in the example of FIG. 17, when the compressor target rotation speed TGNCw becomes the lower limit rotation speed TGNCwLimLo and the heat medium temperature Tw is lower than the forced stop value TwSL for a predetermined time tw1, the refrigerant-heat medium heat exchanger is The control shows that the predetermined light load condition of 64 is satisfied and the compressor 2 is stopped to enter the ON-OFF control mode.
　図１７のように、圧縮機目標回転数ＴＧＮＣｗが下限回転数ＴＧＮＣｗＬｉｍＬｏとなり、熱媒体温度Ｔｗが強制停止値ＴｗＳＬを下回った状態が所定時間ｔｗ１継続してから圧縮機２を停止させる場合、圧縮機２が停止されるまでの時間ｔｗ１が経過するうちに、熱媒体温度Ｔｗは過渡的に強制停止値ＴｗＳＬを大きく下回ってしまう（図１７にＸ１で示す）。そのような状態となると、熱媒体温度Ｔｗが下がり過ぎて、それにより冷却されるバッテリ５５に結露が発生してしまうようになる。 As shown in FIG. 17, when the compressor target rotation speed TGNCw becomes the lower limit rotation speed TGNCwLimLo and the heat medium temperature Tw is lower than the forced stop value TwSL for a predetermined time tw1 and then the compressor 2 is stopped, the compressor is While the time tw1 until 2 is stopped, the heat medium temperature Tw transiently greatly falls below the forced stop value TwSL (indicated by X1 in FIG. 17). In such a state, the heat medium temperature Tw is excessively lowered, which causes dew condensation on the battery 55 to be cooled.
　一方、図１６のように圧縮機目標回転数ＴＧＮＣｗが下限回転数ＴＧＮＣｗＬｉｍＬｏとなって、熱媒体温度Ｔｗが強制停止値ＴｗＳＬを下回った場合、又は、強制停止値ＴｗＳＬ以下となった場合、その時点で冷媒－熱媒体熱交換器６４の軽負荷条件が成立したものと判断して、即座に圧縮機２を停止（圧縮機ＯＦＦ）させ、ＯＮ－ＯＦＦ制御モードに入るようにすれば、熱媒体温度Ｔｗは強制停止値ＴｗＳＬを大きく下回ること無く、上昇に転ずるようになるので、バッテリ５５に結露は発生しなくなる。 On the other hand, as shown in FIG. 16, when the compressor target rotation speed TGNCw becomes the lower limit rotation speed TGNCwLimLo and the heat medium temperature Tw is lower than the forced stop value TwSL or becomes equal to or less than the forced stop value TwSL, at that time point. If it is determined that the light load condition of the refrigerant-heat medium heat exchanger 64 is satisfied, the compressor 2 is immediately stopped (compressor OFF), and the ON-OFF control mode is entered. The temperature Tw does not fall below the forced stop value TwSL and starts to rise, so that dew condensation does not occur in the battery 55.
　その後のＯＮ－ＯＦＦ制御モードでは、熱媒体温度Ｔｗが上限値ＴｗＵＬまで上昇した場合（上限値ＴｗＵＬを上回った場合、又は、上限値ＴｗＵＬ以上となった場合。以下、同じ）、圧縮機２を起動（圧縮機ＯＮ）して圧縮機目標回転数ＴＧＮＣｗを下限回転数ＴＧＮＣｗＬｉｍＬｏとして運転し、その状態で熱媒体温度Ｔｗが下限値ＴｗＬＬまで低下した場合（熱媒体温度Ｔｗが下限値ＴｗＬＬを下回った場合、又は、下限値ＴｗＬＬ以下となった場合）は圧縮機２を再度停止させる。即ち、上限値ＴｗＵＬと下限値ＴｗＬＬの間で、下限回転数ＴＧＮＣｗＬｉｍＬｏでの圧縮機２の運転（ＯＮ）と、停止（ＯＦＦ）を繰り返す。 In the subsequent ON-OFF control mode, when the heat medium temperature Tw rises to the upper limit value TwUL (when it exceeds the upper limit value TwUL or when it becomes equal to or higher than the upper limit value TwUL. The same applies hereinafter), the compressor 2 is turned on. When the heat medium temperature Tw is lowered to the lower limit value TwLL in that state by starting (compressor ON) and operating the compressor target rotation speed TGNCw as the lower limit rotation speed TGNCwLimLo (the heat medium temperature Tw is below the lower limit value TwLL) In the case of, or when it becomes the lower limit value TwLL or less), the compressor 2 is stopped again. That is, between the upper limit value TwUL and the lower limit value TwLL, the operation (ON) and the stop (OFF) of the compressor 2 at the lower limit rotation speed TGNCwLimLo are repeated.
　そして、実施例では熱媒体温度Ｔｗが上限値ＴｗＵＬまで上昇し（熱媒体温度Ｔｗが上限値ＴｗＵＬを上回り、又は、熱媒体温度Ｔｗが上限値ＴｗＵＬ以上となり）、圧縮機２を起動した後、熱媒体温度Ｔｗが上限値ＴｗＵＬを上回り、若しくは、上限値ＴｗＵＬ以上となった状態（熱媒体温度Ｔｗが上限値ＴｗＵＬより低くならない状態）が所定時間ｔｗ２継続した場合、ヒートポンプコントローラ３２は圧縮機２のＯＮ－ＯＦＦ制御モードを終了し、通常モードに復帰する。 Then, in the embodiment, the heat medium temperature Tw rises to the upper limit value TwUL (the heat medium temperature Tw exceeds the upper limit value TwUL, or the heat medium temperature Tw becomes equal to or higher than the upper limit value TwUL), and after starting the compressor 2, If the state in which the heat medium temperature Tw exceeds the upper limit value TwUL or is equal to or higher than the upper limit value TwUL (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, the heat pump controller 32 causes the compressor 2 The ON-OFF control mode of is ended and the mode returns to the normal mode.
　以上の如くバッテリ冷却（優先）＋空調モード及びバッテリ冷却（単独）モードにおいては、熱媒体温度Ｔｗが、目標熱媒体温度ＴＷＯよりも低い所定の強制停止値ＴｗＳＬを下回った場合、若しくは、当該強制停止値ＴｗＳＬ以下となった場合、その時点で圧縮機２を停止するようにしたので、熱媒体温度Ｔｗを圧縮機２の回転数制御により目標熱媒体温度ＴＷＯに維持しているときにバッテリ５５の冷却負荷が減少し、制御範囲を超えて熱媒体温度Ｔｗが低下し、強制停止値ＴｗＳＬを下回った場合、若しくは、それ以下となった場合、即座に圧縮機２を停止することができるようになり、バッテリ５５の温度が下がり過ぎて結露が発生してしまう不都合を未然に回避することができるようになる。 As described above, in the battery cooling (priority)+air conditioning mode and the battery cooling (single) mode, when the heat medium temperature Tw falls below a predetermined forced stop value TwSL lower than the target heat medium temperature TWO, or When it becomes equal to or less than the stop value TwSL, the compressor 2 is stopped at that time. Therefore, the battery 55 is maintained when the heat medium temperature Tw is maintained at the target heat medium temperature TWO by controlling the rotation speed of the compressor 2. When the cooling load decreases, the heat medium temperature Tw falls below the control range, and falls below the forced stop value TwSL, or when it becomes less than that, it is possible to immediately stop the compressor 2. Therefore, it is possible to avoid the inconvenience that the temperature of the battery 55 drops too much and dew condensation occurs.
　また、実施例ではヒートポンプコントローラ３２の圧縮機ＯＦＦ制御部９７が、目標熱媒体温度ＴＷＯの上側に設定された上限値ＴｗＵＬと、強制停止値ＴｗＳＬより上側であって目標熱媒体温度ＴＷＯの下側に設定された下限値ＴｗＬＬを有し、熱媒体温度Ｔｗが強制停止値ＴｗＳＬを下回り、若しくは、強制停止値ＴｗＳＬ以下となって圧縮機２を停止した後は、上限値ＴｗＵＬと下限値ＴｗＬＬの間で圧縮機２の運転／停止を繰り返すＯＮ－ＯＦＦ制御モードを実行するので、バッテリ５５の結露を回避しながら当該バッテリ５５を適切に冷却することができるようになる。 In the embodiment, the compressor OFF control unit 97 of the heat pump controller 32 sets the upper limit value TwUL set above the target heat medium temperature TWO and the upper side of the forced stop value TwSL to the lower side of the target heat medium temperature TWO. Has a lower limit value TwLL set to, and the heat medium temperature Tw falls below the forced stop value TwSL or becomes equal to or less than the forced stop value TwSL and the compressor 2 is stopped, the upper limit value TwUL and the lower limit value TwLL are Since the ON-OFF control mode in which the operation/stop of the compressor 2 is repeated is executed during the interval, it is possible to appropriately cool the battery 55 while avoiding the dew condensation of the battery 55.
　特に、実施例では圧縮機ＯＦＦ制御部９７が、ＯＮ－ＯＦＦ制御モードにおいて圧縮機２を運転する場合、制御上の最低回転数ＴＧＮＣｗＬｉｍＬｏで運転するので、圧縮機２の頻繁な起動／停止を回避しながら、バッテリ５５を円滑に冷却することができるようになる。 In particular, in the embodiment, when the compressor OFF control unit 97 operates the compressor 2 in the ON-OFF control mode, it operates at the minimum rotational speed TGNCwLimLo for control, so frequent start/stop of the compressor 2 is avoided. Meanwhile, the battery 55 can be cooled smoothly.
　また、実施例の如く圧縮機ＯＦＦ制御部９７が、熱媒体温度Ｔｗが上限値ＴｗＵＬを上回り、若しくは、上限値ＴｗＵＬ以上となり、その状態が所定時間ｔｗ２継続した場合、ＯＮ－ＯＦＦ制御モードを終了して熱媒体温度Ｔｗと、目標熱媒体温度ＴＷＯに基づいて圧縮機２の回転数を制御する通常モードに復帰するようにしているので、バッテリ５５の冷却負荷が増大したことに応じて、圧縮機２のＯＮ－ＯＦＦ制御モードから通常モードでの回転数制御に支障無く復帰することができるようになる。 Further, when the heat medium temperature Tw exceeds the upper limit value TwUL or becomes the upper limit value TwUL or more and the state continues for a predetermined time tw2 as in the embodiment, the ON-OFF control mode ends. Then, the normal mode in which the rotation speed of the compressor 2 is controlled based on the heat medium temperature Tw and the target heat medium temperature TWO is restored, so that the compression load is increased in response to the increase in the cooling load of the battery 55. It becomes possible to return from the ON-OFF control mode of the machine 2 to the rotation speed control in the normal mode without any trouble.
　尚、上述した実施例では熱媒体温度Ｔｗを冷媒－熱媒体熱交換器６４（被温調対象用熱交換器）により冷却される対象（熱媒体）の温度として採用したが、バッテリ温度Ｔｃｅｌｌを冷媒－熱媒体熱交換器６４（被温調対象用熱交換器）により冷却される対象の温度として採用してもよく、冷媒－熱媒体熱交換器６４の温度（冷媒－熱媒体熱交換器６４自体の温度、冷媒流路６４Ｂを出た冷媒の温度等）を冷媒－熱媒体熱交換器６４（被温調対象用熱交換器）の温度として採用してもよい。 In the above-described embodiment, the heat medium temperature Tw is adopted as the temperature of the target (heat medium) cooled by the refrigerant-heat medium heat exchanger 64 (heat exchanger for temperature control), but the battery temperature Tcell is used. It may be adopted as the temperature of the object to be cooled by the refrigerant-heat medium heat exchanger 64 (heat exchanger for temperature control), and the temperature of the refrigerant-heat medium heat exchanger 64 (refrigerant-heat medium heat exchanger) The temperature of 64 itself, the temperature of the refrigerant flowing out of the refrigerant flow path 64B, etc.) may be adopted as the temperature of the refrigerant-heat medium heat exchanger 64 (heat exchanger for temperature adjustment target).
　また、実施例では熱媒体を循環させてバッテリ５５の温調を行うようにしたが、請求項７以外の発明ではそれに限らず、冷媒とバッテリ５５（被温調対象）を直接熱交換させる被温調対象用熱交換器を設けてもよい。その場合には、バッテリ温度Ｔｃｅｌｌが被温調対象用熱交換器により冷却される対象の温度となる。 In the embodiment, the heat medium is circulated to control the temperature of the battery 55. However, the invention other than claim 7 is not limited to this, and the refrigerant and the battery 55 (the temperature controlled object) are directly heat-exchanged. A heat exchanger for temperature control may be provided. In that case, the battery temperature Tcell becomes the temperature of the target to be cooled by the target heat exchanger for temperature adjustment.
　また、実施例では車室内の冷房とバッテリ５５の冷却を同時に行う空調（優先）＋バッテリ冷却モードとバッテリ冷却（優先）＋空調モードで車室内を冷房しながらバッテリ５５を冷却することができる車両用空気調和装置１で説明したが、バッテリ５５の冷却は冷房中に限らず、他の空調運転、例えば前述した除湿暖房運転とバッテリ５５の冷却を同時に行うようにしてもよい。その場合には、除湿暖房モードで電磁弁６９を開き、冷媒配管１３Ｆを経て吸熱器９に向かう冷媒の一部を分岐配管６７に流入させ、冷媒－熱媒体熱交換器６４に流すことになる。 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, and other air conditioning operation, for example, the above-described dehumidifying and heating operation and the 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. ..
　また、実施例では本発明における弁装置として電磁弁３５を設けたが、室内膨張弁８を全閉可能な電動弁にて構成した場合には、電磁弁３５は不要となり、室内膨張弁８が本発明における弁装置となる。 Further, in the embodiment, the electromagnetic valve 35 is provided as the valve device according to the present invention, but when the indoor expansion valve 8 is constituted by the electric valve which can be fully closed, the electromagnetic valve 35 becomes unnecessary and the indoor expansion valve 8 is It becomes the valve device in the present invention.
　更に、実施例で説明した冷媒回路Ｒの構成や数値はそれに限定されるものでは無く、本発明の趣旨を逸脱しない範囲で変更可能であることは云うまでもない。特に、実施例では暖房モード、除湿暖房モード、除湿冷房モード、冷房モード、空調（優先）＋バッテリ冷却モード、バッテリ冷却（優先）＋空調モード、バッテリ冷却（単独）モード等の各運転モードを有する車両用空気調和装置１で本発明を説明したが、それに限らず、例えばバッテリ冷却（優先）＋空調モードとバッテリ冷却（単独）モードのうちの何れか、若しくは、双方のみを実行可能とされた車両用空気調和装置にも本発明は有効である。 Furthermore, it goes without saying that 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. In particular, the embodiment has various operation modes such as a heating mode, a dehumidification heating mode, a dehumidification cooling mode, a cooling mode, an air conditioning (priority)+battery cooling mode, a battery cooling (priority)+air conditioning mode, and a battery cooling (single) mode. Although the present invention has been described using the vehicle air conditioner 1, the present invention is not limited to this, and it is possible to execute, for example, one of the battery cooling (priority)+air conditioning mode and the battery cooling (single) mode, or both of them. The present invention is also effective for a vehicle air conditioner.
　１　車両用空気調和装置
　２　圧縮機
　３　空気流通路
　４　放熱器
　６　室外膨張弁
　７　室外熱交換器
　８　室内膨張弁
　９　吸熱器
　１１　制御装置
　３２　ヒートポンプコントローラ（制御装置の一部を構成）
　３５　電磁弁（弁装置）
　４５　空調コントローラ（制御装置の一部を構成）
　４８　吸熱器温度センサ
　５５　バッテリ（被温調対象）
　６１　機器温度調整装置
　６４　冷媒－熱媒体熱交換器（被温調対象用熱交換器）
　６８　補助膨張弁
　６９　電磁弁
　７６　熱媒体温度センサ
　７７　バッテリ温度センサ
　Ｒ　冷媒回路 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)
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 Electromagnetic valve 76 Heat medium temperature sensor 77 Battery temperature sensor R Refrigerant circuit

Claims (7)

  1. 　冷媒を圧縮する圧縮機と、
    　前記冷媒と車室内に供給する空気を熱交換させるための室内熱交換器と、
    　制御装置を少なくとも備えて前記車室内を空調する車両用空気調和装置において、
    　前記冷媒を吸熱させて車両に搭載された被温調対象を冷却するための被温調対象用熱交換器を備え、
    　前記制御装置は、前記被温調対象用熱交換器又はそれにより冷却される対象の温度と、その目標温度に基づいて前記圧縮機の回転数を制御する被温調対象冷却モードを有し、
    　該被温調対象冷却モードにおいては、前記被温調対象用熱交換器又はそれにより冷却される対象の温度が、前記目標温度よりも低い所定の強制停止値を下回った場合、若しくは、当該強制停止値以下となった場合、その時点で前記圧縮機を停止することを特徴とする車両用空気調和装置。     A compressor for compressing the refrigerant,
    An indoor heat exchanger for exchanging heat between the refrigerant and the air supplied to the vehicle interior,
    In a vehicle air conditioner including at least a control device for air conditioning the vehicle interior,
    A heat exchanger for a temperature-controlled object for cooling the temperature-controlled object mounted on a vehicle by absorbing the refrigerant is provided,
    The control device has a temperature control target cooling mode for controlling the number of revolutions of the compressor based on the target temperature of the temperature control target heat exchanger or a target cooled by the heat exchanger.
    In the temperature-controlled cooling mode, when the temperature of the temperature-controlled heat exchanger or the temperature of the object to be cooled by it falls below a predetermined forced stop value lower than the target temperature, or The air conditioner for a vehicle, wherein the compressor is stopped at that time when the value becomes a stop value or less.
  2. 　前記制御装置は、前記目標温度の上側に設定された所定の上限値と、前記強制停止値より上側であって前記目標温度の下側に設定された所定の下限値を有し、
    　前記被温調対象用熱交換器又はそれにより冷却される対象の温度が前記強制停止値を下回り、若しくは、強制停止値以下となって前記圧縮機を停止した後は、前記上限値と前記下限値の間で前記圧縮機の運転／停止を繰り返すＯＮ－ＯＦＦ制御を実行することを特徴とする請求項１に記載の車両用空気調和装置。     The control device has a predetermined upper limit value set above the target temperature and a predetermined lower limit value set above the forced stop value and below the target temperature,
    After the temperature of the temperature-controlled target heat exchanger or the target cooled by it is lower than the forced stop value or equal to or less than the forced stop value and the compressor is stopped, the upper limit value and the lower limit value are set. The vehicle air conditioner according to claim 1, wherein ON-OFF control for repeating the operation/stop of the compressor between values is executed.
  3. 　前記制御装置は、前記ＯＮ－ＯＦＦ制御において前記圧縮機を運転する場合、制御上の所定の最低回転数で運転することを特徴とする請求項２に記載の車両用空気調和装置。 The vehicle air conditioner according to claim 2, wherein the control device, when operating the compressor in the ON-OFF control, operates at a predetermined minimum rotation speed in control.
  4. 　前記制御装置は、前記被温調対象用熱交換器又はそれにより冷却される対象の温度が前記上限値を上回り、若しくは、当該上限値以上となり、その状態が所定時間継続した場合、前記ＯＮ－ＯＦＦ制御を終了して前記被温調対象用熱交換器又はそれにより冷却される対象の温度と、その目標温度に基づいて前記圧縮機の回転数を制御する状態に復帰することを特徴とする請求項２又は請求項３に記載の車両用空気調和装置。 When the temperature of the heat exchanger for temperature controlled or the object cooled by the heat exchanger exceeds or exceeds the upper limit and the state continues for a predetermined time, the control device turns on the ON- It is characterized in that the OFF control is terminated and the temperature of the compressor to be controlled is returned to a state in which the rotational speed of the compressor is controlled based on the temperature of the heat exchanger for temperature controlled or the target cooled by the heat exchanger and the target temperature thereof. The vehicle air conditioner according to claim 2 or 3.
  5. 　前記室内熱交換器への冷媒の流通を制御する弁装置を備え、
    　前記制御装置は、前記被温調対象冷却モードとして、
    　前記弁装置を開き、前記被温調対象用熱交換器又はそれにより冷却される対象の温度に基づいて前記圧縮機の回転数を制御し、前記室内熱交換器の温度に基づいて前記弁装置を開閉制御する被温調対象冷却（優先）＋空調モードを有することを特徴とする請求項１乃至請求項４のうちの何れかに記載の車両用空気調和装置。     A valve device for controlling the flow of the refrigerant to the indoor heat exchanger,
    The control device, as the temperature control target cooling mode,
    The valve device is opened, the rotation speed of the compressor is controlled on the basis of the temperature of the heat exchanger for temperature control or the object cooled by the heat exchanger, and the valve device is controlled on the basis of the temperature of the indoor heat exchanger. The vehicle air conditioner according to any one of claims 1 to 4, further comprising: a temperature controlled target cooling (priority) + air conditioning mode for controlling opening and closing of the air conditioner.
  6. 　前記制御装置は、もう一つの前記被温調対象冷却モードとして、
    　前記弁装置を閉じ、前記被温調対象用熱交換器又はそれにより冷却される対象の温度に基づいて前記圧縮機の回転数を制御する被温調対象冷却（単独）モードを有することを特徴とする請求項５に記載の車両用空気調和装置。     The control device, as the other cooling mode to be temperature controlled,
    It has a temperature controlled target cooling (single) mode in which the valve device is closed and the rotation speed of the compressor is controlled based on the temperature of the temperature controlled target heat exchanger or a target cooled by the heat exchanger. The vehicle air conditioner according to claim 5.
  7. 　前記被温調対象と前記被温調対象用熱交換器の間で熱媒体を循環させる機器温度調整装置を備え、
    　前記制御装置は、前記熱媒体の温度Ｔｗ又は前記被温調対象の温度Ｔｃｅｌｌを前記被温調対象用熱交換器により冷却される対象の温度として前記圧縮機を制御することを特徴とする請求項１乃至請求項６のうちの何れかに記載の車両用空気調和装置。     An equipment temperature control device for circulating a heat medium between the temperature control target and the heat control target heat exchanger,
    The control device controls the compressor by setting the temperature Tw of the heat medium or the temperature Tcell of the temperature controlled object as the temperature of the object cooled by the heat exchanger for temperature controlled. The vehicle air conditioner according to any one of claims 1 to 6.
PCT/JP2019/044842 2018-12-19 2019-11-15 Vehicle air conditioning device WO2020129494A1 (en)

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