WO2020153032A1

WO2020153032A1 - Vehicle battery temperature adjusting device, and vehicle air conditioning device provided with same

Info

Publication number: WO2020153032A1
Application number: PCT/JP2019/048671
Authority: WO
Inventors: 孝史青木; 竜宮腰
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: 2019-01-22
Filing date: 2019-12-12
Publication date: 2020-07-30
Also published as: JP7213698B2; DE112019006706T5; JP2020119694A; CN113302780A

Abstract

[Problem] To provide a vehicle battery temperature adjusting device capable of adjusting the temperature of a battery while suppressing a deterioration in a cruising distance of the vehicle. [Solution] A battery temperature adjusting device 61 of a vehicle is provided with a control device which operates by being supplied with power from a battery 55 installed in the vehicle, and which adjusts the temperature of the battery 55, wherein the control device restricts the temperature of the battery 55 on the basis of an indicator (battery state of charge SOC, battery temperature Tcell) indicating deterioration of the battery 55.

Description

Vehicle battery temperature controller and vehicle air conditioner including the same

The present invention relates to a battery temperature adjusting device that adjusts the temperature of a battery mounted in a vehicle, and a heat pump type air conditioner for a vehicle that is equipped with the battery temperature adjusting device.

Due to the emergence of environmental problems in recent years, vehicles such as electric vehicles and plug-in hybrid vehicles that drive a traveling motor with electric power supplied from a battery mounted on the vehicle have come into widespread use. Then, as an air conditioner applicable to such a vehicle, an electric compressor driven by power supply from a battery, a radiator, a heat absorber, and a refrigerant circuit to which an outdoor heat exchanger is connected are provided. The heat of the refrigerant discharged from the compressor is radiated by the radiator, and the heat radiated by the radiator is absorbed by the outdoor heat exchanger to heat the refrigerant, and the refrigerant discharged from the compressor is radiated by the outdoor heat exchanger. An air conditioner has been developed for cooling the interior of the vehicle by evaporating it in a heat absorber (evaporator) and absorbing heat to cool the vehicle (for example, see Patent Document 1).

Also, the temperature of the battery rises due to the surrounding temperature environment and self-heating, for example. Since deterioration progresses when charging and discharging are performed in such a high temperature state, a heat exchanger for battery is separately provided in the refrigerant circuit, and the refrigerant circulating in the refrigerant circuit and the refrigerant (heat medium) for battery are A vehicle air conditioner has also been developed in which heat can be exchanged with a heat exchanger for a battery, and the heat medium that has undergone the heat exchange can be circulated through the battery to cool (temperature control) the battery (for example, , Patent Documents 2 and 3).

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

When the temperature of the battery is controlled by the vehicle air conditioner as described above, the electric power consumed by the compressor etc. affects the cruising range of the vehicle. That is, when the state of charge SOC (State Of Charge) of the battery is lowered, the cruising range of the vehicle is reduced by adjusting the temperature of the battery.

The present invention has been made to solve the above-mentioned conventional technical problems, and a battery temperature control device for a vehicle, which can control the temperature of the battery while suppressing a decrease in the cruising distance of the vehicle, It is also an object of the present invention to provide a vehicle air conditioner including the same.

A battery temperature adjusting device for a vehicle according to the present invention is operated by being supplied with power from a battery mounted on the vehicle and adjusting the temperature of the battery, and is provided with a control device. It is characterized in that the temperature control of the battery is limited based on the index indicating.

The vehicle battery temperature control device according to the second aspect of the invention is characterized in that, in the above-mentioned invention, the index indicating the deterioration of the battery is the battery charging rate SOC and/or the battery temperature Tcell.

In the vehicle battery temperature adjusting device according to the invention of claim 3, in the above-mentioned inventions, the normal range in which the deterioration of the battery is not taken into consideration is set with respect to the battery charging rate SOC and the battery temperature Tcell which are indicators indicating the deterioration of the battery. The control device does not execute the temperature control of the battery when the battery charge rate SOC is in the normal range of the battery charge rate SOC and the battery temperature Tcell is in the normal range of the battery temperature Tcell. And

In the vehicle battery temperature adjusting device according to the invention of claim 4, in the above invention, the warning region is set as a predetermined margin region outside the normal region with respect to the battery charging rate SOC and the battery temperature Tcell, and the control device is provided. Does not execute the temperature control of the battery when the battery charge rate SOC is in the normal range or the warning range of the battery charge rate SOC and the battery temperature Tcell is in the normal range or the warning range of the battery temperature Tcell. Characterize.

In the vehicle battery temperature adjusting device of the invention of claim 5, in the invention of

claim

3 or 4, a predetermined dangerous area is set as a battery deterioration area with respect to the battery temperature Tcell, and the control device: When the battery charge rate SOC is in the normal range or the warning range of the battery charge rate SOC and the battery temperature Tcell is in the dangerous range, the temperature control of the battery is performed.

According to a sixth aspect of the present invention, in the vehicle battery temperature control device according to the third to fifth aspects of the invention, the control device determines that the battery charging rate SOC is the battery charging rate SOC based on information about a predetermined charging execution site. It is characterized in that the temperature control of the battery is not executed when it is in the normal range or the warning range and the distance to the planned charging site is not less than the predetermined threshold value D.

According to a seventh aspect of the present invention, in the vehicle battery temperature adjusting device of the present invention, a predetermined dangerous area is set as a deterioration area of the battery with respect to the battery charging rate SOC and the battery temperature Tcell. When the charging rate SOC enters the dangerous area of the battery charging rate and the battery temperature Tcell enters the dangerous area of the battery temperature Tcell, the temperature control of the battery is performed.

The battery temperature control device for a vehicle according to the invention of claim 8 has a predetermined battery deterioration rate SOC, which is an index indicating deterioration of the battery in each of the above inventions, as a deterioration area of the battery when the battery charging rate SOC decreases. Is set, and the control device suppresses the temperature control of the battery when the battery charging rate SOC falls and enters the dangerous area.

In the vehicle battery temperature adjusting device according to the invention of claim 9, in each of the above inventions, the control device executes the temperature control of the battery when the battery deterioration state SOH is equal to or lower than a predetermined threshold value SOH1 or lower than the predetermined threshold value SOH1. It is characterized by doing.

The vehicle battery temperature control device according to the invention of claim 10 is characterized in that in each of the above inventions, a cooling device is provided, and the battery can be cooled using this cooling device.

The vehicle battery temperature control device according to the invention of claim 11 is characterized in that in each of the above inventions, a heating device is provided, and the battery can be heated using this heating device.

A vehicle air conditioner according to a twelfth aspect of the present invention is a vehicle temperature control device for a vehicle according to each of the above aspects, a compressor that compresses a refrigerant, and indoor heat exchange for exchanging heat between the air supplied to the vehicle interior and the refrigerant. And a heat exchanger provided outside the vehicle for air conditioning the vehicle interior, and the battery temperature adjusting device is characterized in that the battery can be cooled by using a refrigerant.

According to the present invention, a battery temperature adjusting device for a vehicle, which is operated by being supplied with electric power from a battery mounted on the vehicle and which adjusts the temperature of the battery, is provided with a control device, and the control device is provided for deterioration of the battery. Since the temperature control of the battery is limited based on the index indicating, the state of the battery is determined based on the index indicating the deterioration of the battery, for example, the battery charge rate SOC according to the invention of claim 2 or the battery temperature Tcell. By limiting the temperature control of the battery by prioritizing the cruising distance of the vehicle, it is possible to suppress a decrease in the cruising distance of the vehicle.

For example, as in the invention of claim 3, the battery charging rate SOC and the battery temperature Tcell, which are indicators of the deterioration of the battery, are set to normal ranges in which the deterioration of the battery is not considered, and the control device sets the battery charging rate. When the SOC is in the normal range of the battery charge rate SOC and the battery temperature Tcell is in the normal range of the battery temperature Tcell, the temperature control of the battery is not executed, so that the temperature control of the battery is not necessary. In the state, the temperature control of the battery is not permitted, and the power consumption due to the temperature control of the battery is reduced, so that the reduction of the cruising range of the vehicle can be suppressed.

In this case, as in the invention of claim 4, the battery charging rate SOC and the battery temperature Tcell are each set as a warning area as a predetermined margin area outside the normal area, and the control device determines that the battery charging rate SOC is the battery concerned. When the charging rate SOC is in the normal range or the warning range, and the battery temperature Tcell is in the normal range or the warning range of the battery temperature Tcell, the vehicle temperature can be controlled by not executing the battery temperature control. It becomes possible to realize the temperature control of the battery with priority on the distance.

However, as in the invention of claim 5, a predetermined dangerous area is set as the battery deterioration area with respect to the battery temperature Tcell, and the controller sets the battery charge rate SOC to the normal area or the warning area of the battery charge rate SOC. If yes, and if the battery temperature Tcell is in the dangerous range, temperature control of the battery is executed. As a result, even if the battery charge rate SOC is acceptable, when the battery temperature Tcell is in a dangerous state, the temperature control of the battery is allowed to prevent the deterioration of the battery due to an abnormal temperature. become able to.

According to the invention of claim 6, the control device determines that the battery charging rate SOC is in the normal range or the warning range of the battery charging rate SOC based on the information on the predetermined charging execution site, and the charging execution schedule is set. When the distance to the ground is equal to or greater than the predetermined threshold value D, the temperature control of the battery is not executed. Therefore, when the distance to the planned charging site is long and the temperature control of the battery is not necessary, It becomes possible to avoid the inconvenience of not reaching the scheduled charging site by reducing the power consumption due to the temperature control of the battery without permitting the temperature control.

However, in this case as well, a predetermined dangerous area is set as the deterioration area of the battery with respect to the battery charging rate SOC and the battery temperature Tcell as in the invention of claim 7, and the control device sets the battery charging rate SOC to the battery concerned. When the battery temperature Tcell enters the dangerous area of the charging rate and the battery temperature Tcell enters the dangerous area of the battery temperature Tcell, the temperature control of the battery is executed. As a result, when the battery charging rate SOC and the battery temperature Tcell are in a dangerous state, the temperature control of the battery is allowed even if the distance to the charging execution site is long, and the battery is deteriorated due to the abnormal charging rate and temperature. Will be able to avoid.

According to the invention of claim 8, in addition to the above-mentioned inventions, the battery charge rate SOC, which is an index indicating the deterioration of the battery, is set as a predetermined range of deterioration of the battery when the battery charge rate SOC decreases. The dangerous area is set, and the control device suppresses the temperature control of the battery when the battery charging rate SOC decreases and enters the dangerous area. Therefore, when the charging rate of the battery is significantly reduced, It is possible to suppress the temperature control of No. 1 and to further reduce the charging rate due to the temperature control of the battery.

According to the invention of claim 9, in addition to the above inventions, the control device executes the temperature control of the battery when the battery deterioration state SOH is equal to or lower than a predetermined threshold value SOH1 or lower than the predetermined threshold value SOH1. Therefore, when the battery deterioration state SOH indicating the deterioration state of the battery is lowered, the temperature of the battery can be adjusted to suppress the further progress of the deterioration.

According to the invention of claim 10, in addition to the above inventions, a cooling device is provided, and the battery can be cooled by using this cooling device. Therefore, deterioration due to abnormal high temperature of the battery is effectively eliminated or suppressed. You will be able to.

According to the invention of claim 11, in addition to the above inventions, a heating device is provided and the battery can be heated by using this heating device, so that deterioration due to abnormal low temperature of the battery is effectively eliminated or suppressed. You will be able to.

According to the vehicle air conditioner of the twelfth aspect of the present invention, the battery temperature adjusting device of the vehicle of each of the above aspects of the invention, the compressor for compressing the refrigerant, and the heat exchange between the air and the refrigerant supplied to the vehicle interior are performed. It has an indoor heat exchanger and an outdoor heat exchanger provided outside the vehicle compartment.The battery temperature adjusting device is capable of cooling the battery by using the refrigerant, so that the interior of the vehicle can be smoothly air-conditioned. Then, the battery can be cooled to eliminate or suppress the deterioration of the battery.

FIG. 1 is a configuration diagram of a vehicle air conditioner (including a battery temperature adjusting device) of an embodiment to which the present 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 conditioning apparatus explaining the defrost mode by the heat pump controller of the control apparatus of FIG. FIG. 3 is a control block diagram related to compressor control of a heat pump controller of the control device of FIG. 2. FIG. 6 is another control block diagram related to compressor control of the heat pump controller of the control device in FIG. 2. It is a block diagram explaining control of the solenoid valve 69 in air conditioning (priority) + battery cooling mode of the heat pump controller of the control apparatus of FIG. FIG. 7 is yet another control block diagram related to compressor control of the heat pump controller of the control device in FIG. 2. It is a block diagram explaining control of the solenoid valve 35 in battery cooling (priority) + air conditioning mode of the heat pump controller of the control apparatus of FIG. FIG. 3 is a control block diagram relating to heat medium heater control of a heat pump controller of the control device of FIG. 2. It is a figure which shows the relationship between a battery charge rate SOC and each threshold value. It is a figure which shows the relationship between battery temperature Tcell and each threshold value. It is a figure which shows the relationship between the battery deterioration state SOH and threshold value SOH1.

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 to which a vehicle battery temperature control apparatus of the present invention is applied. 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). The electric compressor 2 of the refrigerant circuit R, which will be described later, of the vehicle air conditioner 1 of the present invention and the battery temperature adjusting device 61 are also driven by being supplied to a vehicle (not shown). It shall be 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 to execute the air conditioning of the vehicle compartment and the temperature control of the battery 55. It is a thing.

The present invention is effective not only for electric vehicles but also for so-called plug-in 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). Furthermore, the battery 55 of the embodiment employs a lithium ion battery.

The vehicle air conditioner 1 of the embodiment is for performing air conditioning (heating, cooling, dehumidification, and ventilation) of a vehicle compartment 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, which is provided in the air flow passage 3 of the HVAC unit 10 through which air is circulated by ventilation, flows in through the muffler 5 and the refrigerant pipe 13G, and radiates this refrigerant into the vehicle interior. As a radiator 4 as an indoor heat exchanger (to release the heat of the refrigerant), an outdoor expansion valve 6 consisting of an electric valve (electronic expansion valve) for decompressing and expanding the refrigerant during heating, and as a radiator for releasing the refrigerant during cooling An outdoor heat exchanger 7 that functions and performs heat exchange between the refrigerant and the outside air so as to function as an evaporator that absorbs heat (absorbs heat into the refrigerant) during heating, and a mechanical expansion valve that decompresses and expands the refrigerant. And an indoor expansion valve 8 that is provided in the air flow passage 3, and a heat absorber as an indoor heat exchanger that is provided in the air flow passage 3 to evaporate the refrigerant during cooling and dehumidification so as to absorb heat from the inside and outside of the vehicle compartment 9, the accumulator 12 and the like are sequentially connected by a refrigerant pipe 13 to form a refrigerant circuit R.

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

The outdoor heat exchanger 7 is provided with an outdoor blower 15. The outdoor blower 15 exchanges heat between the outdoor air and the refrigerant by forcibly ventilating the outdoor air through the outdoor heat exchanger 7, whereby the outdoor air is discharged while the vehicle is stopped (that is, the vehicle speed is 0 km/h). The heat exchanger 7 is configured to ventilate the 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 flowing the refrigerant 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 electromagnetic valve It is connected to the refrigerant inlet side of the heat absorber 9 via the valve 35 (for cabin) 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 has the direction of the indoor expansion valve 8 as the forward direction.

Further, the refrigerant pipe 13A that has exited from the outdoor heat exchanger 7 is branched into a refrigerant pipe 13D, and this branched refrigerant pipe 13D is passed through an electromagnetic valve 21 (for heating) that is opened and closed during heating. It is communicated and connected to the refrigerant pipe 13C on the refrigerant outlet side of the heat absorber 9. 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 the refrigerant pipe 13E is connected to the

refrigerant pipes

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

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

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

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

Further, in the air flow passage 3 on the leeward side (air downstream side) of the radiator 4, an auxiliary heater 23 as an auxiliary heating device including a PTC heater (electric heater) is provided in the embodiment, and passes through the radiator 4. It is possible to heat the air supplied to the passenger compartment. Further, in the air flow passage 3 on the air upstream side of the radiator 4, the air (inside air or outside air) flowing into the air flow passage 3 and passing through the heat absorber 9 is radiated. An air mix damper 28 that adjusts the rate 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 the battery temperature adjusting device 61 of the present invention that circulates a heat medium in the battery 55 to adjust the temperature of the battery 55. The battery temperature adjusting device 61 of the embodiment includes a circulation pump 62 as a circulating device for circulating a heat medium in the battery 55, a refrigerant-heat medium heat exchanger 64, and a heat medium heating heater 63 as a heating device. , And the battery 55 are annularly connected by a heat medium pipe 66.

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

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

When the circulation pump 62 is operated, the heat medium discharged from the circulation pump 62 flows into the heat medium flow passage 64A of the refrigerant-heat medium heat exchanger 64. The heat medium exiting the heat medium 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 this embodiment, an auxiliary expansion valve 68, which is a mechanical expansion valve, and an electromagnetic valve (for chiller) 69 are sequentially provided in the branch pipe 67. The auxiliary expansion valve 68 decompresses and expands the refrigerant flowing into the later-described refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64, and adjusts the degree of superheat of the refrigerant in the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64. To do.

The other end of the branch pipe 67 is connected to the refrigerant flow passage 64B of the refrigerant-heat medium heat exchanger 64, and one end of the refrigerant pipe 71 is connected to the outlet of the refrigerant flow passage 64B. The other end is connected to the refrigerant pipe 13C on the refrigerant upstream side (refrigerant upstream side of the accumulator 12) from the confluence with the refrigerant pipe 13D. When the auxiliary expansion valve 68, the electromagnetic valve 69, the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, the compressor 2, the radiator 5, the outdoor heat exchanger 7 and the like also constitute a part of the refrigerant circuit R. At the same time, it also constitutes the cooling device of the present invention which is a part of the battery temperature adjusting device 61.

When the electromagnetic 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 electromagnetic valve 69. -The refrigerant flows into the refrigerant channel 64B of the heat medium heat exchanger 64 and evaporates there. The refrigerant absorbs heat from the heat medium flowing through the heat medium passage 64A in the process of flowing through the refrigerant passage 64B, and then is sucked into the compressor 2 through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12 through the refrigerant pipe 13K.

Next, FIG. 2 shows a block diagram of the control device 11 of the vehicle air conditioner 1 of the embodiment. The control device 11 also constitutes the battery temperature adjusting device 61 of the present invention. 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. The sensor 34, the HVAC suction temperature sensor 36 that detects the temperature of the air that is sucked into the air flow passage 3 from the suction port 25 and flows into the heat absorber 9, and the inside air temperature sensor 37 that detects the temperature of the air (inside air) in the vehicle compartment. An inside air humidity sensor 38 for detecting the humidity of the air in the vehicle compartment, an indoor CO ₂ concentration sensor 39 for detecting the carbon dioxide concentration in the vehicle compartment, and an outlet temperature sensor 41 for detecting the temperature of the air blown into the vehicle compartment. A photo sensor type solar radiation sensor 51 for detecting the amount of solar radiation into the vehicle interior, outputs of the vehicle speed sensor 52 for detecting the moving speed (vehicle speed) of the vehicle, set temperature in the vehicle interior and driving. An air conditioning operation unit 53 for performing an air conditioning setting operation in the vehicle interior such as mode switching and displaying information is connected. Incidentally, 53A in the figure is a display as an output device provided in the air conditioning operation section 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 air outlet switching damper 31, which are connected to the air conditioning controller 45. Controlled by.

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

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

The circulation pump 62 and the heat medium heater 63 that constitute the battery temperature adjusting device 61 may be controlled by the battery controller 73. Further, in the battery controller 73, the temperature of the heat medium on the outlet side of the heat medium passage 64A of the refrigerant-heat medium heat exchanger 64 of the battery temperature adjusting device 61 (heat medium temperature Tw: an index indicating the temperature of the battery 55). The output of the heat medium temperature sensor 76 for detecting the temperature of the battery 55 and the output of the battery temperature sensor 77 for detecting the temperature of the battery 55 (hereinafter, referred to as battery temperature Tcell: this is also an index indicating the temperature of the battery 55) are connected.

In the embodiment, the charging rate of the battery 55 (hereinafter, battery charging rate SOC), the heat medium temperature Tw, the battery temperature Tcell, the deterioration state of the battery 55 (hereinafter, battery deterioration state SOH), and information about the battery 55 ( Information on the depth of discharge DoD, cycle deterioration, storage deterioration, being charged, charge completion time, remaining charge time, etc.) is transmitted from the battery controller 73 to the air conditioning controller 45 and the vehicle controller 72 via the vehicle communication bus 65. It

Here, the battery controller (BMS) 73 has a measurement function of measuring the voltage, current, temperature, etc. of each battery cell of the battery 55 composed of a plurality of lithium ion battery cells in the embodiment (the battery temperature sensor 77 measures the temperature. Measurement), a display function for displaying the measured data, a balance function for adjusting the current flowing through each battery cell during charging/discharging to keep the voltage of each battery cell constant, and a preset voltage/current during charging/discharging, It has an error function to issue an error signal or stop charging/discharging when the temperature exceeds the upper limit value/lower limit value.

The above-mentioned battery charge rate SOC (State of Charge) is the state of charge of the battery 55, that is, the charge rate, and is defined by SOC=(remaining capacity/full charge capacity)×100. The internal resistance of the battery cell also changes in accordance with the change in the battery charging rate SOC.

The battery deterioration state SOH (States of Health) described above indicates the deterioration state of the battery 55. Generally, the deterioration state of the battery 55 includes a decrease in capacity and an increase in resistance, but as a definition, the deterioration state of the capacity (capacity maintenance rate) compared to the initial state = (at a certain point in use Capacity/initial capacity)×100 and/or resistance deterioration state (resistance increase rate)=(resistance value at a certain point in use/initial resistance value)×100.

The above-mentioned depth of discharge DoD (Depth of Discharge) is the ratio of the amount of discharge to the discharge capacity of the battery 55, and when the battery 55 is completely used up, the depth of discharge is 100%. The cycle deterioration described above means that the deterioration progresses due to a chemical reaction or the like while the battery 55 is repeatedly discharged/charged. Generally, when discharging/charging is repeated about 300 to 500 times, the capacity becomes about half. The above-mentioned storage deterioration means that when the battery 55 is left without being used, the capacity is reduced due to an internal chemical reaction, and the deterioration is easily promoted in a charged state or a high temperature state.

Therefore, the battery charge rate SOC, the battery temperature Tcell, the battery deterioration state SOH, the discharge seismic intensity DoD, the cycle deterioration, and the storage deterioration can be said to be indicators of deterioration of the battery 55.

The heat pump controller 32 and the air conditioning controller 45 transmit and receive data to and from each other via the vehicle communication bus 65, and control each device based on the output of each sensor and the setting input by the air conditioning operation unit 53. In this embodiment, the outside air temperature sensor 33, the outside air humidity sensor 34, the HVAC 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, each information from the battery controller 73 described above (battery charge rate SOC, battery temperature Tcell, battery deterioration state SOH and other information), information from the GPS navigation device 74, and input to the air conditioning operation unit 53. The information is transmitted from the air conditioning controller 45 to the heat pump controller 32 via the vehicle communication bus 65, and is provided for control by the heat pump controller 32.

Further, the heat pump controller 32 also transmits data (information) regarding the control of the refrigerant circuit R and the battery temperature adjusting device 61 and information to be output to the air conditioning operation unit 53 to the air conditioning controller 45 via the vehicle communication bus 65. The air volume ratio SW by the air mix damper 28 described above is calculated by the air conditioning controller 45 in the range of 0≦SW≦1. Then, when SW=1, all of the air that has passed through the heat absorber 9 is ventilated by the radiator 4 and the auxiliary heater 23 by the air mix damper 28.

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

Among these, in each of the air conditioning operations of the heating mode, the dehumidification heating mode, the dehumidification cooling mode, the cooling mode, and the air conditioning (priority)+battery cooling mode, the battery 55 is not charged in the embodiment, and the ignition of the vehicle is performed. This is executed when (IGN) is turned on and the air conditioning switch of the air conditioning operation unit 53 is turned on. However, it is executed even when the ignition is off during remote operation (pre-air conditioning, etc.). Even when the battery 55 is being charged, there is no battery cooling request, and the process is executed when the air conditioning switch is ON. On the other hand, each battery cooling operation in the battery cooling (priority)+air conditioning mode and the battery cooling (single) mode is executed while 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 air 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 battery 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 battery 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 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 number of rotations 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 can be heated without 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

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

After the refrigerant liquefied in the radiator 4 exits the radiator 4, a part of it enters the refrigerant pipe 13J through the refrigerant pipe 13E and reaches the outdoor expansion valve 6. The refrigerant flowing into the outdoor expansion valve 6 is decompressed there, and then flows into the outdoor heat exchanger 7. The refrigerant that has flowed into the outdoor heat exchanger 7 evaporates and pumps up heat from the outside air ventilated by traveling or by the outdoor blower 15 (heat absorption). Then, the low-temperature refrigerant 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 in the refrigerant pipe 13E via the radiator 4 is diverted, and the diverted refrigerant flows into the refrigerant pipe 13F via the solenoid valve 22 and reaches the refrigerant pipe 13B. Next, the refrigerant reaches the indoor expansion valve 8, is decompressed by the indoor expansion valve 8, then flows into the heat absorber 9 via the electromagnetic valve 35, and 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 into the refrigerant pipe 13C, joins the refrigerant from the refrigerant pipe 13D (refrigerant from the outdoor heat exchanger 7), and then is sucked into the compressor 2 from the refrigerant pipe 13K via the accumulator 12. Repeat the cycle. The air dehumidified by the heat absorber 9 is reheated in the process of passing through the radiator 4 and the auxiliary heater 23 (when heat is generated), so that dehumidification and heating of the vehicle interior is performed.

The heat pump controller 32 rotates the compressor 2 based on the target radiator pressure PCO calculated from the target heater temperature TCO and the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47 in the embodiment. Or the rotation speed of the compressor 2 based on the temperature of the heat absorber 9 detected by the heat absorber temperature sensor 48 (heat absorber temperature Te) and the target heat absorber temperature TEO which is its target value. .. At this time, the heat pump controller 32 controls the compressor 2 by selecting whichever of the radiator pressure Pci and the heat absorber temperature Te, whichever is lower in the compressor target rotation speed obtained from the calculation. Further, the valve opening degree of the outdoor expansion valve 6 is controlled based on the heat absorber temperature Te.

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

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

blowers

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

The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 via the refrigerant pipe 13C, and is repeatedly 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, dehumidification and cooling of the vehicle interior are performed.

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

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

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

blowers

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

With this, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Although the air in the air flow passage 3 is ventilated to the radiator 4, since the proportion thereof is small (only for reheating (reheating) during cooling), it almost 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 open, the refrigerant passes through the electromagnetic valve 20 and flows into the outdoor heat exchanger 7 as it is, and is cooled there by running or by the outside air ventilated by the outdoor blower 15 to be condensed and liquefied. To do.

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

The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 via the refrigerant pipe 13C, and 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 Next, the air conditioning (priority)+battery cooling mode will be described with reference to FIG. FIG. 8 shows how the refrigerant flows in the refrigerant circuit R (solid arrow) in the air conditioning (priority)+battery cooling mode. In the air conditioning (priority)+battery cooling mode, the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20, the solenoid valve 35, and the solenoid valve 69, and closes the

solenoid valves

21 and 22.

Then, the compressor 2 and the

blowers

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

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

The refrigerant exiting the outdoor heat exchanger 7 enters the refrigerant pipe 13B via 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 is evaporated. Due to the heat absorbing action at this time, the air blown out from the indoor blower 27 and exchanging heat with the heat absorber 9 is cooled.

The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 via the refrigerant pipe 13C, and 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 through 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. 8).

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

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

FIG. 13 shows a block diagram of opening/closing control of the solenoid valve 69 in the air conditioning (priority)+battery cooling mode. The heat medium temperature Tw detected by the heat medium temperature sensor 76 and the target heat medium temperature TWO as a target value of the heat medium temperature Tw are input to the battery solenoid valve control unit 90 of the heat pump controller 32. Then, the battery solenoid valve control unit 90 sets the control upper limit value TwUL and the control lower limit value TwLL with a predetermined temperature difference above and below the target heat medium temperature TWO, and from the state where the solenoid valve 69 is closed to the battery. When the heat medium temperature Tw increases due to heat generation of 55 and rises to the control upper limit value TwUL (when it exceeds the control upper limit value TwUL or becomes equal to or higher than the control upper limit value TwUL. The same applies hereinafter), the solenoid valve 69 is opened (instruction to open solenoid valve 69). As a result, the refrigerant flows into the refrigerant channel 64B of the refrigerant-heat medium heat exchanger 64 and evaporates, and cools the heat medium flowing through the heat medium channel 64A. Therefore, the battery 55 is cooled by the cooled heat medium. To be done.

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

(6) Switching of air conditioning operation The heat pump controller 32 calculates the above-mentioned target outlet temperature TAO from the following formula (I). 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 and the outside air temperature Tam detected by the outside air temperature sensor 33. Then, in general, the target outlet temperature TAO is higher as the outside air temperature Tam is lower, and is decreased as the outside air temperature Tam is increased.

Then, the heat pump controller 32 selects one of the above air conditioning operations based on the outside air temperature Tam detected by the outside air temperature sensor 33 and the target outlet temperature TAO at the time of startup. Further, after the start-up, each air conditioning operation is selected and switched according to changes in operating conditions such as the outside air temperature Tam, the target outlet temperature TAO, and the heat medium temperature Tw, environmental conditions, and setting conditions. For example, the transition from the cooling mode to the air conditioning (priority)+battery cooling mode is executed based on the input of the battery cooling request from the battery controller 73. In this case, the battery controller 73 outputs a battery cooling request and transmits it to the heat pump controller 32 and the air conditioning controller 45, for example, when the heat medium temperature Tw or the battery temperature Tcell rises above a predetermined value.

(7) Battery Cooling (Priority)+Air Conditioning Mode Next, the operation during charging of the battery 55 will be described. For example, when the plug for charging the 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 operating unit 53 is turned on, the heat pump controller 32 executes battery cooling (priority)+air conditioning mode. The flow of the refrigerant in the refrigerant circuit R in the battery cooling (priority)+air conditioning mode is the same as that in the air conditioning (priority)+battery cooling mode shown in FIG.

However, in the case of this battery cooling (priority)+air conditioning mode, in the embodiment, the heat pump controller 32 maintains the electromagnetic valve 69 in an open state, and the heat detected by the heat medium temperature sensor 76 (transmitted from the battery controller 73) is detected. Based on the medium temperature Tw, the rotation speed of the compressor 2 is controlled as shown in FIG. 14 described later. In the embodiment, the solenoid valve 35 is controlled to open and close as follows based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48.

FIG. 15 shows a block diagram of opening/closing control of the solenoid valve 35 in this battery cooling (priority)+air conditioning mode. A heat absorber temperature Te detected by the heat absorber temperature sensor 48 and a predetermined target heat absorber temperature TEO as a target value of the heat absorber temperature Te are input to the heat absorber solenoid valve control unit 95 of the heat pump controller 32. The heat absorber electromagnetic valve control unit 95 sets the control upper limit value TeUL and the control lower limit value TeLL with a predetermined temperature difference above and below the target heat absorber temperature TEO, and absorbs heat from the state where the solenoid valve 35 is closed. When the device temperature Te rises and rises to the control upper limit value TeUL (when it exceeds the control upper limit value TeUL or when it becomes equal to or higher than the control upper limit value TeUL. The same applies hereinafter), the solenoid valve 35 is opened (electromagnetic valve. Instruction to open valve 35). As a result, the refrigerant flows into the heat absorber 9 and evaporates, and cools the air flowing through the air flow passage 3.

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

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

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

With this, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow passage 3 is not ventilated to the radiator 4, it only passes through 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 via 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 through 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 there. The heat medium is cooled by being absorbed by the refrigerant evaporated in 64B. The heat medium exiting the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 reaches the heat medium heater 63. However, since the heat medium heater 63 does not generate heat in this operation mode, the heat medium passes through as it is to the battery 55 and exchanges heat with the battery 55. As a result, the battery 55 is cooled, and the heat medium after cooling the battery 55 is repeatedly sucked into the circulation pump 62 to repeat circulation (indicated by a dashed arrow in FIG. 9 ).

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

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

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

When the frost flag is set and the above-described air conditioning switch of the air conditioning operating unit 53 is turned off, the charging plug of the quick charger is connected and the battery 55 is charged. 32 performs the defrosting mode of the outdoor heat exchanger 7 as follows.

In this defrosting mode, the heat pump controller 32 sets the refrigerant circuit R to 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. or the like). 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 while the vehicle is traveling or when the battery 55 is charged. In the 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 passage 64A of the refrigerant-heat medium heat exchanger 64 in the heat medium pipe 66, and passes through the heat medium passage 64A 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 repeatedly circulated by being sucked into the circulation pump 62.

In this battery heating mode, the heat pump controller 32 controls the heat generation of the heat medium heating heater 63 based on the heat medium temperature Tw detected by the heat medium temperature sensor 76, as will be described later, to set the heat medium temperature Tw to a predetermined target. The heat medium temperature TWO is adjusted and the battery 55 is heated.

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

(11-1) 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 volume ratio SW by the air mix damper 28, the target supercooling degree TGSC which is the target value of the supercooling degree SC of the refrigerant at the outlet of the radiator 4, and the above-mentioned target heater which is the target value of the heater temperature Thp. Based on the temperature TCO and the target radiator pressure PCO, which is the target value of the pressure of the radiator 4, the F/F manipulated variable TGNChff of the compressor target rotation speed is calculated.

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

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

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

In addition, the compressor OFF control unit 84 sets the compressor target rotation speed TGNCh to the above-described lower limit rotation speed ECNpdLimLo, and the radiator pressure Pci is set to a predetermined upper limit value PUL and lower limit value PLL set above and below the target radiator pressure PCO. If the state of rising to the upper limit value PUL (a state of exceeding the upper limit value PUL or a state of being 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 lower than 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 Sink Temperature Te Next, the control of the compressor 2 based on the heat absorber temperature Te will be described in detail with reference to FIG. FIG. 12 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCc of the compressor 2 based on the heat absorber temperature Te. The F/F operation amount calculation unit 86 of the heat pump controller 32 has an outside air temperature Tam, an air volume Ga of air flowing through the air flow passage 3 (may be the blower voltage BLV of the indoor blower 27), a target radiator pressure PCO, The F/F manipulated variable TGNCcff of the compressor target rotation speed is calculated based on the target heat absorber temperature TEO which is the target value of the heat absorber temperature Te.

Further, the F/B manipulated variable calculation unit 87 calculates the F/B manipulated variable TGNCcfb of the compressor target rotation speed by PID calculation or PI calculation based on the target heat absorber temperature TEO and the heat absorber temperature Te. Then, the F/F operation amount TGNCcff calculated by the F/F operation amount calculation unit 86 and the F/B operation amount TGNCcfb calculated by the F/B operation amount calculation unit 87 are added by the adder 88 to obtain a limit setting unit as TGNCc00. It is input to 89.

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

The compressor OFF control unit 91 controls the compressor target rotation speed TGNCc to be the above-described lower limit rotation speed TGNCcLimLo, and the heat absorber temperature Te is set above and below the target heat absorber temperature TEO to set the control upper limit value TeUL and the control lower limit value TeLL. If the control lower limit value TeLL among them continues for a predetermined time tc1, the compressor 2 is stopped and an ON-OFF mode for ON-OFF controlling the compressor 2 is entered.

In the ON-OFF mode of the compressor 2 in this case, when the heat absorber temperature Te rises to the control 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. When the heat absorber temperature Te falls to the control lower limit value TeLL in this 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 TGNCcLimLo are repeated. Then, after the heat absorber temperature Te rises to the control upper limit value TeUL and the compressor 2 is started, if the heat absorber temperature Te does not become lower than the control upper limit value TeUL for a predetermined time tc2, the compressor 2 in this case The ON-OFF mode of is ended and the normal mode is restored.

(11-3) Calculation of Compressor Target Rotational Speed TGNCw Based on Heat Medium Temperature Tw Next, the control of the compressor 2 based on the heat medium temperature Tw will be described in detail with reference to FIG. FIG. 14 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCw of the compressor 2 based on the heat medium temperature Tw. The F/F operation amount calculation unit 92 of the heat pump controller 32 uses the outside air temperature Tam, the flow rate Gw of the heat medium in the battery temperature adjusting device 61 (calculated from the output of the circulation pump 62), and the heat generation amount of the battery 55 (battery). (Transmitted from controller 73), battery temperature Tcell (transmitted from battery controller 73), and target heat medium temperature TWO that is the target value of heat medium temperature Tw, based on the F/F operation of the compressor target rotation speed. Calculate the amount TGNCcwff.

Further, the F/B manipulated variable calculation unit 93 performs a PID calculation or a PI calculation based on the target heat medium temperature TWO and the heat medium temperature Tw (transmitted from the battery controller 73) to determine the F/B manipulated variable TGNCwfb of the compressor target rotation speed. To calculate. Then, the F/F operation amount TGNCwff calculated by the F/F operation amount calculation unit 92 and the F/B operation amount TGNCwfb calculated by the F/B operation amount calculation unit 93 are added by the adder 94 to obtain a limit setting unit as TGNCw00. 96 is input.

In the limit setting unit 96, the lower limit rotational speed TGNCwLimLo and the upper limit rotational speed TGNCwLimHi for control are set to TGNCw0, and then the compressor OFF control unit 97 is used to determine the target compressor rotational speed TGNCw. Therefore, if the value TGNCw00 added by the adder 94 is within the upper limit rotation speed TGNCwLimHi and the lower limit rotation speed TGNCwLimLo and the ON-OFF mode described later does not occur, this value TGNCw00 is the target compressor rotation speed TGNCw (compressor 2 Will be the number of rotations). In the normal mode, the heat pump controller 32 uses the compressor target rotation speed TGNCw calculated based on the heat medium temperature Tw so that the heat medium temperature Tw becomes the target heat medium temperature TWO within the appropriate temperature range described above. Control the operation of 2.

The compressor OFF control unit 97 determines that the compressor target rotation speed TGNCw becomes the above-described lower limit rotation speed TGNCwLimLo, and the heat medium temperature Tw is set above and below the target heat medium temperature TWO and the control upper limit value TwUL and the control lower limit value TwLL are set. When the state in which the control lower limit value TwLL is decreased for a predetermined time tw1 continues, the compressor 2 is stopped and the ON-OFF mode in which the compressor 2 is ON-OFF controlled is entered.

In the ON-OFF mode of the compressor 2 in this case, when the heat medium temperature Tw rises to the control upper limit value TwUL, the compressor 2 is started, and the compressor target rotation speed TGNCw is operated as the lower limit rotation speed TGNCwLimLo. When the heat medium temperature Tw falls to the control lower limit value TwLL in this 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 TGNCwLimLo are repeated. Then, when the heat medium temperature Tw rises to the control upper limit value TwUL and the compressor 2 is started, the state in which the heat medium temperature Tw does not become lower than the control upper limit value TwUL continues for a predetermined time tw2. The ON-OFF mode of is ended and the normal mode is restored.

(12) Control of Heat Medium Heater 63 by Heat Pump Controller 32 Next, the control of the heat medium heater 63 based on the heat medium temperature Tw in the battery heating mode described above will be described in detail with reference to FIG. FIG. 16 is a control block diagram of the heat pump controller 32 that calculates the target heat generation amount ECHtw of the heat medium heater 63 based on the heat medium temperature Tw. The F/F operation amount calculation unit 98 of the heat pump controller 32 uses the outside air temperature Tam, the flow rate Gw of the heat medium in the battery temperature adjusting device 61 (calculated from the output of the circulation pump 62), and the heat generation amount of the battery 55 (battery). Controller 73), battery temperature Tcell (transmitted from battery controller 73), and target heat medium temperature TWO that is the target value of heat medium temperature Tw, based on the target heat generation amount F/F operation amount ECHtff. To calculate.

Further, the F/B operation amount calculation unit 99 calculates the F/B operation amount ECHtwfb of the target heat generation amount by PID calculation or PI calculation based on the target heat medium temperature TWO and the heat medium temperature Tw (transmitted from the battery controller 73). To do. Then, the F/F operation amount ECHtwff calculated by the F/F operation amount calculation unit 98 and the F/B operation amount ECHtwfb calculated by the F/B operation amount calculation unit 99 are added by the adder 101 to obtain ECHtw00 as a limit setting unit. It is input to 102.

In the limit setting unit 102, a lower limit calorific value ECHtwLimLo for control (for example, energization OFF) and an upper limit calorific value ECHtwLimHi are set to ECHtw0, and then the target heating value ECHtw is passed through the heat medium heating heater OFF control unit 103. It is determined. Therefore, the value ECHtw00 added by the adder 101 is within the upper limit heat generation amount ECHtwLimHi and the lower limit heat generation amount ECHtwLimLo, and this value ECHtw00 is the target heat generation amount ECHtw (heat medium heating heater 63 if the ON-OFF mode described later does not occur. And the amount of heat generated). In the normal mode, the heat pump controller 32 controls the heat generation of the heat medium heating heater 63 so that the heat medium temperature Tw becomes the target heat medium temperature TWO by the target heat generation amount ECHtw calculated based on the heat medium temperature Tw.

The heat medium heating heater OFF control unit 103 controls the target heat generation amount ECHtw to be the above-described lower limit heat generation amount ECHtwLimLo, and the heat medium temperature Tw is set above and below the target heat medium temperature TWO to set the control upper limit value TwUL and the control lower limit value TwLL. If the control upper limit value TwUL has continued for a predetermined time tw1, the heat medium heating heater 63 is de-energized to enter the ON-OFF mode in which the heat medium heating heater 63 is ON-OFF controlled.

In the ON-OFF mode of the heat medium heating heater 63 in this case, when the heat medium temperature Tw falls to the control lower limit value TwLL, the heat medium heating heater 63 is energized to be energized as a predetermined low heat generation amount, and in that state. When the heat medium temperature Tw rises to the control upper limit value TwUL, the energization of the heat medium heater 63 is stopped again. That is, heat generation (ON) and heat generation stop (OFF) of the heat medium heater 63 with a predetermined low heat generation amount are repeated. Then, when the heat medium temperature Tw drops to the control lower limit value TwLL and the heat medium heater 63 is energized, the heat medium temperature Tw does not become higher than the control lower limit value TwLL for a predetermined time tw2. The ON-OFF mode of the medium heater 63 is terminated and the normal mode is restored.

(13) Battery Temperature Control Limiting Control by Heat Pump Controller 32 Next, the battery temperature control limiting control executed by the heat pump controller 32 will be described with reference to FIGS. 17 and 18. As described above, by controlling the temperature of the battery 55 in the air conditioning (priority)+battery cooling mode, the battery cooling (priority)+air conditioning mode, the battery cooling (single) mode, and the battery heating mode, deterioration of the battery 55 due to high temperature or low temperature. However, when the battery charge rate SOC is low, on the other hand, particularly in the air conditioning (priority)+battery cooling mode or battery heating mode executed during traveling, the refrigerant circuit Since the electric power of the battery 55 is consumed by the R compressor 2, the heat medium heating heater 63, and the like, the cruising range of the vehicle is reduced and the deterioration of the battery 55 is also promoted.

Therefore, in the embodiment, the battery charge rate SOC and the battery temperature Tcell described above are adopted as the indexes indicating the deterioration of the battery 55, and the heat pump controller 32 is based on these, in the air conditioning (priority)+battery cooling mode, and during running. The battery temperature adjustment limit control for limiting the temperature adjustment of the battery 55 in the battery heating mode or the like is executed.

(13-1) Setting of Threshold Value and Region for Battery Charging Rate SOC and Battery Temperature Tcell As shown in FIGS. 17 and 18, the heat pump controller 32 of the embodiment has a plurality of threshold values for the battery charging rate SOC and the battery temperature Tcell. , Normal area, warning area, and dangerous area are set respectively. First, in FIG. 17, the battery charging rate SOC is set to a predetermined lower threshold value 1 and upper predetermined threshold value 1 between 0% and 100%. The area between the lower threshold value 1 and the upper threshold value 1 is set as a normal area in which deterioration of the battery 55 is not taken into consideration. Further, a predetermined lower threshold value 2 is set between the

lower threshold value

1 and 0% lower than the lower threshold value 1, and between the

upper threshold value

1 and 100% higher than the upper threshold value 1, A predetermined upper threshold value 2 is set. The area between the lower threshold 1 and the lower threshold 2 and the area between the upper threshold 1 and the upper threshold 2 are set as a warning area as a predetermined margin area outside the normal area. Further, a region between the

lower threshold value

2 and 0% and a region between the

upper threshold value

2 and 100% are respectively set as a dangerous region as a deterioration region of the battery 55.

The lower threshold 1, the lower threshold 2, the upper threshold 1, and the upper threshold 2 of the battery charging rate SOC are determined in advance according to the actual performance of the battery 55. Then, the warning area and the danger area set by the respective thresholds are areas in which the power consumption of the vehicle air conditioner 1 including the battery temperature adjusting device 61 is suppressed while the vehicle is in use.

Further, in FIG. 18, a predetermined low temperature side threshold value 1 and high temperature side threshold value 1 are set between the lower limit temperature and the upper limit temperature in the battery temperature Tcell. An area between the low temperature side threshold value 1 and the high temperature side threshold value 1 is set as a normal range in which deterioration of the battery 55 is not taken into consideration, and this normal range is an appropriate temperature range of the battery 55. Further, a predetermined low temperature side threshold 2 is set between the low temperature side threshold 1 lower than the low temperature side threshold 1 and the lower limit temperature, and between the high temperature side threshold 1 higher than the high temperature side threshold 1 and the upper limit temperature. Is set to a predetermined high temperature side threshold value 2. The area between the low temperature side threshold value 1 and the low temperature side threshold value 2 and the area between the high temperature side threshold value 1 and the high temperature side threshold value 2 are set as a warning area as a predetermined margin area outside the normal area. Further, a region between the low temperature side threshold value 2 and the lower limit temperature and a region between the high temperature side threshold value 2 and the upper limit temperature are respectively set as a dangerous region as a deterioration region of the battery 55.

The low temperature side threshold value 1, low temperature side threshold value 2, high temperature side threshold value 1, high temperature side threshold value 2 of the battery temperature Tcell are also determined in advance according to the actual performance of the battery 55. Also in this case, the warning area and the dangerous area set by the respective thresholds are the areas in which the power consumption of the vehicle air conditioner 1 including the battery temperature adjusting device 61 is suppressed while the vehicle is in use.

(13-2) Battery temperature regulation control (1)
Next, an embodiment of the battery temperature adjustment limit control executed by the heat pump controller 32 will be described. In the heat pump controller 32, the battery charge rate SOC obtained from the battery controller 73 is in the normal range or warning range of the battery charge rate SOC described above, and the battery temperature Tcell is in the normal range or warning range of the battery temperature Tcell described above. If it is, the temperature control of the battery 55 is not executed (the temperature control of the battery 55 is not permitted). That is, for example, when the air conditioning (priority)+battery cooling mode is being executed, the operation mode is switched to the cooling mode. Further, when the battery heating mode is being executed, the battery heating mode is stopped.

However, when the battery charge rate SOC is in the normal range or the warning range of the battery charge rate SOC and the battery temperature Tcell enters the above-mentioned dangerous range of the battery temperature Tcell, the heat pump controller 32 determines the temperature of the battery 55. The temperature is adjusted (the temperature of the battery 55 is adjusted). That is, when the battery temperature Tcell enters the high temperature side dangerous area (between the high temperature side threshold value 2 and the upper limit temperature) after switching to the cooling mode as described above, the operation mode is set to air conditioning (priority)+battery cooling. Switch to mode. In addition, after the battery heating mode is stopped as described above, when the battery temperature Tcell enters the lower dangerous area (between the low temperature side threshold value 2 and the lower limit temperature), the battery heating mode is restarted.

In this way, if the heat pump controller 32 limits the temperature control of the battery 55 based on the index indicating the deterioration of the battery 55, that is, the battery charging rate SOC and the battery temperature Tcell, the battery charging rate SOC and the battery By determining the state of the battery 55 based on the temperature Tcell and not permitting the temperature control of the battery 55 as in this embodiment, it is possible to suppress a decrease in the cruising range of the vehicle.

For example, as in this embodiment, for the battery charge rate SOC and the battery temperature Tcell, a normal region in which the deterioration of the battery 55 is not taken into consideration and a warning region as a predetermined margin region outside the normal region are set, and the heat pump is set. When the battery charging rate SOC is in the normal range or warning range of the battery charging rate SOC and the battery temperature Tcell is in the normal range or warning range of the battery temperature Tcell, the controller 32 executes the temperature adjustment of the battery 55. By not doing so, it becomes possible to realize the temperature control of the battery in which the cruising range of the vehicle is prioritized.

Further, as in the embodiment, with respect to the battery temperature Tcell, a predetermined dangerous area is set as the deterioration area of the battery 55, and the heat pump controller 32 determines that the battery charging rate SOC is in the normal area or the warning area of the battery charging rate SOC. When the battery temperature Tcell is in the dangerous range, the temperature of the battery 55 is adjusted so that the battery temperature Tcell becomes dangerous even if the battery charge rate SOC is acceptable. In some cases, the temperature control of the battery 55 is permitted so that deterioration of the battery 55 due to an abnormal temperature can be avoided.

In the above embodiment, the battery charge rate SOC and the battery temperature Tcell are set to the normal range and the warning range, respectively, but the range including the normal range and the warning range of the above embodiment is set as the normal range. You may handle it. In that case, when the battery charging rate SOC is in the normal range of the battery charging rate SOC and the battery temperature Tcell is in the normal range of the battery temperature Tcell, the temperature control of the battery is not executed. Become.

However, by setting the warning range between the normal range and the dangerous range as in the above embodiment, for example, even when the battery charge rate SOC is in the normal range or the warning range, the battery temperature Tcell is in the warning range. The temperature control of the battery 55 is executed (permitted) with the temperature control of the battery 55, or the temperature control of the battery 55 is executed (permitted) when the battery charge rate SOC enters the warning range even if the battery temperature Tcell is in the normal range or the warning range. ) Can be performed, and finer temperature control restriction control can be realized according to the battery 55.

Further, the battery temperature adjustment limit control of the above embodiment may be performed in the battery cooling (priority) + air conditioning mode or the battery cooling (single) mode. That is, when the battery temperature control is limited in the battery cooling (priority)+air conditioning mode, the operation mode is switched to the cooling mode, and the battery cooling (single) mode is stopped in the battery cooling (single) mode. By executing the battery temperature control restriction in these modes executed during charging of the battery 55, it can be expected to reduce the charging time of the battery 55 and the cost for charging.

(13-3) Battery temperature adjustment limit control (2)
Next, another embodiment of the battery temperature control limitation control by the heat pump controller 32 will be described. It should be noted that the above-described normal range, warning range, and dangerous range of the battery charging rate SOC and the battery temperature Tcell are set similarly in this case. In this embodiment, the heat pump controller 32 is based on the information obtained from the GPS navigation device 74 and is based on the distance to the planned charging site (a facility where a quick charger or the like is installed) set in the GPS navigation device 74. Limit the temperature control of the battery 55.

That is, in this embodiment, the heat pump controller 32 determines that the battery charging rate SOC is in the above-described normal range or warning range of the battery charging rate SOC, and the distance to the planned charging site is equal to or greater than the predetermined threshold D, The temperature control of the battery 55 is not executed (the temperature control of the battery 55 is not permitted). This threshold D is assumed to be a preset long distance. That is, for example, when the air conditioning (priority)+battery cooling mode is being executed, the operation mode is switched to the cooling mode. Further, when the battery heating mode is being executed, the battery heating mode is stopped.

However, the heat pump controller 32 adjusts the temperature of the battery 55 when the battery charging rate SOC enters the dangerous area of the battery charging rate SOC described above and the battery temperature Tcell enters the dangerous area of the battery temperature Tcell described above. Is executed (the temperature control of the battery 55 is permitted). That is, for example, after switching to the cooling mode as described above, when the battery charge rate SOC enters the dangerous area and the battery temperature Tcell enters the high temperature dangerous area (between the high temperature threshold 2 and the upper limit temperature). In this case, the operation mode is switched to air conditioning (priority)+battery cooling mode. In addition, after the battery heating mode is stopped as described above, when the battery charge rate SOC enters the dangerous range and the battery temperature Tcell enters the lower dangerous range (between the low temperature side threshold 2 and the lower limit temperature) To resume the battery heating mode.

As described above, the heat pump controller 32 determines that the battery charge rate SOC is in the normal range or the warning range of the battery charge rate SOC based on the information on the predetermined charge execution site, and the distance to the charge execution site is predetermined. If the temperature is not equal to or higher than the threshold value D, the temperature of the battery 55 is not controlled. Therefore, if the temperature of the battery 55 is long and the temperature of the battery 55 is not required, the temperature of the battery 55 is not controlled. It is possible to reduce the power consumption due to the temperature control of the battery 55 without permitting it and avoid the inconvenience of not reaching the scheduled charging site.

However, also in this case, when the battery charge rate SOC enters the dangerous area of the battery charge rate and the battery temperature Tcell enters the dangerous area of the battery temperature Tcell, the heat pump controller 32 executes the temperature adjustment of the battery 55. Therefore, when the battery charge rate SOC and the battery temperature Tcell are in a dangerous state, the temperature control of the battery 55 is permitted even if the distance to the planned charging site is long, and an abnormal charge rate is detected. It becomes possible to avoid deterioration of the battery 55 due to temperature.

(13-4) Battery temperature adjustment limit control (3)
Note that the temperature control of the battery 55 is not limited to the above-described embodiments, or in addition to them, when the battery charge rate SOC falls and enters the lower dangerous area (between the

lower threshold

2 and 0%). May be suppressed. That is, in this case, in the air conditioning (priority)+battery cooling mode, the battery cooling (priority)+air conditioning mode, and the battery cooling (single) mode, for example, the above-described compressor target rotational speeds TGNCc, TGNCw of the compressor 2 are shown in FIG. 12, the target calorific value ECHtw of the heat medium heating heater 63 is lowered by a predetermined value from the value calculated in FIG. 14, and in the battery heating mode.

As described above, when the heat pump controller 32 enters the lower dangerous area due to the decrease in the battery charging rate SOC, the temperature control of the battery 55 is suppressed to significantly reduce the charging rate of the battery 55. Then, the temperature control of the battery 55 can be suppressed, and the further reduction of the charging rate due to the temperature control of the battery 55 can be suppressed.

(14) Temperature Control Control of Battery 55 Based on Battery Degradation State SOH Next, temperature control control of the battery 55 based on the battery degradation state SOH will be described with reference to FIG. In this case, the heat pump controller 32 of the embodiment is set with a predetermined threshold value SOH1 of the battery deterioration state SOH, as shown in FIG. In FIG. 19, when SOH=100% is set as the initial state before deterioration, a value at which SOH is reduced to X1% (for example, 80%) is set as a threshold value SOH1, which is equal to or lower than the threshold value SOH1 or lower than the threshold value SOH1. The area is the area after deterioration. Then, a region equal to or higher than the region after deterioration or a region higher than that is a region in which the deterioration of the battery 55 is not considered.

Then, when the heat pump controller 32 is executing the temperature adjustment restriction control of each of the above-described embodiments, or in place of them, the battery deterioration state SOH is equal to or lower than the threshold value SOH1 in FIG. 19, or is lower than SOH1. , The temperature of the battery 55 is adjusted. That is, when the cooling mode is being executed and the battery temperature Tcell is in the high temperature warning zone, for example, the mode is switched to the air conditioning (priority)+battery cooling mode, and the battery cooling (single) during charging is performed. Mode, or battery cooling (priority)+air conditioning mode is executed. Further, when the battery temperature Tcell is in the warning region on the low temperature side, for example, the battery heating mode is executed.

As described above, when the battery deterioration state SOH is equal to or lower than the predetermined threshold value SOH1 or is lower than the predetermined threshold value SOH1, the temperature adjustment of the battery 55 is executed, thereby indicating the deterioration state of the battery 55. When the SOH is lowered, the temperature of the battery 55 is adjusted to prevent the deterioration from further progressing.

Further, by providing (a part of) the refrigerant circuit R as a cooling device as in each of the above-described embodiments and allowing the battery 55 to be cooled, it is possible to effectively eliminate or suppress the deterioration of the battery 55 due to an abnormally high temperature. become able to. Furthermore, by providing the heat medium heater 63 as a heating device and heating the battery 55 as in the embodiment, it is possible to effectively eliminate or suppress the deterioration of the battery 55 due to an abnormal low temperature.

Then, according to the vehicle air conditioner 1 of the present invention, the battery temperature adjusting device 61, the compressor 2 for compressing the refrigerant, the radiator 4 for exchanging heat between the refrigerant supplied to the vehicle interior and the refrigerant, and the heat absorption. Since the battery temperature adjusting device 61 can cool the battery 55 by using the refrigerant, the battery temperature adjusting device 61 can cool the battery 55 smoothly while air conditioning the inside of the vehicle. Then, the battery 55 can be cooled and the deterioration of the battery 55 can be eliminated or suppressed.

In the embodiment, the vehicle air conditioner 1 that air-conditions the vehicle interior is provided with the battery temperature adjusting device 61 of the present invention. However, the invention other than claim 12 is not limited to this, and the vehicle air conditioning is not performed, and the battery It is also effective for a battery temperature adjusting device that only adjusts the temperature of 55. Further, the cooling device for cooling the battery 55 is not limited to the refrigerant circuit R of the embodiment, and the present invention is effective when an electronic cooling device such as a Peltier element is used.

Further, in the above-described embodiment, the battery charge rate SOC and the battery temperature Tcell are adopted as the indicators showing the deterioration of the battery 55, but the present invention is not limited to this, and the battery deterioration state SOH, the discharge depth DoD, the cycle deterioration, and the storage deterioration described above are used. You may adopt it. In that case, if the battery deterioration state SOH, the depth of discharge DoD, the cycle deterioration, and the storage deterioration are in regions where the deterioration of the battery 55 is not considered, the temperature control is not performed or is limited.

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.

1 Vehicle Air Conditioner 2 Compressor 3 Air Flow Path 4 Radiator (Indoor Heat Exchanger)
6 Outdoor expansion valve 7 Outdoor heat exchanger 8 Indoor expansion valve 9 Heat absorber (indoor heat exchanger)
11 control device 32 heat pump controller (constituting a part of control device)
35 solenoid valve 45 air conditioning controller (constituting a part of control device)
48 Heat Sink Temperature Sensor 55 Battery 61 Battery Temperature Adjusting Device 64 Refrigerant-Heat Medium Heat Exchanger 68 Auxiliary Expansion Valve 69 Electromagnetic Valve 73 Battery Controller 74 GPS Navigation Device 76 Heat Medium Temperature Sensor 77 Battery Temperature Sensor R Refrigerant Circuit

Claims

A battery temperature adjusting device that operates by being supplied with power from a battery mounted on a vehicle and that adjusts the temperature of the battery,
Equipped with a control device,
The battery temperature adjusting device for a vehicle, wherein the control device limits temperature control of the battery based on an index indicating deterioration of the battery.
The battery temperature adjusting device for a vehicle according to claim 1, wherein the index indicating the deterioration of the battery is a battery charging rate SOC and/or a battery temperature Tcell.
For the battery charge rate SOC and the battery temperature Tcell, which are indicators of the deterioration of the battery, normal ranges are set that do not consider the deterioration of the battery.
When the battery charge rate SOC is in the normal range of the battery charge rate SOC and the battery temperature Tcell is in the normal range of the battery temperature Tcell, the control device does not execute temperature control of the battery. The battery temperature adjusting device for a vehicle according to claim 1 or 2, characterized in that.
For the battery charge rate SOC and the battery temperature Tcell, warning areas are respectively set as predetermined margin areas outside the normal area,
When the battery charging rate SOC is in the normal range or warning range of the battery charging rate SOC and the battery temperature Tcell is in the normal range or warning range of the battery temperature Tcell, 4. The vehicle battery temperature control device according to claim 3, wherein the temperature control is not executed.
A predetermined dangerous area is set as the deterioration area of the battery with respect to the battery temperature Tcell,
When the battery charge rate SOC is in the normal range or the warning range of the battery charge rate SOC and the battery temperature Tcell enters the dangerous range, the control device performs the temperature control of the battery. The battery temperature adjusting device for a vehicle according to claim 3 or 4, characterized in that.
The control device is based on information about a predetermined charging execution site, the battery charging rate SOC is in the normal range or the warning range of the battery charging rate SOC, and the distance to the charging execution planned site is predetermined. The battery temperature control device for a vehicle according to claim 3, wherein the temperature control of the battery is not performed when the threshold value is equal to or more than a threshold value D.
With respect to the battery charging rate SOC and the battery temperature Tcell, a predetermined dangerous area is set as a deterioration area of the battery,
When the battery charging rate SOC enters the dangerous area of the battery charging rate and the battery temperature Tcell enters the dangerous area of the battery temperature Tcell, the control device executes temperature control of the battery. The battery temperature adjusting device for a vehicle according to claim 6, wherein:
A predetermined dangerous area is set as a deterioration area of the battery when the battery charging rate SOC decreases, with respect to the battery charging rate SOC that is an index indicating the deterioration of the battery,
The said control apparatus suppresses the temperature control of the said battery, when the said battery charge rate SOC falls into the said dangerous area, The control apparatus in any one of Claim 1 thru|or 7 characterized by the above-mentioned. Vehicle battery temperature controller.
9. The controller according to claim 1, wherein the control device executes temperature control of the battery when the battery deterioration state SOH is equal to or lower than a predetermined threshold value SOH1 or lower than a predetermined threshold value SOH1. The battery temperature adjustment device for a vehicle according to any one of claims.
10. The vehicle battery temperature adjusting device according to any one of claims 1 to 9, further comprising a cooling device, wherein the battery can be cooled by using the cooling device.
The vehicle battery temperature adjusting device according to any one of claims 1 to 10, further comprising a heating device, wherein the battery can be heated by using the heating device.
A compressor for compressing the refrigerant,
An indoor heat exchanger for exchanging heat with the refrigerant supplied to the vehicle interior,
While air-conditioning the interior of the vehicle with an outdoor heat exchanger provided outside the vehicle,
12. The battery temperature adjusting device for a vehicle according to claim 1, wherein the battery temperature adjusting device is capable of cooling the battery using the refrigerant. Vehicle air conditioner.