WO2020137235A1

WO2020137235A1 - Vehicle air-conditioning device

Info

Publication number: WO2020137235A1
Application number: PCT/JP2019/044845
Authority: WO
Inventors: 孝史青木; 竜宮腰; 耕平山下; 雄満山崎; 洪銘張
Original assignee: サンデン・オートモーティブクライメイトシステム株式会社
Priority date: 2018-12-25
Filing date: 2019-11-15
Publication date: 2020-07-02
Also published as: JP2020100363A; CN113195272A; JP7233915B2

Abstract

[Problem] To provide a vehicle air-conditioning device that has improved responsiveness by avoiding a shortage of compressor capacity (target rotational speed) when shifting to an operation state in which the number of evaporators for evaporating a refrigerant increases. [Solution] The present invention has a first operation state in which the refrigerant is evaporated by a heat absorber 9 or a refrigerant-heat medium heat exchanger 64 and a second operation state in which the refrigerant is evaporated by both. The target rotational speed of the compressor 2 is calculated by F/F calculation based on the target heat absorber temperature TEO for the heat absorber temperature Te and the target heat medium temperature TWO for the heat medium temperature Tw, and in the second operation state, correction is performed in a direction in which the F/F operation amount calculated by the F/F calculation becomes larger than in the first operation state.

Description

Vehicle air conditioner

The present invention relates to a heat pump type air conditioner that air-conditions a passenger compartment of a vehicle.

Due to the emergence of environmental problems in recent years, vehicles such as electric vehicles and hybrid vehicles that drive a traveling motor with electric power supplied from a battery mounted on the vehicle have become popular. Then, as an air conditioner applicable to such a vehicle, a compressor, a radiator, a heat absorber (evaporator), and a refrigerant circuit to which an outdoor heat exchanger is connected are provided, and the discharge from the compressor is performed. The generated refrigerant is radiated in the radiator, and the refrigerant radiated in this radiator is heated by evaporating (absorbing) heat in the outdoor heat exchanger, and the refrigerant discharged from the compressor is radiated in the outdoor heat exchanger to absorb heat. A device for air-conditioning the inside of a vehicle by evaporating (absorbing heat) in a container to cool it has been developed (for example, see Patent Document 1).

On the other hand, for example, if a battery is used in an environment where it becomes hot due to self-heating due to charging/discharging, its performance deteriorates and deterioration progresses, which may eventually lead to malfunction and damage. Therefore, a heat exchanger (evaporator) for cooling the battery is provided so that the battery can be cooled by circulating the refrigerant circulating in the refrigerant circuit to the heat exchanger. (See, for example, Patent Documents 2 and 3).

JP, 2016-64704, A Japanese Patent No. 5860360 Japanese Patent No. 5860361

As described above, in a vehicle air conditioner having a plurality of evaporators, for example, it is necessary to cool the temperature-controlled object from an operating state in which the refrigerant is evaporated by a heat absorber (evaporator) to air-condition the vehicle interior. Then, when the operation state in which the refrigerant flows through the target heat exchanger for temperature control (evaporator) also occurs, the heat exchange paths including them increase, so the capacity of the compressor (target rotation speed) becomes insufficient. As a result, the temperature of the air blown into the vehicle interior becomes high, and the cooling of the temperature-controlled object is delayed.

In addition, when the operation state in which the refrigerant flows through the heat exchanger for temperature control (evaporator) changes to the operation state in which the vehicle interior needs to be cooled and the refrigerant also flows through the heat absorber (evaporator), Since the capacity of the machine (target speed) becomes insufficient, air conditioning in the vehicle interior is delayed, and the cooling capacity of the temperature-controlled object also decreases. There was also a problem that it interfered with the cooling of the temperature control target.

Here, as described in Patent Document 1 described above, the target rotation speed of the compressor is, for example, a feedforward operation calculated by a feedforward calculation based on the target temperature of the heat absorber when cooling the vehicle interior. And the feedback operation amount calculated by the feedback calculation based on the target temperature and the actual temperature of the heat absorber. Therefore, if a certain amount of time has passed after the transition, it is possible to satisfy the target temperature by the feedback operation amount, but the responsiveness is low.

The present invention has been made to solve the above-mentioned conventional technical problems, and it is possible to reduce the capacity (target rotation speed) of the compressor when the operating state in which the number of evaporators that evaporate the refrigerant increases increases. It is an object of the present invention to provide a vehicle air conditioner that is avoided and has improved responsiveness.

The vehicle air conditioner of the present invention includes at least a compressor for compressing a refrigerant, a plurality of evaporators for evaporating the refrigerant, and a control device to air-condition the vehicle interior, and the control device is at least , Having a first operating state for evaporating the refrigerant in the evaporator and a second operating state for evaporating the refrigerant in a larger number of evaporators than in the first operating state, and being cooled by the evaporator or by it The target rotation speed of the compressor is calculated by the feedforward calculation based on the target temperature of the target, and the feedforward operation amount calculated by the feedforward calculation is larger in the second operating state than in the first operating state. It is characterized in that it is corrected in the direction of

In the vehicle air conditioner according to a second aspect of the present invention, in the above-mentioned invention, the control device calculates the feedback operation amount of the target rotation speed of the compressor by feedback calculation based on the temperature of the evaporator or the target cooled by the evaporator and the target temperature. The target rotational speed of the compressor is determined based on a value calculated by adding the feedforward operation amount and the feedback operation amount.

A vehicle air conditioner according to a third aspect of the present invention is mounted on a vehicle by evaporating the refrigerant and a heat absorber as an evaporator for cooling the air supplied to the vehicle compartment in each of the above inventions. The heat exchanger for the temperature controlled object as an evaporator for cooling the temperature controlled object, the valve device for the heat absorber for controlling the flow of the refrigerant to the heat absorber, and the heat exchanger for the temperature controlled object The temperature controlled object valve device for controlling the flow of the refrigerant is provided, and the control device opens one of the heat absorber valve device and the temperature controlled object valve device in the first operating state, and opens the other. By closing, the refrigerant is evaporated in either the heat absorber or the heat exchanger for temperature adjustment, and the valve device for heat absorber and the valve device for temperature adjustment are opened in the second operating state. Thus, the refrigerant is evaporated in the heat absorber and the heat exchanger for temperature adjustment.

In the vehicle air conditioner according to a fourth aspect of the present invention, in the above-mentioned invention, the control device opens the temperature-controlled object valve device, and based on the temperature of the heat-controlled object heat exchanger or the temperature of the object cooled by the heat exchanger. Controlling the number of revolutions of the compressor and closing the heat absorber valve device Cooling target cooling (single) mode, and opening the valve device for temperature control target, and cooling by the heat exchanger for temperature control target or it Controls the rotation speed of the compressor based on the temperature of the target, and controls the opening and closing of the valve device for the heat absorber based on the temperature of the heat absorber. Has a temperature controlled target cooling (priority) + air conditioning mode. In the cooling (priority) + air conditioning mode, it is calculated by a feedforward calculation based on the target temperature of the heat exchanger to be temperature controlled or the target to be cooled by the heat exchanger to be temperature controlled, rather than the cooling (single) mode to be temperature controlled The feature is that correction is performed in the direction of increasing the feedforward operation amount.

In the vehicle air conditioner according to a fifth aspect of the present invention, in the above invention, the control device cools the temperature-controlled object (single) when the heat absorber valve device is opened in the temperature-controlled object cooling (priority)+air conditioning mode. It is characterized in that the amount of feedforward operation calculated by the feedforward calculation based on the target temperature of the heat exchanger to be temperature controlled or the target to be cooled by it is corrected to be larger than that in the mode.

A vehicle air conditioner according to a sixth aspect of the present invention is the vehicle air conditioner according to the fourth or fifth aspect, wherein the control device controls the temperature of the object to be cooled (priority) + the temperature of the object cooled by the heat absorber in the air conditioning mode. And a correction value for correcting the feedforward manipulated variable based on the target temperature of the heat absorber.

In the vehicle air conditioner of the invention of claim 7, in the invention of claims 3 to 6, the control device opens the valve device for the heat absorber, controls the rotation speed of the compressor based on the temperature of the heat absorber, Air conditioning (single) mode to close the valve device for temperature control, open the valve device for heat absorber, control the rotation speed of the compressor based on the temperature of the heat absorber, heat exchanger for temperature control or by it It has an air conditioning (priority) + temperature controlled target cooling mode that controls opening and closing of the temperature controlled target valve device based on the temperature of the target to be cooled. Among this air conditioning (priority) + temperature controlled target cooling mode It is characterized in that the feedforward operation amount calculated by the feedforward calculation based on the target temperature of the heat absorber is corrected to be larger than that in the air conditioning (single) mode.

In the vehicle air conditioner of the invention of claim 8, in the above invention, the control device is in an air conditioning (single) mode when the temperature controlled object valve device is opened in the air conditioning (priority) + temperature controlled object cooling mode. It is characterized in that the feedforward operation amount calculated by the feedforward calculation based on the target temperature of the heat absorber is increased.

In the vehicle air conditioner of the invention of claim 9, in the invention of claim 7 or claim 8, the control device uses the heat exchanger for the temperature controlled object in the air conditioning (priority) + temperature controlled target cooling mode. It is characterized in that a correction value for correcting the feedforward manipulated variable is calculated based on the temperature of the object to be cooled and the target temperature thereof.

According to the present invention, a compressor for compressing a refrigerant, a plurality of evaporators for evaporating the refrigerant, and a vehicle air-conditioning apparatus for air-conditioning a vehicle compartment, which is provided with at least a control device, wherein at least the control device evaporates. An evaporator or an object to be cooled by the evaporator, which has a first operating state in which the refrigerant is evaporated in the evaporator and a second operating state in which the refrigerant is evaporated in a number of evaporators greater than the first operating state. A direction in which the target rotation speed of the compressor is calculated by a feedforward calculation based on the target temperature and the feedforward operation amount calculated by the feedforward calculation is made larger in the second operating state than in the first operating state. Since the correction is made in step 1, the shortage of the compressor capacity (target speed) at the time of switching from the first operating state to the second operating state can be promptly resolved, and responsiveness is improved to improve reliability. With this, it becomes possible to improve the marketability.

In this case, the control device according to the second aspect of the present invention calculates the feedback manipulated variable of the target rotational speed of the compressor by feedback calculation based on the temperature of the evaporator or the object cooled by the evaporator and the target temperature, and also feedforward If the target rotation speed of the compressor is determined based on the value obtained by adding the operation amount and the feedback operation amount, the target rotation speed of the compressor will change as time elapses after switching to the second operating state. The number will change without any problem in the direction of converging the temperature of the evaporator or the object cooled by it to the target temperature.

For example, as in the third aspect of the invention, a heat absorber as an evaporator for evaporating the refrigerant to cool the air supplied to the vehicle interior, and evaporating the refrigerant to cool the temperature-controlled object mounted on the vehicle. A heat exchanger for temperature control as an evaporator for, a valve device for heat absorber that controls the flow of refrigerant to the heat absorber, and a temperature control that controls the flow of refrigerant to the heat exchanger for temperature control A valve device for temperature control is provided, and in the first operating state, the control device opens either one of the valve device for heat absorber and the valve device for temperature control target, and closes the other to close the heat absorber and the controlled device. While evaporating the refrigerant in any one of the heat exchangers for temperature control, in the second operating state, the valve device for heat absorber and the valve device for temperature control target are opened to thereby absorb heat and heat. If the heat exchanger for conditioning is used to evaporate the refrigerant, the interior of the vehicle is air-conditioned and the temperature-controlled object is cooled in the first operating state, and the vehicle is air-conditioned in the second operating state. The temperature control target can be cooled, and the switching between the first operating state and the second operating state can be smoothly performed.

Then, the first operating state in which the refrigerant evaporates in the heat absorber or the heat exchanger for temperature adjustment is switched to the second operating state in which the refrigerant evaporates in both the heat absorber and the heat exchanger for temperature adjustment. In this case, it is possible to quickly and smoothly eliminate the shortage of the compressor capacity (target speed).

Further, as in the invention of claim 4, the control device opens the valve device for the temperature controlled object, and controls the rotation speed of the compressor based on the temperature of the heat exchanger for the temperature controlled object or the object cooled by the heat exchanger. Then, the temperature control target cooling (single) mode in which the heat absorber valve device is closed, and the temperature control target valve device is opened, and compression is performed based on the temperature of the heat control target heat exchanger or the temperature of the target cooled by it. By controlling the number of rotations of the machine and controlling the heat absorber valve device to open and close based on the temperature of the heat absorber, there is a temperature controlled cooling (priority) + air conditioning mode. In this case, only the temperature-controlled object is cooled, and in the temperature-controlled object cooling (priority)+air-conditioning mode, the vehicle interior can be air-conditioned while the temperature-controlled object is preferentially cooled.

Based on the target temperature of the heat exchanger to be temperature controlled or the target to be cooled by the heat exchanger to be temperature controlled, in the temperature controlled cooling (priority)+air conditioning mode, rather than the temperature controlled cooling (single) mode. If the feedforward operation amount calculated by the feedforward calculation is corrected so as to be increased, the temperature of the heat exchanger to be temperature-controlled when the valve device for the heat absorber is opened or the temperature of the object to be cooled by the heat exchanger is adjusted. It is possible to maintain the followability of the rotational speed control of the compressor based on the above, and also to secure the quick response of the vehicle interior air conditioning. Further, even when the heat absorber valve device is closed, it is possible to avoid the inconvenience (so-called overshoot) in which the object to be temperature-controlled is excessively cooled by maintaining the followability of the rotation speed control of the compressor. Become.

In this case, when the control device opens the heat absorber valve device in the temperature-controlled cooling (priority)+air conditioning mode as in the invention of claim 5, the temperature is controlled more than in the temperature-controlled cooling (single) mode. If the feedforward operation amount calculated by the feedforward calculation based on the target temperature of the heat exchanger for adjustment or the object cooled by it is corrected in the direction of increasing it, the heat absorber valve device can be opened or closed depending on whether the heat exchanger valve device is opened or closed. The feedforward manipulated variable can be finely corrected.

In the temperature controlled target cooling (priority)+air conditioning mode, the control device determines the feedforward manipulated variable based on the temperature of the target cooled by the heat absorber and the target temperature of the heat absorber. If the correction value to be corrected is calculated, the feedforward operation amount can be accurately corrected according to the load on the heat absorber.

In the air conditioning (independent) mode, the control device opens the heat absorber valve device, controls the rotation speed of the compressor based on the temperature of the heat absorber, and closes the temperature-controlled object valve device. And open the valve device for the heat absorber, control the rotation speed of the compressor based on the temperature of the heat absorber, and for the temperature-controlled target based on the temperature of the heat-controlled target heat exchanger or the target cooled by it. If the air conditioner (priority) + controlled cooling mode for controlling the valve device is provided, only the air conditioning in the passenger compartment is performed in the air conditioning (single) mode, and in the air conditioning (priority) + controlled cooling mode for controlled temperature. It becomes possible to cool the temperature-controlled object while preferentially performing the air conditioning in the vehicle compartment.

Then, in the air conditioning (priority) + temperature controlled cooling mode, the feedforward operation amount calculated by the feedforward calculation based on the target temperature of the heat absorber is corrected to be larger than that in the air conditioning (single) mode. By doing so, the followability of the rotational speed control of the compressor based on the temperature of the heat absorber when the valve device for temperature controlled objects is opened is maintained, and at the same time, the responsiveness of cooling of the temperature controlled object is also secured. You will be able to. Further, even when the valve device for the temperature controlled object is closed, it is possible to avoid the inconvenience (so-called overshoot) in which the vehicle interior is excessively cooled by maintaining the followability of the rotation speed control of the compressor. become.

In this case, when the control device opens the temperature control target valve device in the air conditioning (priority)+temperature control target cooling mode as in the invention of claim 8, the heat absorber of the heat absorber is operated more than in the air conditioning (single) mode. If the feedforward operation amount calculated by the feedforward calculation based on the target temperature is corrected in the direction of increasing it, the feedforward operation amount can be finely corrected according to the opening/closing of the valve device for the temperature-controlled object. Like

In the air conditioning (priority)+controlled cooling target temperature mode, the control device feeds the temperature of the target cooled by the target heat exchanger for temperature controlled and the target temperature thereof. By calculating the correction value for correcting the forward operation amount, the feedforward operation amount can be accurately corrected according to the load of the heat exchanger for temperature adjustment.

It is a block diagram of the air conditioning apparatus for vehicles of one Embodiment to which this invention is applied. It is a block diagram of an electric circuit of a control device of an air harmony device for vehicles of Drawing 1. It is a figure explaining the driving mode which the control apparatus of FIG. 2 performs. It is a block diagram of the air conditioning apparatus for vehicles explaining the heating mode by the heat pump controller of the control apparatus of FIG. It is a block diagram of the air conditioning apparatus for vehicles explaining the dehumidification heating mode by the heat pump controller of the control apparatus of FIG. It is a block diagram of the vehicle air conditioner explaining the dehumidification cooling mode by the heat pump controller of the control apparatus of FIG. It is a block diagram of the vehicle air conditioner explaining the cooling mode by the heat pump controller of the control apparatus of FIG. It is a block diagram of the air conditioning apparatus for vehicles explaining the air conditioning (priority) + battery cooling mode and battery cooling (priority) + air conditioning mode by the heat pump controller of the control apparatus of FIG. It is a block diagram of the vehicle air conditioning apparatus explaining the battery cooling (single) mode by the heat pump controller of the control apparatus of FIG. It is a block diagram of the vehicle air conditioner explaining the defrost mode by the heat pump controller of the control apparatus of FIG. It is a control block diagram regarding compressor control of the heat pump controller of the control device of FIG. FIG. 4 is another control block diagram related to compressor control of the heat pump controller of the control device in FIG. 2. 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 figure explaining the control at the time of switching of battery cooling (single) mode and battery cooling (priority) + air conditioning mode by the heat pump controller of the control apparatus of FIG. It is a figure explaining the control at the time of switching of cooling mode and air conditioning (priority) + battery cooling mode by the heat pump controller of the control apparatus of FIG.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 shows a configuration diagram of a vehicle air conditioner 1 of an embodiment of the present invention. A vehicle of an embodiment to which the present invention is applied is an electric vehicle (EV) in which an engine (internal combustion engine) is not mounted, and electric power charged in a battery 55 mounted in the vehicle is used as a traveling motor (electric motor). (Not shown) to drive and run, and the compressor 2 described later of the vehicle air conditioner 1 of the present invention is also driven by the electric power supplied from the battery 55. ..

That is, the vehicle air conditioner 1 of the embodiment is a heating mode, a dehumidification heating mode, a dehumidification cooling mode, a cooling mode, and a defrosting mode in a heat pump operation using the refrigerant circuit R in an electric vehicle that cannot be heated by engine waste heat. , The air conditioning (priority)+battery cooling mode, the battery cooling (priority)+air conditioning mode, and the battery cooling (single) mode are switched and executed to perform air conditioning in the vehicle compartment and temperature control of the battery 55. It is a thing.

Among these, the cooling mode is an example of the air conditioning (single) mode in the present invention, and the battery cooling (single) mode is an example of the temperature controlled target cooling (single) mode in the present invention. Further, an embodiment of the air conditioning (priority)+battery cooling mode in the present invention is the air conditioning (priority)+temperature controlled target cooling mode, battery cooling (priority)+air conditioning mode is the temperature controlled target cooling (priority)+ in the present invention. This is an example of the air conditioning mode.

The present invention is effective not only for electric vehicles but also for so-called hybrid vehicles that use an engine and a running motor. The vehicle to which the vehicle air conditioner 1 of the embodiment is applied is one in which the battery 55 can be charged from an external charger (quick charger 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. The radiator 4 (releasing the heat of the refrigerant), the outdoor expansion valve 6 including a motor-operated valve (electronic expansion valve) that decompresses and expands the refrigerant during heating, the radiator that radiates the refrigerant during cooling, and the refrigerant during heating An outdoor heat exchanger 7 for exchanging heat between the refrigerant and the outside air so as to function as an evaporator that absorbs heat (absorbs heat into the refrigerant), and an indoor expansion valve 8 including a mechanical expansion valve for decompressing and expanding the refrigerant. And a heat absorber 9 as an evaporator that is provided in the air flow passage 3 to absorb (evaporate) the refrigerant from the inside and outside of the vehicle during cooling and dehumidifying, and an accumulator 12 and the like are sequentially connected by a refrigerant pipe 13 to form a refrigerant circuit. R is configured.

The outdoor expansion valve 6 decompresses and expands the refrigerant flowing out of the radiator 4 and flowing into the outdoor heat exchanger 7, and can be fully closed. Further, in the embodiment, the indoor expansion valve 8 using a mechanical expansion valve decompresses and expands the refrigerant flowing into the heat absorber 9, and adjusts the degree of superheat of the refrigerant in the heat absorber 9.

The outdoor heat exchanger 7 is provided with an outdoor blower 15. The outdoor blower 15 exchanges heat between the outdoor air and the refrigerant by forcibly ventilating the outdoor air through the outdoor heat exchanger 7, whereby the outdoor air is discharged even while the vehicle is stopped (that is, the vehicle speed is 0 km/h). The heat exchanger 7 is configured to ventilate outside air.

Further, the outdoor heat exchanger 7 has a receiver dryer section 14 and a supercooling section 16 sequentially on the refrigerant downstream side, and the refrigerant pipe 13A on the refrigerant outlet side of the outdoor heat exchanger 7 is used when the refrigerant flows to the heat absorber 9. The refrigerant pipe 13B on the outlet side of the supercooling unit 16 is connected to the receiver dryer unit 14 via an electromagnetic valve 17 (for cooling) as an open/close valve, and the check valve 18, the indoor expansion valve 8 and the heat absorption It is connected to the refrigerant inlet side of the heat absorber 9 through an electromagnetic valve 35 (for cabin) as a device valve device in order. The receiver dryer unit 14 and the supercooling unit 16 structurally form a part of the outdoor heat exchanger 7. Further, the check valve 18 is configured such that the direction of the indoor expansion valve 8 is the forward direction. Furthermore, in the embodiment, the indoor expansion valve 8 and the solenoid valve 35 are expansion valves with solenoid valves.

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

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

refrigerant pipes

13J and 13F before the outdoor expansion valve 6 (refrigerant upstream side). One of the branched and branched refrigerant pipes 13J is connected to the refrigerant inlet side of the outdoor heat exchanger 7 via the outdoor expansion valve 6. The other branched refrigerant pipe 13F is connected to the refrigerant downstream side of the check valve 18 and the refrigerant upstream side of the indoor expansion valve 8 via an electromagnetic valve 22 (for dehumidification) as an opening/closing valve that is opened during dehumidification. It is connected to the located refrigerant pipe 13B.

As a result, the refrigerant pipe 13F is connected in parallel to the series circuit of the outdoor expansion valve 6, the outdoor heat exchanger 7 and the check valve 18, and the outdoor expansion valve 6, the outdoor heat exchanger 7 and the check valve are connected. It becomes a bypass circuit that bypasses 18. Further, a solenoid valve 20 as an opening/closing valve for bypass is connected in parallel to the outdoor expansion valve 6.

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

The intake switching damper 26 of the embodiment opens and closes the outside air intake port and the inside air intake port of the intake port 25 at an arbitrary ratio to reduce the ratio of the outside air and the inside air flowing into the heat absorber 9 of the air flow passage 3 to 0. It is configured so that it can be adjusted between 100% and 100%. In the present application, the ratio of the outside air to the inside air adjusted by the suction switching damper 26 is referred to as the inside/outside air ratio RECrate, and when this inside/outside air ratio RECrate=1, the inside air is in the inside air circulation mode with 100% inside air and 0% outside air. When the air ratio RECrate=0, the outside air introduction mode is set in which the outside air is 100% and the inside air is 0%. When 0<inside/outside air ratio RECrate<1, 0%<inside air<100%, and 100%>outside air>0%, which is an inside/outside air intermediate position. That is, in the present application, the inside/outside air ratio RECrate means the ratio of inside air to the air flowing into the heat absorber 9 of the air flow passage 3.

Further, in the air flow passage 3 on the leeward side (air downstream side) of the radiator 4, an auxiliary heater 23 as an auxiliary heating device including a PTC heater (electric heater) is provided in the embodiment, and passes through the radiator 4. It is possible to heat the air supplied to the passenger compartment. Further, in the air flow passage 3 on the air upstream side of the radiator 4, the air (inside air or outside air) flowing into the air flow passage 3 and passing through the heat absorber 9 is radiated. An air mix damper 28 that adjusts the ratio of ventilation to the device 4 and the auxiliary heater 23 is provided.

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

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

In the case of the embodiment, the inlet of the heat medium passage 64A of the refrigerant-heat medium heat exchanger 64 is connected to the discharge side of the circulation pump 62, and the outlet of this heat medium passage 64A is connected to the inlet of the heat medium heater 63. Has been done. The outlet of the heat medium heating heater 63 is connected to the inlet of the battery 55, and the outlet of the battery 55 is connected to the suction side of the circulation pump 62.

As the heat medium used in the device temperature adjusting device 61, for example, water, a refrigerant such as HFO-1234yf, a liquid such as coolant, or a gas such as air can be adopted. In the embodiment, water is used as the heat medium. The heat medium heating heater 63 is composed of an electric heater such as a PTC heater. Further, it is assumed that a jacket structure is provided around the battery 55 so that a heat medium can flow in a heat exchange relationship with the battery 55, for example.

When the circulation pump 62 is operated, the heat medium discharged from the circulation pump 62 flows into the heat medium flow passage 64A of the refrigerant-heat medium heat exchanger 64. The heat medium exiting the heat medium passage 64A of the refrigerant-heat medium heat exchanger 64 reaches the heat medium heating heater 63, and if the heat medium heating heater 63 is generating heat, the heat medium heating heater 63 is heated there, and then the battery. 55, where the heat medium exchanges heat with the battery 55. The heat medium that has exchanged heat with the battery 55 is sucked into the circulation pump 62 and circulated in the heat medium pipe 66.

On the other hand, in the refrigerant pipe 13B located on the refrigerant downstream side of the connecting portion between the refrigerant pipe 13F and the refrigerant pipe 13B of the refrigerant circuit R and on the refrigerant upstream side of the indoor expansion valve 8, a branch pipe 67 as a branch circuit is provided. One end is connected. In the branch pipe 67, an auxiliary expansion valve 68, which is a mechanical expansion valve in the embodiment, and an electromagnetic valve (for chiller) 69 as a valve device for the temperature-controlled object are sequentially provided. The auxiliary expansion valve 68 decompresses and expands the refrigerant flowing into the later-described refrigerant channel 64B of the refrigerant-heat medium heat exchanger 64, and adjusts the degree of superheat of the refrigerant in the refrigerant channel 64B of the refrigerant-heat medium heat exchanger 64. To do. In the embodiment, the auxiliary expansion valve 68 and the solenoid valve 69 are also expansion valves with solenoid valves.

The other end of the branch pipe 67 is connected to the refrigerant flow passage 64B of the refrigerant-heat medium heat exchanger 64, and one end of the refrigerant pipe 71 is connected to the outlet of the refrigerant flow passage 64B. The other end is connected to the refrigerant pipe 13C on the refrigerant upstream side (refrigerant upstream side of the accumulator 12) from the confluence with the refrigerant pipe 13D. The auxiliary expansion valve 68, the electromagnetic valve 69, the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, and the like also form a part of the refrigerant circuit R and, at the same time, a part of the device temperature adjusting device 61. It will be.

When the solenoid valve 69 is open, the refrigerant (a part or all of the refrigerant) discharged from the outdoor heat exchanger 7 flows into the branch pipe 67, the pressure is reduced by the auxiliary expansion valve 68, and then the refrigerant is passed through the solenoid valve 69. -The refrigerant flows into the refrigerant channel 64B of the heat medium heat exchanger 64 and evaporates there. The refrigerant absorbs heat from the heat medium flowing through the heat medium passage 64A in the process of flowing through the refrigerant passage 64B, and then is sucked into the compressor 2 through the refrigerant pipe 13K through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12.

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

Further, the vehicle communication bus 65 includes a vehicle controller 72 (ECU) that controls the entire vehicle including traveling, a battery controller (BMS: Battery Management System) 73 that controls the charging and discharging of the battery 55, and a GPS navigation device 74. Are connected. The vehicle controller 72, the battery controller 73, and the GPS navigation device 74 are also configured by a microcomputer that is an example of a computer including a processor. The air conditioning controller 45 and the heat pump controller 32 that configure the control device 11 connect the vehicle communication bus 65 to each other. Information (data) is transmitted/received to/from the vehicle controller 72, the battery controller 73, and the GPS navigation device 74 via these.

The air conditioning controller 45 is a higher-level controller that controls the vehicle interior air conditioning. The inputs of the air conditioning controller 45 are an outside air temperature sensor 33 that detects the outside air temperature Tam of the vehicle and an outside air humidity that detects outside air humidity. A sensor 34, an HVAC suction temperature sensor 36 for detecting the temperature of the air sucked into the air flow passage 3 from the suction port 25 and flowing into the heat absorber 9, and an inside air temperature for detecting the air temperature (inside air temperature Tin) in the vehicle interior. A sensor 37, an inside air humidity sensor 38 that detects the humidity of the air in the passenger compartment, an indoor CO ₂ concentration sensor 39 that detects the carbon dioxide concentration in the passenger compartment, and an outlet temperature that detects the temperature of the air blown into the passenger compartment. Each output of the sensor 41, the photosensor type solar radiation sensor 51 for detecting the amount of solar radiation into the vehicle interior, the vehicle speed sensor 52 for detecting the moving speed (vehicle speed VSP) of the vehicle, and the setting of the vehicle interior An air conditioning operation unit 53 for performing an air conditioning setting operation in the vehicle interior such as temperature and operation mode switching and displaying information is connected. Incidentally, 53A in the figure is a display as a display output device provided in the air conditioning operation unit 53.

Further, the output of the air conditioning controller 45 is connected to the outdoor blower 15, the indoor blower (blower fan) 27, the suction switching damper 26, the air mix damper 28, and the outlet switching damper 31, which are connected to the air conditioning controller 45. Controlled by.

The heat pump controller 32 is a controller that mainly controls the refrigerant circuit R, and the heat pump controller 32 has an input that radiates heat to detect the refrigerant inlet temperature Tcxin of the radiator 4 (which is also the refrigerant temperature discharged from the compressor 2 ). The inlet temperature sensor 43, the radiator outlet temperature sensor 44 that detects the refrigerant outlet temperature Tci of the radiator 4, the suction temperature sensor 46 that detects the suction refrigerant temperature Ts of the compressor 2, and the refrigerant outlet side of the radiator 4. Radiator pressure sensor 47 for detecting the refrigerant pressure (pressure of radiator 4; radiator pressure Pci), and heat absorber temperature sensor for detecting temperature of heat absorber 9 (refrigerant temperature of heat absorber 9: heat absorber temperature Te) 48, an outdoor heat exchanger temperature sensor 49 for detecting the refrigerant temperature at the outlet of the outdoor heat exchanger 7 (refrigerant evaporation temperature of the outdoor heat exchanger 7: outdoor heat exchanger temperature TXO), and the temperature of the auxiliary heater 23. Outputs of the auxiliary heater temperature sensors 50A (driver's seat side) and 50B (passenger seat side) are connected.

The output of the heat pump controller 32 includes the outdoor expansion valve 6, the solenoid valve 22 (for dehumidification), the solenoid valve 17 (for cooling), the solenoid valve 21 (for heating), the solenoid valve 20 (for bypass), and the solenoid valve 35. The electromagnetic valves (for the cabin) and the electromagnetic valve 69 (for the chiller) are connected, and they are controlled by the heat pump controller 32. The compressor 2, the auxiliary heater 23, the circulation pump 62, and the heat medium heating heater 63 each have a built-in controller, and in the embodiment, the controller of the compressor 2, the auxiliary heater 23, the circulation pump 62, and the heat medium heating heater 63. Transmits and receives data to and from the heat pump controller 32 via the vehicle communication bus 65, and is controlled by the heat pump controller 32.

The circulation pump 62 and the heat medium heating heater 63 that form the device temperature adjusting device 61 may be controlled by the battery controller 73. Further, the battery controller 73 includes a heat medium temperature sensor 76 for detecting the temperature (heat medium temperature Tw) of the heat medium on the inlet side of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 of the device temperature adjusting device 61. And an output of a battery temperature sensor 77 that detects the temperature of the battery 55 (temperature of the battery 55 itself: battery temperature Tcell). In the embodiment, the remaining amount of the battery 55 (the amount of stored electricity), the information on the charging of the battery 55 (the information that the battery is being charged, the charging completion time, the remaining charging time, etc.), the heat medium temperature Tw, the battery temperature Tcell, and the battery The amount of heat generated by 55 (calculated by the battery controller 73 from the amount of energization) 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. Further, the output Mpower of the traveling motor is transmitted from the vehicle controller 72 to the heat pump controller 32 and the air conditioning controller 45.

The heat pump controller 32 and the air conditioning controller 45 send and receive data to and from each other via the vehicle communication bus 65, and control each device based on the output of each sensor and the setting input by the air conditioning operation unit 53. In the embodiment in this case, the outside air temperature sensor 33, the outside air humidity sensor 34, the HVAC intake temperature sensor 36, the inside air temperature sensor 37, the inside air humidity sensor 38, the indoor CO ₂ concentration sensor 39, the blowout temperature sensor 41, the solar radiation sensor 51, the vehicle speed. The sensor 52, the air volume Ga of the air flowing into the air flow passage 3 and flowing in the air flow passage 3 (calculated by the air conditioning controller 45), the air flow rate SW by the air mix damper 28 (calculated by the air conditioning controller 45), the indoor blower The voltage (BLV) of 27, the information from the battery controller 73, the information from the GPS navigation device 74, and the output of the air conditioning operation unit 53 are transmitted from the air conditioning controller 45 to the heat pump controller 32 via the vehicle communication bus 65, and the heat pump It is configured to be used for control by the controller 32.

The heat pump controller 32 also transmits data (information) regarding the control of the refrigerant circuit R to the air conditioning controller 45 via the vehicle communication bus 65. The air volume ratio SW by the air mix damper 28 described above is calculated by the air conditioning controller 45 in the range of 0≦SW≦1. Then, when SW=1, all of the air that has passed through the heat absorber 9 is ventilated by the radiator 4 and the auxiliary heater 23 by the air mix damper 28.

Next, the operation of the vehicle air conditioner 1 of the embodiment having the above configuration will be described. In this embodiment, the control device 11 (the air conditioning controller 45, the heat pump controller 32) controls the heating mode, the dehumidification heating mode, the dehumidification cooling mode, the cooling mode, and the air conditioning (priority)+battery cooling mode, and the battery cooling. Each battery cooling operation of (priority)+air conditioning mode and battery cooling (single) mode and defrosting mode are switched and executed. These are shown in FIG.

Among these, in each of the air conditioning operations of the heating mode, the dehumidification heating mode, the dehumidification cooling mode, the cooling mode, and the air conditioning (priority)+battery cooling mode, the battery 55 is not charged in the embodiment, and the ignition of the vehicle is performed. This is executed when (IGN) is turned on and the air conditioning switch of the air conditioning operating unit 53 is turned on. However, it is executed even when the ignition is OFF during remote operation (pre-air conditioning, etc.). Further, even when the battery 55 is being charged, there is no battery cooling request, and the process is executed when the air conditioning switch is ON. On the other hand, each battery cooling operation in the battery cooling (priority)+air conditioning mode and the battery cooling (single) mode is executed, for example, when the plug of the quick charger (external power source) is connected and the battery 55 is being charged. It is something. However, the battery cooling (single) mode is executed when the air conditioning switch is OFF and there is a battery cooling request (such as when traveling at a high outside temperature) other than during charging of the battery 55.

In addition, in the embodiment, the heat pump controller 32 operates the circulation pump 62 of the device temperature adjusting device 61 when the ignition is turned on, or when the battery 55 is being charged even when the ignition is turned off. It is assumed that the heat medium is circulated in the heat medium pipe 66 as indicated by broken lines in FIGS. 4 to 10. Further, although not shown in FIG. 3, the heat pump controller 32 of the embodiment also executes a battery heating mode for heating the battery 55 by causing the heat medium heating heater 63 of the device temperature adjusting device 61 to generate heat.

(1) Heating Mode First, the heating mode will be described with reference to FIG. The control of each device is executed by the cooperation of the heat pump controller 32 and the air conditioning controller 45, but in the following description, the heat pump controller 32 will be the control main body and will be briefly described. FIG. 4 shows how the refrigerant flows in the refrigerant circuit R in the heating mode (solid arrow). When the heating mode is selected by the heat pump controller 32 (auto mode) or the manual air conditioning setting operation (manual mode) to the air conditioning operation unit 53 of the air conditioning controller 45, the heat pump controller 32 opens the solenoid valve 21 and the solenoid valve 17 , The solenoid valve 20, the solenoid valve 22, the solenoid valve 35, and the solenoid valve 69 are closed. Then, the compressor 2 and the

blowers

15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor blower 27 to the radiator 4 and the auxiliary heater 23.

With this, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow passage 3 is ventilated through the radiator 4, the air in the air flow passage 3 is heated by exchanging heat with the high temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by being deprived of heat by the air and condensed and liquefied.

The refrigerant liquefied in the radiator 4 exits the radiator 4, and then reaches the outdoor expansion valve 6 via the

refrigerant pipes

13E and 13J. The refrigerant flowing into the outdoor expansion valve 6 is decompressed there, and then flows into the outdoor heat exchanger 7. The refrigerant that has flowed into the outdoor heat exchanger 7 evaporates and pumps up heat from the outside air that is ventilated by traveling or by the outdoor blower 15 (heat absorption). That is, the refrigerant circuit R serves as a heat pump. Then, the low-temperature refrigerant that has exited the outdoor heat exchanger 7 reaches the refrigerant pipe 13C via the

refrigerant pipes

13A and 13D, the solenoid valve 21, and further enters the accumulator 12 via this refrigerant pipe 13C, where it is gas-liquid separated. After that, the circulation of sucking the gas refrigerant into the compressor 2 from the refrigerant pipe 13K is repeated. The air heated by the radiator 4 is blown out from the air outlet 29, so that the interior of the vehicle is heated.

The heat pump controller 32 calculates a target heater temperature TCO (of the radiator 4) calculated from a target outlet temperature TAO, which will be described later, which is a target temperature of air blown into the vehicle interior (a target value of the temperature of air blown into the vehicle interior). The target radiator pressure PCO is calculated from the target temperature), and the rotational speed of the compressor 2 is based on the target radiator pressure PCO and the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47. And controlling the valve opening of the outdoor expansion valve 6 based on the refrigerant outlet temperature Tci of the radiator 4 detected by the radiator outlet temperature sensor 44 and the radiator pressure Pci detected by the radiator pressure sensor 47, The degree of supercooling of the refrigerant at the outlet of the radiator 4 is controlled.

Further, when the heating capacity (heating capacity) of the radiator 4 is insufficient with respect to the required heating capacity, the heat pump controller 32 supplements the shortage with the heat generated by the auxiliary heater 23. As a result, the vehicle interior is heated without any trouble even when the outside temperature is low.

(2) Dehumidification Heating Mode Next, the dehumidification heating mode will be described with reference to FIG. FIG. 5 shows how the refrigerant flows in the refrigerant circuit R in the dehumidifying and heating mode (solid arrow). In the dehumidifying and heating mode, the heat pump controller 32 opens the solenoid valve 21, the solenoid valve 22, and the solenoid valve 35, and closes the solenoid valve 17, the solenoid valve 20, and the solenoid valve 69. Then, the compressor 2 and the

blowers

After the refrigerant liquefied in the radiator 4 exits the radiator 4, a part of it enters the refrigerant pipe 13J through the refrigerant pipe 13E and reaches the outdoor expansion valve 6. The refrigerant flowing into the outdoor expansion valve 6 is decompressed there, and then flows into the outdoor heat exchanger 7. The refrigerant that has flowed into the outdoor heat exchanger 7 evaporates and pumps up heat from the outside air that is ventilated by traveling or by the outdoor blower 15 (heat absorption). Then, the low-temperature refrigerant that has exited the outdoor heat exchanger 7 reaches the refrigerant pipe 13C via the

refrigerant pipes

13A and 13D and the solenoid valve 21, enters the accumulator 12 via this refrigerant pipe 13C, and is separated into gas and liquid there. After that, the circulation in which the gas refrigerant is sucked into the compressor 2 from the refrigerant pipe 13K is repeated.

On the other hand, the rest of the condensed refrigerant flowing through the radiator pipe 13E via the radiator 4 is diverted, and the diverted refrigerant flows into the refrigerant pipe 13F via the solenoid valve 22 and reaches the refrigerant pipe 13B. Next, the refrigerant reaches the indoor expansion valve 8, is decompressed by the indoor expansion valve 8, then flows into the heat absorber 9 through the electromagnetic valve 35, and evaporates. At this time, the water in the air blown from the indoor blower 27 is condensed and attached to the heat absorber 9 due to the heat absorbing action of the refrigerant generated in the heat absorber 9, so that the air is cooled and dehumidified.

The refrigerant evaporated in the heat absorber 9 flows out to the refrigerant pipe 13C, joins the refrigerant from the refrigerant pipe 13D (refrigerant from the outdoor heat exchanger 7), and then is sucked into the compressor 2 from the refrigerant pipe 13K via the accumulator 12. Repeat the cycle. The air dehumidified by the heat absorber 9 is reheated in the process of passing through the radiator 4 and the auxiliary heater 23 (when heat is generated), so that dehumidification and heating of the vehicle interior is performed.

In the embodiment, the heat pump controller 32 rotates the compressor 2 based on the target radiator pressure PCO calculated from the target heater temperature TCO and the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47. Number, or controls the number of revolutions of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO which is its target value. .. At this time, the heat pump controller 32 selects the lower one of the compressor target rotation speeds (the lower one of TGNCh and TGNCc described later) obtained from either calculation depending on the radiator pressure Pci or the heat absorber temperature Te. To control the compressor 2. Further, the valve opening degree of the outdoor expansion valve 6 is controlled based on the heat absorber temperature Te.

Further, when the heating capacity by the radiator 4 (heating capacity) is insufficient with respect to the heating capacity required also in the dehumidifying and heating mode, the heat pump controller 32 complements the shortage with the heat generated by the auxiliary heater 23. .. As a result, the vehicle interior is dehumidified and heated even when the outside temperature is low.

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

blowers

With this, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow passage 3 is ventilated through the radiator 4, the air in the air flow passage 3 is heated by exchanging heat with the high temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by being deprived of heat by air, and is condensed and liquefied.

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

refrigerant pipes

13E and 13J, and then passes through the outdoor expansion valve 6 controlled to open more (a region of a larger valve opening) than the heating mode or the dehumidifying and heating mode. It flows into the outdoor heat exchanger 7. The refrigerant that has flowed into the outdoor heat exchanger 7 is condensed by being cooled there by traveling or by the outside air ventilated by the outdoor blower 15. The refrigerant discharged from the outdoor heat exchanger 7 enters the refrigerant pipe 13B via the refrigerant pipe 13A, the electromagnetic valve 17, the receiver dryer unit 14, and the supercooling unit 16, and reaches the indoor expansion valve 8 via the check valve 18. The refrigerant is decompressed by the indoor expansion valve 8, then flows into the heat absorber 9 through the electromagnetic valve 35, and evaporates. Due to the heat absorbing action at this time, the moisture in the air blown out from the indoor blower 27 is condensed and attached to the heat absorber 9, and the air is cooled and dehumidified.

The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 via the refrigerant pipe 13C, and is repeatedly circulated by being sucked into the compressor 2 from the refrigerant pipe 13K via the refrigerant pipe 13C. The air cooled and dehumidified by the heat absorber 9 is reheated (has a lower heating capacity than that during dehumidification heating) in the process of passing through the radiator 4 and the auxiliary heater 23 (when heat is generated). As a result, the dehumidifying and cooling of the vehicle interior is performed.

The heat pump controller 32 absorbs heat based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO which is the target temperature of the heat absorber 9 (target value of the heat absorber temperature Te). The rotation speed of the compressor 2 is controlled so that the device temperature Te becomes the target heat absorber temperature TEO, and the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47 and the target radiator pressure PCO. Based on (the target value of the radiator pressure Pci), by controlling the valve opening of the outdoor expansion valve 6 so that the radiator pressure Pci becomes the target radiator pressure PCO, the reheat amount required by the radiator 4 (reheating) Amount).

Further, when the heating capacity (reheating capacity) by the radiator 4 is insufficient with respect to the heating capacity required also in the dehumidifying and cooling mode, the heat pump controller 32 supplements the shortage with the heat generated by the auxiliary heater 23. To do. As a result, dehumidifying and cooling are performed without excessively reducing the temperature inside the vehicle compartment.

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

blowers

15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor blower 27 to the radiator 4 and the auxiliary heater 23. The auxiliary heater 23 is not energized.

With this, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Although the air in the airflow passage 3 is ventilated through the radiator 4, since the proportion thereof is small (only for reheating (reheating) during cooling), it almost only passes through here, and the radiator 4 The discharged refrigerant reaches the refrigerant pipe 13J through the refrigerant pipe 13E. At this time, since the electromagnetic valve 20 is opened, the refrigerant passes through the electromagnetic valve 20 and flows into the outdoor heat exchanger 7 as it is, and is cooled by the traveling air or the outside air ventilated by the outdoor blower 15 to be condensed and liquefied. To do.

The refrigerant discharged from the outdoor heat exchanger 7 enters the refrigerant pipe 13B via the refrigerant pipe 13A, the solenoid valve 17, the receiver dryer unit 14, and the supercooling unit 16, and reaches the indoor expansion valve 8 via the check valve 18. The refrigerant is decompressed by the indoor expansion valve 8, then flows into the heat absorber 9 through the electromagnetic valve 35, and evaporates. Due to the heat absorbing action at this time, the air blown out from the indoor blower 27 and exchanging heat with the heat absorber 9 is cooled.

The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 via the refrigerant pipe 13C, and is sucked into the compressor 2 via the refrigerant pipe 13K. The air cooled by the heat absorber 9 is blown into the vehicle interior from the air outlet 29, so that the vehicle interior is cooled. In this cooling mode, the heat pump controller 32 controls the rotation speed of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48.

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

solenoid valves

21 and 22.

Then, the compressor 2 and each of the

blowers

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

The refrigerant exiting the outdoor heat exchanger 7 enters the refrigerant pipe 13B through the refrigerant pipe 13A, the solenoid valve 17, the receiver dryer unit 14, and the supercooling unit 16. The refrigerant flowing into the refrigerant pipe 13B is split after passing through the check valve 18, and one of the refrigerant flows through the refrigerant pipe 13B as it is to reach the indoor expansion valve 8. The refrigerant flowing into the indoor expansion valve 8 is decompressed there, then flows into the heat absorber 9 through the electromagnetic valve 35, and evaporates. Due to the heat absorbing action at this time, the air blown out from the indoor blower 27 and exchanging heat with the heat absorber 9 is cooled.

The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 via the refrigerant pipe 13C, and is sucked into the compressor 2 via the refrigerant pipe 13K. The air cooled by the heat absorber 9 is blown into the vehicle interior from the air outlet 29, so that the vehicle interior is cooled.

On the other hand, the rest of the refrigerant that has passed through the check valve 18 is split, flows into the branch pipe 67, and reaches the auxiliary expansion valve 68. Here, the refrigerant is decompressed, then flows into the refrigerant channel 64B of the refrigerant-heat medium heat exchanger 64 via the electromagnetic valve 69, and evaporates there. At this time, it exerts an endothermic effect. The refrigerant evaporated in the refrigerant flow path 64B repeats the circulation in which the refrigerant is sucked into the compressor 2 from the refrigerant pipe 13K through the refrigerant pipe 71, the refrigerant pipe 13C and the accumulator 12 in sequence (indicated by a solid arrow in FIG. 8).

On the other hand, since the circulation pump 62 is operating, the heat medium discharged from the circulation pump 62 reaches the heat medium flow passage 64A of the refrigerant-heat medium heat exchanger 64 in the heat medium pipe 66, and the refrigerant flow passage is there. The heat medium exchanges heat with the refrigerant that evaporates in 64B and absorbs heat to cool the heat medium. The heat medium exiting the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 reaches the heat medium heater 63. However, since the heat medium heater 63 does not generate heat in this operation mode, the heat medium passes through as it is to the battery 55 and exchanges heat with the battery 55. As a result, the battery 55 is cooled, and the heat medium after cooling the battery 55 is repeatedly circulated by being sucked into the circulation pump 62 (indicated by a dashed arrow in FIG. 8 ).

In this air conditioning (priority)+battery cooling mode, the heat pump controller 32 maintains the electromagnetic valve 35 in the open state, and will be described later based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48. The rotation speed of the compressor 2 is controlled as described above. In the embodiment, the solenoid valve 69 is controlled to open/close as follows based on the temperature of the heat medium detected by the heat medium temperature sensor 76 (heat medium temperature Tw: transmitted from the battery controller 73). The heat medium temperature Tw is used as an index indicating the temperature of the battery 55 to be temperature-controlled in the embodiment (hereinafter the same).

That is, the heat pump controller 32 sets an upper limit value TUL and a lower limit value TLL with a predetermined temperature difference above and below a predetermined target heat medium temperature TWO as a target value of the heat medium temperature Tw. Then, when the heat medium temperature Tw increases due to heat generation of the battery 55 or the like from the state where the solenoid valve 69 is closed and rises to the upper limit value TUL (when it exceeds the upper limit value TUL or becomes equal to or more than the upper limit value TUL). In the following case, the same), the solenoid valve 69 is opened. As a result, the refrigerant flows into the refrigerant channel 64B of the refrigerant-heat medium heat exchanger 64 and evaporates to cool the heat medium flowing through the heat medium channel 64A, so that the battery 55 is cooled by the cooled heat medium. To be done.

After that, when the heat medium temperature Tw drops to the lower limit value TLL (when it falls below the lower limit value TLL or becomes lower than the lower limit value TLL. The same applies hereinafter), the solenoid valve 69 is closed. After that, the solenoid valve 69 is repeatedly opened and closed as described above to control the heat medium temperature Tw to the target heat medium temperature TWO while prioritizing the cooling of the vehicle compartment, and the battery 55 is cooled.

(6) Switching of air conditioning operation The heat pump controller 32 calculates the above-mentioned target outlet temperature TAO from the following formula (I). This target outlet temperature TAO is a target value of the temperature of the air blown into the vehicle compartment from the outlet 29.
TAO=(Tset-Tin)×K+Tbal(f(Tset, SUN, Tam))
..(I)
Here, Tset is the set temperature in the vehicle compartment set by the air conditioning operation unit 53, Tin is the temperature of the vehicle interior air detected by the inside air temperature sensor 37, K is a coefficient, Tbal is the set temperature Tset, and the solar radiation sensor 51 detects the temperature. It is a balance value calculated from the amount of solar radiation SUN to be performed and the outside air temperature Tam detected by the outside air temperature sensor 33. Then, in general, the target outlet temperature TAO is higher as the outside air temperature Tam is lower, and is decreased as the outside air temperature Tam is increased.

Then, the heat pump controller 32 selects one of the above air conditioning operations based on the outside air temperature Tam detected by the outside air temperature sensor 33 and the target outlet temperature TAO at the time of startup. In addition, after the start, in response to operating conditions such as the outside air temperature Tam, the target outlet temperature TAO, the heat medium temperature Tw and the battery temperature Tcell, environmental conditions, changes in setting conditions, and a battery cooling request (mode transition request) from the battery controller 73. The air conditioning operation is selected and switched.

(7) Battery cooling (priority) + air conditioning mode (cooling subject to temperature adjustment (priority) + air conditioning mode)
Next, the operation during charging of the battery 55 will be described. For example, when the plug for charging a quick charger (external power source) is connected and the battery 55 is being charged (these information is transmitted from the battery controller 73), the ignition (IGN) of the vehicle is turned on/off. Regardless of the above, if there is a battery cooling request and the air conditioning switch of the air conditioning operation unit 53 is turned on, the heat pump controller 32 executes battery cooling (priority)+air conditioning mode. The way the refrigerant flows in the refrigerant circuit R in the battery cooling (priority)+air conditioning mode is the same as in the air conditioning (priority)+battery cooling mode shown in FIG.

However, in the case of this battery cooling (priority)+air conditioning mode, in the embodiment, the heat pump controller 32 keeps the electromagnetic valve 69 open, and the heat detected by the heat medium temperature sensor 76 (transmitted from the battery controller 73) is detected. The rotation speed of the compressor 2 is controlled based on the medium temperature Tw as 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.

That is, the heat pump controller 32 sets an upper limit value TeUL and a lower limit value TeLL with a predetermined temperature difference above and below a predetermined target heat sink temperature TEO as a target value of the heat sink temperature Te. Then, when the heat absorber temperature Te rises from the state where the solenoid valve 35 is closed and 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). , The solenoid valve 35 is opened. As a result, the refrigerant flows into the heat absorber 9 and evaporates to cool the air flowing through the air flow passage 3.

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

(8) Battery cooling (independent) mode (controlled cooling target (independent) mode)
Next, regardless of whether the ignition is ON or OFF, when the air conditioning switch of the air conditioning operation unit 53 is OFF, the charging plug of the quick charger is connected, and the battery 55 is charged, the battery cooling request is issued. If there is, the heat pump controller 32 executes the battery cooling (single) mode. However, it is executed when the air conditioning switch is OFF and there is a battery cooling request (eg, when traveling at a high outside air temperature) other than during charging of the battery 55. FIG. 9 shows how the refrigerant flows in the refrigerant circuit R (solid arrow) in the battery cooling (single) mode. In the battery cooling (single) mode, the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20, and the solenoid valve 69, and closes the solenoid valve 21, the solenoid valve 22, and the solenoid valve 35.

Then, the compressor 2 and the outdoor blower 15 are operated. The indoor blower 27 is not operated and the auxiliary heater 23 is not energized. Further, the heat medium heater 63 is not energized in this operation mode.

With this, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow passage 3 is not ventilated to the radiator 4, it passes only here, and the refrigerant exiting the radiator 4 reaches the refrigerant pipe 13J via the refrigerant pipe 13E. At this time, since the electromagnetic valve 20 is open, the refrigerant passes through the electromagnetic valve 20, flows into the outdoor heat exchanger 7 as it is, and is cooled by air by the outside air ventilated by the outdoor blower 15 to be condensed and liquefied.

The refrigerant exiting the outdoor heat exchanger 7 enters the refrigerant pipe 13B through the refrigerant pipe 13A, the solenoid valve 17, the receiver dryer unit 14, and the supercooling unit 16. After passing through the check valve 18, all of the refrigerant flowing into the refrigerant pipe 13B flows into the branch pipe 67 and reaches the auxiliary expansion valve 68. Here, the refrigerant is decompressed, then flows into the refrigerant channel 64B of the refrigerant-heat medium heat exchanger 64 via the electromagnetic valve 69, and evaporates there. At this time, it exerts an endothermic effect. The refrigerant evaporated in the refrigerant flow path 64B repeats the circulation in which the refrigerant is sucked into the compressor 2 from the refrigerant pipe 13K through the refrigerant pipe 71, the refrigerant pipe 13C and the accumulator 12 in sequence (shown by a solid arrow in FIG. 9).

On the other hand, since the circulation pump 62 is operating, the heat medium discharged from the circulation pump 62 reaches the heat medium flow passage 64A of the refrigerant-heat medium heat exchanger 64 in the heat medium pipe 66, and the refrigerant flow passage is there. The heat medium is cooled by being absorbed by the refrigerant evaporated in 64B. The heat medium exiting the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 reaches the heat medium heater 63. However, since the heat medium heater 63 does not generate heat in this operation mode, the heat medium passes through as it is to the battery 55 and exchanges heat with the battery 55. As a result, the battery 55 is cooled, and the heat medium after cooling the battery 55 is repeatedly circulated by being sucked into the circulation pump 62 (shown by a dashed arrow in FIG. 9 ).

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

(9) Defrost Mode Next, the defrost mode of the outdoor heat exchanger 7 will be described with reference to FIG. 10. FIG. 10 shows how the refrigerant flows in the refrigerant circuit R in the defrosting mode (solid arrow). As described above, in the heating mode, the refrigerant evaporates in the outdoor heat exchanger 7 and absorbs heat from the outside air to reach a low temperature, so that the moisture in the outside air adheres to the outside heat exchanger 7 as frost.

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

When the frost flag is set and the air conditioning switch of the air conditioning operating unit 53 is turned off, the charging plug is connected to the quick charger and the battery 55 is charged, the heat pump controller 32 The defrosting mode of the outdoor heat exchanger 7 is executed as follows.

In this defrosting mode, the heat pump controller 32 puts the refrigerant circuit R into the heating mode described above and fully opens the outdoor expansion valve 6. Then, the compressor 2 is operated, the high-temperature refrigerant discharged from the compressor 2 is caused to flow into the outdoor heat exchanger 7 via the radiator 4 and the outdoor expansion valve 6, and the frost formation on the outdoor heat exchanger 7 is prevented. Thaw (Figure 10). Then, the heat pump controller 32 defrosts the outdoor heat exchanger 7 when the outdoor heat exchanger temperature TXO detected by the outdoor heat exchanger temperature sensor 49 becomes higher than a predetermined defrosting end temperature (for example, +3° C.). Is completed and the defrosting mode is terminated.

(10) Battery Heating Mode Further, the heat pump controller 32 executes the battery heating mode when the air conditioning operation is executed or when the battery 55 is charged. In this battery heating mode, the heat pump controller 32 operates the circulation pump 62 and energizes the heat medium heating heater 63. The solenoid valve 69 is closed.

As a result, the heat medium discharged from the circulation pump 62 reaches the heat medium flow passage 64A of the refrigerant-heat medium heat exchanger 64 through the heat medium pipe 66, and passes therethrough to reach the heat medium heater 63. At this time, since the heat medium heating heater 63 is generating heat, the heat medium is heated by the heat medium heating heater 63 and its temperature rises, and then reaches the battery 55 and exchanges heat with the battery 55. Thereby, the battery 55 is heated, and the heat medium after heating the battery 55 is sucked into the circulation pump 62 and repeats circulation.

In this battery heating mode, the heat pump controller 32 controls the energization of the heat medium heating heater 63 based on the heat medium temperature Tw detected by the heat medium temperature sensor 76 to set the heat medium temperature Tw to the predetermined target heat medium temperature. Adjust to TWO and heat battery 55.

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

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

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

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

The compressor OFF control unit 84 determines that the compressor target rotation speed TGNCh becomes the above-described lower limit rotation speed ECNpdLimLo, and the radiator pressure Pci is the predetermined upper limit value PUL and lower limit value PLL set above and below the target radiator pressure PCO. If the state of rising to the upper limit value PUL (a state of exceeding the upper limit value PUL, or a state of becoming equal to or more than the upper limit value PUL. The same applies hereinafter) continues for a predetermined time th1, the compressor 2 is stopped and compression is performed. The machine enters the ON-OFF mode that controls the ON-OFF of the machine 2.

In the ON-OFF mode of the compressor 2, when the radiator pressure Pci drops to the lower limit value PLL (when it falls below the lower limit value PLL or becomes less than or equal to the lower limit value PLL. The same applies hereinafter), the compressor 2 is started to operate the compressor target rotation speed TGNCh as the lower limit rotation speed ECNpdLimLo, and when the radiator pressure Pci rises to the upper limit value PUL in that state, the compressor 2 is stopped again. That is, the operation (ON) and the stop (OFF) of the compressor 2 at the lower limit rotation speed ECNpdLimLo are repeated. When the radiator pressure Pci decreases to the lower limit value PUL and the compressor 2 is started, and the radiator pressure Pci does not become higher than the lower limit value PUL for a predetermined time th2, the compressor 2 is turned on and off. Is completed and the normal mode is restored.

(11-2) Calculation of Compressor Target Rotational Speed TGNCc Based on Heat Absorber Temperature Te Next, the control of the compressor 2 based on the heat absorber temperature Te will be described in detail with reference to FIG. FIG. 12 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCc of the compressor 2 based on the heat absorber temperature Te. The F/F (feed forward) operation amount calculation unit 86 of the heat pump controller 32 determines the outside air temperature Tam, the air volume Ga of the air flowing through the air flow passage 3 (the blower voltage BLV of the indoor blower 27 may be used), and the heat absorber temperature. The F/F operation amount (feedforward operation amount) TGNCcff0 of the compressor target rotation speed is calculated based on the target heat absorber temperature TEO which is the target value of Te.

A predetermined correction value TGNCchos is added by the adder 101 to the F/F operation amount TGNCcff0 calculated by the F/F operation amount calculation unit 86, and then the F/F operation amount TGNCcff is determined. The correction value TGNCchos will be described in detail later.

Further, the F/B manipulated variable calculation unit 87 calculates the F/B manipulated variable (feedback 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 manipulated variable TGNCcff output from the adder 101 and the F/B manipulated variable TGNCcfb calculated by the F/B manipulated variable calculator 87 are added by the adder 88 and input to the limit setting unit 89 as TGNCc00. It

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. In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 with the compressor target rotation speed TGNCc calculated based on the heat absorber temperature Te.

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

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

(11-3) Calculation of Compressor Target Rotational Speed TGNCcb 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. 13. FIG. 13 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCcb of the compressor 2 based on the heat medium temperature Tw. The F/F (feed forward) operation amount calculation unit 92 of the heat pump controller 32 calculates the outside air temperature Tam, the output (%) of the outdoor blower 15, the battery temperature Tcell, and the heat medium flow rate Gw (in the device temperature adjusting device 61). (Calculated from the output of the circulation pump 62) and the target heat medium temperature TWO that is the target value of the heat medium temperature Tw, and the F/F (feedforward manipulated variable) manipulated variable TGNCcbff0 of the compressor target rotation speed is calculated. ..

A predetermined correction value TGNCcbhos is added by the adder 106 to the F/F operation amount TGNCcbff0 calculated by the F/F operation amount calculation unit 92, and then determined as the F/F operation amount TGNCcbff. The correction value TGNCcbhos will be described in detail later.

Also, the F/B operation amount calculation unit 93 calculates the F/B operation amount (feedback operation amount) TGNCcbfb of the compressor target rotation speed by PID calculation or PI calculation based on the target heat medium temperature TWO and the heat medium temperature Tw. Then, the F/F operation amount TGNCcbff output from the adder 106 and the F/B operation amount TGNCcbfb calculated by the F/B operation amount calculation unit 93 are added by the adder 94 and input to the limit setting unit 96 as TGNCcb00. It

In the limit setting unit 96, the lower limit speed TGNCcbLimLo for control and the upper limit speed TGNCcbLimHi are set to TGNCcb0, and then the compressor OFF control unit 97 is used to determine the target compressor speed TGNCcb. In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 with the compressor target rotation speed TGNCcb calculated based on the heat medium temperature Tw.

It should be noted that the compressor OFF control unit 97 determines that the compressor target rotation speed TGNCcb becomes the above-described lower limit rotation speed TGNCcbLimLo, and the heat medium temperature Tw is set between the upper limit value TUL and the lower limit value TLL set above and below the target heat medium temperature TWO. When the lower limit value TLL has continued for a predetermined time tcb1, the compressor 2 is stopped and the ON-OFF mode for controlling the ON-OFF of the compressor 2 is entered.

In the ON-OFF mode of the compressor 2 in this case, when the heat medium temperature Tw rises to the upper limit value TUL, the compressor 2 is started and the compressor target rotation speed TGNCcb is operated as the lower limit rotation speed TGNCcbLimLo, and the state is maintained. When the heat medium temperature Tw falls to the lower limit value TLL, 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 TGNCcbLimLo are repeated. Then, after the heat medium temperature Tw rises to the upper limit value TUL and the compressor 2 is started, the state in which the heat medium temperature Tw does not become lower than the upper limit value TUL continues for a predetermined time tcb2, and the compressor 2 in this case is turned on. -Ends the OFF mode and returns to the normal mode.

(12) Correction Control of F/F (Feed Forward) Operation Quantity by Heat Pump Controller 32 Next, with reference to FIGS. 12 to 15, the cooling mode (air conditioning (single) mode) and air conditioning (priority) executed by the heat pump controller 32. ) + Battery cooling mode (air conditioning (priority) + temperature controlled cooling mode) correction control of F/F operation amount, battery cooling (single) mode (temperature controlled cooling (single) mode) and battery cooling An example of the correction control of the F/F operation amount in (priority)+air conditioning mode (cooling subject to temperature adjustment (priority)+air conditioning mode) will be described.

In this embodiment, the cooling mode (air conditioning (single) mode) and the battery cooling (single) mode (temperature controlled target cooling (single) mode) are set as the first operating state in the present invention, and air conditioning (priority)+battery The cooling mode (air conditioning (priority)+controlled cooling target temperature mode) and battery cooling (priority)+air conditioning mode (cooling controlled target temperature (priority)+air conditioning mode) are the second operating states in the present invention.

When the battery cooling (single) mode is shifted to the battery cooling (priority)+air conditioning mode, the heat exchange paths including them increase, so that the capacity (target speed) of the compressor 2 becomes insufficient. The cooling of the battery 55 is delayed, and the temperature of the air blown into the vehicle interior becomes high. In addition, when the air-conditioning (priority)+battery cooling mode is switched from the cooling mode, the temperature of the air blown into the vehicle compartment also becomes high, which causes discomfort to the user and delays the cooling of the battery 55. Come to do.

Therefore, in this embodiment, the heat pump controller 32 corrects the battery cooling (priority)+air conditioning mode in the direction of increasing the F/F operation amount TGNCcbff as compared with the case of the battery cooling (single) mode, and air conditioning (priority)+battery cooling. In the mode, the F/F operation amount TGNCcff is corrected to be larger than that in the cooling mode. Next, a specific procedure will be described.

(12-1) Correction control of F/F operation amount TGNCcbff by heat pump controller 32 (Part 1)
Next, correction control of the F/F operation amount TGNCcbff in the battery cooling (single) mode and the battery cooling (priority)+air conditioning mode will be described with reference to FIGS. 13 and 14. The cooperation correction value calculation unit 107 of the heat pump controller 32 in FIG. 13 calculates the cooperation correction value TGNCcbhos1 of the F/F operation amount TGNCcbff using the following formula (II).
TGNCcbffhos1=K1×(Tein-TEO)×Ga×Cpa×γa×SW×1.16
..(II)
Here, Tein is the temperature of the air flowing into the heat absorber 9, TEO is the target heat absorber temperature, and Ga is the air volume of the air flowing through the air flow passage 3, both of which are input to the correction value computing unit 107 for cooperation. It K1 is a coefficient, Cpa is a steady specific heat of air, γa is a specific gravity of air, and SW is an air volume ratio by the air mix damper 28.

Here, in the case of the embodiment, when the ratio of the outside air to the inside air (inside/outside air ratio RECrate) of the air flowing through the air flow passage 3 changes, the temperature of the air flowing into the heat absorber 9 (the air flowing into the heat absorber 9) Temperature Tein) changes. Therefore, the heat pump controller 32 calculates and estimates the temperature Tein of the air flowing into the heat absorber 9 using the following equations (III) and (IV) based on the inside/outside air ratio RECrate.
Tein=(INTL2×Tein0+Tau2×Teinz)/(Tau2+INTL2)
..(III)
Tein0=Tam×(1-RECrate×E1)+Tin×RECrate×E1+H1
..(IV)
Here, INTL2 is a calculation cycle (constant), Tau2 is a time constant of the first-order delay, Tein0 is a steady value of the temperature Tein of the air flowing into the heat absorber 9 in the steady state before the first-order delay calculation, and Teinz is flowing into the heat absorber 9. It is the previous value of the temperature of the air, which is to be maintained. Further, Tam is the outside air temperature, Tin is the inside air temperature, E1 is an adjustment error (correction term) due to the structural variation of the suction switching damper 26 and the variation of the stop position, and H1 is the amount of heat received from the indoor blower 27 (heat generation during operation The amount by which the air is heated by the indoor blower 27: offset).

That is, the correction value calculation unit 107 for cooperation calculates the correction value TGNccbhos1 for cooperation based on the difference (Tein-TEO) between the temperature Tein of the air flowing into the heat absorber 9 and the target heat absorber temperature TEO which is the target temperature of the heat absorber 9. To calculate. The temperature Tein of the air flowing into the heat absorber 9 is the temperature of the object to be cooled by the heat absorber 9, and the target heat absorber temperature TEO is the target temperature of the temperature of the heat absorber 9, so the correction value for cooperation TGNCcbhos1 is The higher the temperature Tein of the air flowing into the heat absorber 9 is higher than the target heat absorber temperature TEO, the higher the temperature.

The coordination correction value TGNCcbhos1 calculated by the coordination correction value calculation unit 107 is input to the switch 109. A value without correction (=0) is also input to the switch 109, and the switch 109 is switched by the operating state determination unit 108, and either the correction value for cooperation TGNCcbhos1 or no correction (0) is a correction value. Output as TGNCcbhos. In the operation state determination unit 108 of this embodiment, whether the vehicle air conditioner 1 is in the battery cooling (single) mode (first operation state) or battery cooling (priority)+air conditioning mode (second operation state). Is input, and in the battery cooling (single) mode, the operating state determination unit 108 switches the switch 109 to the non-correction (0) side. Therefore, in the battery cooling (single) mode, the correction value TGNCcbhos of no correction (0) is output from the switch 109 and input to the adder 106, so that the F/F operation amount calculation unit 92 calculates the F value. The /F operation amount TGNCcbff0 is not corrected and is directly input to the adder 94 as the F/F operation amount TGNCcbff.

On the other hand, in the battery cooling (priority)+air conditioning mode, the operating state determination unit 108 switches the switch 109 to the correction value for cooperation TGNCcbhos1. Therefore, in the battery cooling (priority)+air-conditioning mode, the correction value TGNCcbhos1 for cooperation is output from the switch 109 as the correction value TGNCcbhos and input to the adder 106, and is calculated by the F/F operation amount calculation unit 92. The value obtained by adding the correction value for cooperation TGNCcbhos1 to the F/F operation amount TGNCcbff0 is input to the adder 94 as the F/F operation amount TGNCcbff.

This is shown in Figure 14. The uppermost stage of FIG. 14 shows the operation mode (operating state), the second stage from the top shows the state of the solenoid valve 69, and the third stage from the top shows the state of the solenoid valve 35. The second stage from the bottom shows the value of the F/F manipulated variable TGNCcbff output from the adder 106, and the bottom stage shows the change of the compressor target rotation speed TGNCcb. In the figure, X1 is the offset amount by the correction value for cooperation TGNCcbhos1, and X2 is the change by the F/B operation amount TGNCcbfb calculated by the F/B operation amount calculation unit 93 after the operation mode is switched.

As described above, in this embodiment, in the battery cooling (priority)+air conditioning mode (second operating state), the F/F operation amount calculation unit 92 is more than in the battery cooling (single) mode (first operating state). Since the F/F operation amount TGNCcbff calculated by is corrected in the direction of increasing it, the capacity of the compressor 2 when the battery cooling (single) mode is switched to the battery cooling (priority)+air conditioning mode (compression It becomes possible to quickly solve the shortage of the machine target rotation speed TGNCcb), improve the responsiveness, and improve the reliability and the marketability.

Further, since the heat pump controller 32 determines the target compressor rotation speed TGNCcb based on the value obtained by adding the F/F operation amount TGNCcbff and the F/B operation amount TGNCcbfb calculated by the F/B operation amount calculation unit 93, the battery cooling is performed. After switching to (priority)+air-conditioning mode, the target compressor rotation speed TGNCcb changes in a direction in which the heat medium temperature Tw converges to the target heat medium temperature TWO without any trouble as time passes.

Further, the followability of the rotation speed control of the compressor 2 based on the heat medium temperature Tw when the solenoid valve 35 is opened can be maintained, and the responsiveness of the vehicle interior air conditioning can be secured. Further, even when the electromagnetic valve 35 is closed, it is possible to maintain the followability of the rotation speed control of the compressor 2 and avoid the disadvantage that the battery 55 is excessively cooled (so-called overshoot).

Further, in the embodiment, in the battery cooling (priority)+air conditioning mode, the heat pump controller 32 sets the temperature Tein of the air flowing into the heat absorber 9 and the target heat absorber temperature TEO, which are the temperatures to be cooled by the heat absorber 9. Since the correction value for cooperation TGNCcbhos1 for correcting the F/F operation amount TGNCcbff is calculated based on this, the F/F operation amount TGNCcbff can be accurately corrected according to the load of the heat absorber 9. ..

(12-2) Correction control of F/F operation amount TGNCcbff by heat pump controller 32 (Part 2)
In the above embodiment, the F/F operation amount TGNCcbff is corrected by setting the battery cooling (single) mode as the first operating state in the present invention and the battery cooling (priority)+air conditioning mode as the second operating state in the present invention. However, the present invention is not limited to this, and the state in which the solenoid valve 35 is closed in the battery cooling (priority)+air conditioning mode is the first operating state in the present invention, and the state in which the solenoid valve 35 is open is the second operating state in the present invention. The F/F operation amount TGNCcbff may be corrected as the operating state.

In that case, the vehicle air conditioner 1 is in the battery cooling (priority)+air conditioning mode and the electromagnetic valve 35 is closed (first operating state) or the electromagnetic valve 35 is opened in the operating state determination unit 108. Is being input (second operating state). When the electromagnetic valve 35 is closed in the battery cooling (priority)+air conditioning mode, the operating state determination unit 108 switches the switch 109 to the non-correction (0) side. Therefore, in the battery cooling (priority)+air conditioning mode, when the solenoid valve 35 is closed, the correction value TGNCcbhos of no correction (0) is output from the switch 109 and is input to the adder 106. The F/F manipulated variable TGNCcbff0 calculated by the manipulated variable calculator 92 is not corrected and is directly input to the adder 94 as the F/F manipulated variable TGNCcbff. The operation state determination unit 108 treats the battery cooling (single) mode and other air conditioning operations in the battery cooling (priority)+air conditioning mode in the same manner as when the solenoid valve 35 is closed.

On the other hand, in the battery cooling (priority)+air conditioning mode and the solenoid valve 35 is opened, the operating state determination unit 108 switches the switch 109 to the cooperation correction value TGNCcbhos1 side. Therefore, when the solenoid valve 35 is opened in the battery cooling (priority)+air conditioning mode, the correction value TGNCcbhos1 for cooperation is output from the switch 109 as the correction value TGNCcbhos and is input to the adder 106, so the F/F operation is performed. A value obtained by adding the correction value for cooperation TGNCcbhos1 to the F/F operation amount TGNCcbff0 calculated by the amount calculation unit 92 is input to the adder 94 as the F/F operation amount TGNCcbff.

In this way, when the heat pump controller 32 opens the solenoid valve 35 in the battery cooling (priority)+air conditioning mode, the F/F operation amount calculation unit 92 calculates F/F more than in the battery cooling (single) mode. If the F operation amount TGNCcbff is corrected in the direction of increasing it, the F/F operation amount TGNCcbff can be finely corrected according to the opening/closing of the solenoid valve 35.

(12-3) Correction control of F/F operation amount TGNCcff by heat pump controller 32 (Part 1)
First, an example of correction control of the F/F operation amount TGNCcff in the cooling mode and the air conditioning (priority)+battery cooling mode will be described with reference to FIGS. 12 and 15. The coordination correction value calculation unit 102 of the heat pump controller 32 in FIG. 12 calculates the coordination correction value TGNchos1 of the F/F operation amount TGNCcff using the following formula (V).
TGNCcffhos1=K2×(Tw-TWO)×Gw×Cpw×γw×4.186×10 ³ ×16.7
..(V)
Here, Tw is the heat medium temperature, TWO is the target heat medium temperature, and Gw is the flow rate of the heat medium in the device temperature adjusting device 61, both of which are input to the correction value calculation unit for cooperation 102. K2 is a coefficient, Cpw is a steady specific heat of the heat medium, and γw is a specific gravity of the heat medium. That is, the correction value calculation unit for cooperation 102 uses the heat medium temperature Tw that is the temperature of the heat medium on the inlet side of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 and the target heat medium temperature TWO that is the target temperature thereof. The correction value for cooperation TGNCchos1 is calculated based on the difference (Tw-TWO). Since the heat medium temperature Tw is the temperature of the object cooled by the refrigerant-heat medium heat exchanger 64, and the target heat medium temperature TWO is the target temperature thereof, the correction value for coordination TGNCchos1 is the heat medium temperature Tw. The higher the heating medium temperature TWO, the larger the temperature.

The cooperation correction value TGNCchos1 calculated by the cooperation correction value calculation unit 102 is input to the switch 104. A value without correction (=0) is also input to the switch 104, and the switch 104 is switched by the operating state determination unit 103, and either the correction value for coordination TGNchos1 or no correction (0) is a correction value. Output as TGNCchos. Whether the vehicle air conditioner 1 is in the cooling mode (first operating state) or in the air conditioning (priority)+battery cooling mode (second operating state) is displayed in the operating state determination unit 103 of this embodiment. If it is input and the cooling mode is set, the operating state determination unit 103 switches the switch 104 to the non-correction (0) side. Therefore, in the cooling mode, the correction value TGNchos without correction (0) is output from the switcher 104 and input to the adder 101, so that the F/F operation amount calculated by the F/F operation amount calculation unit 86 is calculated. The TGNCcff0 is not corrected and is directly input to the adder 88 as the F/F manipulated variable TGNCcff.

On the other hand, in the case of the air conditioning (priority)+battery cooling mode, the operating state determination unit 103 switches the switch 104 to the correction value for cooperation TGNChos1 side. Therefore, in the air-conditioning (priority)+battery cooling mode, the switch correction value TGNCchos1 is output as the correction value TGNCchos from the switch 104 and is input to the adder 101, so that the F/F operation amount calculation unit 86 calculates the correction value. A value obtained by adding the correction value TGNchos1 for cooperation to the F/F operation amount TGNCcff0 is input to the adder 88 as the F/F operation amount TGNCcff.

This is shown in Figure 15. The uppermost stage of FIG. 15 shows the operation mode (operating state), the second stage from the top shows the state of the solenoid valve 35, and the third stage from the top shows the state of the solenoid valve 69. Further, the second stage from the bottom shows the value of the F/F manipulated variable TGNCcff output from the adder 101, and the bottom stage shows the change of the compressor target rotational speed TGNCc. In the figure, X3 is the offset amount by the correction value for cooperation TGNCchos1, and X4 is the change by the F/B operation amount TGNCcfb calculated by the F/B operation amount calculation unit 87 after the operation mode is switched.

As described above, in this embodiment, in the air conditioning (priority)+battery cooling mode (second operating state), the F/F manipulated variable calculating unit 86 calculates more than in the cooling mode (first operating state). Since the correction is made in the direction of increasing the F/F operation amount TGNCcff, the capacity of the compressor 2 (compressor target rotation speed TGNCc) at the time of switching from the cooling mode to the air conditioning (priority)+battery cooling mode is insufficient. It will be possible to solve it promptly, improve responsiveness, and improve reliability and marketability.

Further, since the heat pump controller 32 determines the target compressor rotation speed TGNCc based on a value obtained by adding the F/F operation amount TGNCcff and the F/B operation amount TGNCcfb calculated by the F/B operation amount calculation unit 87, the air conditioning ( After switching to the (priority)+battery cooling mode, the target compressor rotation speed TGNCc changes without any problem in the direction in which the heat absorber temperature Te converges to the target heat absorber temperature TEO as time passes.

Further, the followability of the rotation speed control of the compressor 2 based on the heat absorber temperature Te when the solenoid valve 69 is opened can be maintained, and the responsiveness of the cooling of the battery 55 can be secured. Further, even when the solenoid valve 69 is closed, it is possible to maintain the followability of the rotation speed control of the compressor 2 and avoid the inconvenience (so-called overshoot) in which the vehicle interior is excessively cooled.

Further, in the embodiment, the heat pump controller 32 is based on the heat medium temperature Tw and the target heat medium temperature TWO which are the temperatures to be cooled by the refrigerant-heat medium heat exchanger 64 in the air conditioning (priority)+battery cooling mode. Since the correction value TGNCchos1 for correction that corrects the F/F operation amount TGNCcff is calculated, the F/F operation amount TGNCcff can be accurately corrected according to the load of the refrigerant-heat medium heat exchanger 64. become able to.

(12-4) Correction control of F/F operation amount TGNCcff by heat pump controller 32 (Part 2)
In the above embodiment, the F/F operation amount TGNCcff was corrected with the cooling mode as the first operating state in the present invention and the air conditioning (priority)+battery cooling mode as the second operating state in the present invention. Not limited to this, in the air conditioning (priority)+battery cooling mode, the state in which the solenoid valve 69 is closed is the first operating state in the present invention, and the state in which the solenoid valve 69 is open is the second operating state in the present invention. The /F operation amount TGNCcff may be corrected.

In that case, the vehicle air conditioner 1 is in the air conditioning (priority)+battery cooling mode and the electromagnetic valve 69 is closed (first operating state) or the electromagnetic valve 69 is opened in the operating state determination unit 103. Is being input (second operating state). When the solenoid valve 69 is closed in the air conditioning (priority)+battery cooling mode, the operating state determination unit 103 switches the switch 104 to the no correction (0) side. Therefore, in the air conditioning (priority)+battery cooling mode, when the solenoid valve 69 is closed, the switcher 104 outputs the correction value TGNchos without correction (0) and inputs it to the adder 101. The F/F manipulated variable TGNCcff0 calculated by the manipulated variable calculator 86 is not corrected and is directly input to the adder 88 as the F/F manipulated variable TGNCcff. The operation state determination unit 103 treats the air conditioning operation other than the cooling mode in the same manner as in the air conditioning (priority)+battery cooling mode and the electromagnetic valve 69 is closed.

On the other hand, in the air conditioning (priority)+battery cooling mode and when the solenoid valve 69 is opened, the operating state determination unit 103 switches the switch 104 to the cooperation correction value TGNchos1 side. Therefore, when the solenoid valve 69 is opened in the air conditioning (priority)+battery cooling mode, the switching correction value TGNchos1 is output as the correction value TGNChos from the switch 104 and is input to the adder 101. Therefore, the F/F operation is performed. A value obtained by adding the correction value TGNCchos1 for cooperation to the F/F operation amount TGNCcff0 calculated by the amount calculation unit 86 is input to the adder 88 as the F/F operation amount TGNCcff.

Thus, when the heat pump controller 32 opens the solenoid valve 69 in the air conditioning (priority)+battery cooling mode, the F/F operation amount TGNCcff calculated by the F/F operation amount calculation unit 86 is higher than that in the cooling mode. If the correction is performed in the direction of increasing, the F/F operation amount TGNCcff can be finely corrected according to the opening/closing of the solenoid valve 69.

Although the heat medium temperature Tw is adopted as the temperature of the object to be cooled by the refrigerant-heat medium heat exchanger 64 in the above-described embodiment, the battery temperature Tcell may be adopted. Further, in the embodiment, the heat medium is circulated to adjust the temperature of the battery 55, but the present invention is not limited to this, and the refrigerant and the battery 55 (object to be temperature adjusted) may be directly heat-exchanged. In that case, the rotation speed of the compressor 2 may be controlled by the temperature of the refrigerant-heat medium heat exchanger 64 in the battery cooling (single) mode or the battery cooling (priority)+air conditioning mode.

Further, in the embodiment, a vehicle capable of cooling the battery 55 while cooling the vehicle interior in the air conditioning (priority)+battery cooling mode and the battery cooling (priority)+air conditioning mode for simultaneously cooling the vehicle interior and cooling the battery 55 Although the air conditioning apparatus 1 has been described, the cooling of the battery 55 is not limited to during cooling, but other air conditioning operation, for example, the above-described dehumidifying and heating mode and cooling of the battery 55 may be performed simultaneously. In that case, the dehumidifying and heating mode also becomes the air conditioning (single) mode in the present invention, the solenoid valve 69 is opened, and a part of the refrigerant flowing toward the heat absorber 9 via the refrigerant pipe 13F is caused to flow into the branch pipe 67, and the refrigerant-heat medium. It will flow to the heat exchanger 64.

Further, in the embodiment, the electromagnetic valve 35 is the heat absorber valve device and the electromagnetic valve 69 is the temperature controlled valve device. However, when the indoor expansion valve 8 and the auxiliary expansion valve 68 are electrically closed valves, Therefore, the

solenoid valves

35 and 69 are not necessary, the indoor expansion valve 8 serves as the heat absorber valve device of the present invention, and the auxiliary expansion valve 68 serves as the temperature controlled valve device.

Furthermore, in the embodiment, the heat absorber 9 and the refrigerant-heat medium heat exchanger 64 are the evaporators of the present invention, but the inventions of claims 1 and 2 are not limited to this, and, for example, the air supplied to the passenger compartment. In addition to the main evaporator (heat absorber 9 of the embodiment) that cools the vehicle, another evaporator (e.g., an evaporator for a rear seat) is used to cool other parts of the vehicle interior or other parts of the vehicle outside the vehicle interior. It is also effective for a vehicle air conditioner equipped with an evaporator for cooling the vehicle.

In that case, the operating state in which the refrigerant is evaporated by either the main evaporator or another evaporator (evaporator for rear seat, etc.) becomes the first operating state in the present invention, and the refrigerant is discharged by both evaporators. The second operating state is the operating state in which the is evaporated.

In addition, the invention of claim 1 and claim 2 is a vehicle air provided with another evaporator (evaporator for rear seat, etc.) in addition to the heat absorber 9 and the refrigerant-heat medium heat exchanger 64 of the embodiment. It is also effective as a harmony device. In that case, in addition to the combination of the embodiment and the above, for example, the operating state in which the refrigerant is evaporated by the heat absorber 9 and another evaporator (evaporator for rear seat, etc.) is the first operating state in the present invention. Thus, the operation state in which the heat absorber 9, another evaporator (evaporator for rear seat, etc.) and the refrigerant-heat medium heat exchanger 64 evaporate the refrigerant is the second operation state in the present invention.

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. Furthermore, in the embodiment, the present invention has been described with the vehicle air conditioner 1 having each operation mode such as the heating mode, the dehumidification heating mode, the dehumidification cooling mode, the cooling mode, and the air conditioning (priority)+battery cooling mode. Not limited to this, the present invention is also effective for a vehicle air conditioner capable of executing, for example, a cooling mode, an air conditioning (priority)+battery cooling mode, a battery cooling (priority)+air conditioning mode, and a battery cooling (single) mode. ..

1 Vehicle Air Conditioner 2 Compressor 3 Air Flow Path 4 Radiator 6 Outdoor Expansion Valve 7 Outdoor Heat Exchanger 8 Indoor Expansion Valve 9 Heat Absorber (Evaporator)
11 control device 32 heat pump controller (constituting a part of control device)
35 Solenoid valve (Valve device for heat absorber)
45 Air conditioning controller (constituting a part of control device)
55 Battery (for temperature control)
61 Equipment temperature adjusting device 64 Refrigerant-heat medium heat exchanger (evaporator, heat exchanger for temperature controlled)
68 Auxiliary expansion valve 69 Solenoid valve (valve device for temperature controlled objects)
72 Vehicle Controller 73 Battery Controller 77 Battery Temperature Sensor 76 Heat Medium Temperature Sensor R Refrigerant Circuit

Claims

A compressor for compressing the refrigerant,
A plurality of evaporators for evaporating the refrigerant,
In a vehicle air conditioner that includes at least a control device to air-condition the vehicle interior,
The controller is at least
A first operating state in which the evaporator evaporates the refrigerant;
A second operating state in which the refrigerant is evaporated in a larger number of the evaporators than in the first operating state,
While calculating the target rotation speed of the compressor by a feedforward calculation based on the target temperature of the evaporator or the object cooled by it,
In the second operating state, the vehicle air conditioner is characterized in that the feedforward operation amount calculated by the feedforward calculation is corrected to be larger than that in the first operating state.
The control device calculates a feedback operation amount of a target rotation speed of the compressor by feedback calculation based on the temperature of the evaporator or a target cooled by the evaporator and the target temperature,
The vehicle air conditioner according to claim 1, wherein the target rotation speed of the compressor is determined based on a value obtained by adding the feedforward operation amount and the feedback operation amount.
A heat absorber as the evaporator for evaporating a refrigerant to cool the air supplied to the vehicle interior,
A heat exchanger for temperature control as the evaporator for evaporating the refrigerant to cool the temperature control target mounted on the vehicle,
A heat absorber valve device for controlling the flow of the refrigerant to the heat absorber,
A temperature controlled target valve device for controlling the flow of the refrigerant to the temperature controlled heat exchanger,
The control device is
In the first operating state, by opening either one of the heat absorber valve device and the temperature control target valve device, and closing the other, the heat absorber and the temperature control target heat exchanger. While evaporating the refrigerant with either of the
In the second operating state, the refrigerant is evaporated in the heat absorber and the heat exchanger for temperature control by opening the valve device for heat absorber and the valve device for temperature control. The vehicle air conditioner according to claim 1 or 2.
The control device is
The temperature control target valve device is opened, the rotation speed of the compressor is controlled based on the temperature of the temperature control target heat exchanger or the target cooled by it, and the heat absorber valve device is closed. Temperature control target cooling (single) mode,
Open the temperature control target valve device, to control the rotation speed of the compressor based on the temperature of the temperature control target heat exchanger or the object cooled by it, based on the temperature of the heat absorber Has a temperature controlled cooling (priority) + air conditioning mode for controlling the opening and closing of the heat absorber valve device,
In the temperature controlled cooling (priority)+air conditioning mode, based on the target temperature of the heat controlled target heat exchanger or the target cooled by the heat controlled target cooling (single) mode The vehicular air conditioner according to claim 3, wherein the feedforward operation amount calculated by the feedforward calculation is corrected in a direction of increasing it.
The control device is
In the temperature controlled cooling (priority)+air conditioning mode, when the heat absorber valve device is opened, the temperature controlled heat exchanger or the heat controlled cooling target is cooled more than in the temperature controlled cooling (single) mode. The vehicle air conditioner according to claim 4, wherein the feedforward operation amount calculated by the feedforward calculation based on the target temperature of the target to be corrected is corrected in the direction of increasing it.
The control device is
In the temperature controlled target cooling (priority)+air conditioning mode, a correction value for correcting the feedforward manipulated variable is calculated based on the temperature of the target cooled by the heat absorber and the target temperature of the heat absorber. The vehicle air conditioner according to claim 4, wherein the air conditioner is a vehicle air conditioner.
The control device is
An air conditioning (single) mode in which the valve device for the heat absorber is opened, the rotation speed of the compressor is controlled based on the temperature of the heat absorber, and the valve device for temperature controlled object is closed.
The heat absorber valve device is opened, the rotation speed of the compressor is controlled based on the temperature of the heat absorber, and the temperature is controlled based on the temperature of the temperature control target heat exchanger or the target cooled by the heat control target heat exchanger. It has an air conditioning (priority) + controlled temperature controlled cooling mode that controls the valve device for temperature control
Correction in the direction of increasing the feedforward operation amount calculated by the feedforward calculation based on the target temperature of the heat absorber in the air conditioning (priority)+controlled cooling mode under the temperature control (single) mode The vehicle air conditioner according to any one of claims 3 to 6, wherein:
The control device is
In the air conditioning (priority) + temperature controlled cooling mode, when the temperature controlled valve device is opened, it is calculated by a feedforward calculation based on the target temperature of the heat absorber rather than the air conditioning (single) mode. The vehicle air conditioner according to claim 7, wherein the feedforward operation amount is corrected in a direction in which the feedforward operation amount is increased.
The control device is
In the air conditioning (priority)+controlled temperature controlled cooling mode, a correction value for correcting the feedforward manipulated variable is calculated based on the temperature of the target cooled by the controlled heat exchanger and the target temperature thereof. The vehicle air conditioner according to claim 7 or 8, wherein