WO2021192760A1

WO2021192760A1 - Vehicle air conditioner

Info

Publication number: WO2021192760A1
Application number: PCT/JP2021/006338
Authority: WO
Inventors: 徹也石関
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: 2020-03-26
Filing date: 2021-02-19
Publication date: 2021-09-30
Also published as: DE112021001870T5; JP2021154814A; CN115551726A

Abstract

Provided is a vehicle air conditioner capable of both heating onboard equipment such as a battery and providing cabin air conditioning, while also attaining a reduction in heating equipment. The vehicle air conditioner includes a heater core 23 for heating air supplied to the cabin, and a heat transfer medium circuit 61 for causing a heat transfer medium to circulate between a battery 55 and the heater core. The heat transfer medium circuit includes a circulation pump 62, a heat transfer medium heater 66, and a flow passage switching device 60 that switches a flow passage to one of a state in which the heat transfer medium that has passed through the heat transfer medium heater flows to the battery without flowing to the heater core, a state in which the heat transfer medium flows to both the battery and the heater core, and a state in which the heat transfer medium flows to the heater core without flowing to the battery.

Description

Vehicle air conditioner

The present invention relates to an air conditioner for air-conditioning the interior of a vehicle, particularly a vehicle air conditioner capable of adjusting the temperature of equipment mounted on the vehicle.

Due to the emergence of environmental problems in recent years, vehicles such as hybrid vehicles and electric vehicles that drive a traction motor with the power supplied from the battery mounted on the vehicle have become widespread. Then, as an air conditioner that can be applied to such a vehicle, a refrigerant circuit in which a compressor, a radiator, a heat absorber, and an outdoor heat exchanger are connected is provided, and the refrigerant discharged from the compressor is provided. The radiator heats the vehicle interior by dissipating heat in the radiator and absorbing the refrigerant dissipated in this radiator in the outdoor heat exchanger, dissipating the refrigerant discharged from the compressor in the outdoor heat exchanger, and absorbing heat in the heat exchanger. As a result, those that cool the passenger compartment have also been developed (see, for example, Patent Document 1).

On the other hand, the charge / discharge performance of batteries (vehicle-mounted equipment) deteriorates in a low temperature environment. Further, if charging / discharging is performed in an environment where the temperature is high due to self-heating or the like, deterioration progresses, and there is a risk that the product will eventually malfunction and be damaged. Therefore, the temperature of the battery can be adjusted by circulating the heat medium (cooling water) cooled by exchanging heat with the refrigerant circulating in the refrigerant circuit and the heat medium heated by the heating device to the battery. Has also been developed (see, for example, Patent Document 2 and Patent Document 3).

Japanese Unexamined Patent Publication No. 2014-213765 Japanese Patent No. 5668700 Japanese Patent No. 5440426

Here, as in Patent Document 1, in this type of vehicle air conditioner, a heat medium is heated by an electric heater to assist heating in the vehicle interior, and the heated heat medium is used in the vehicle interior. An auxiliary heating device including a heat medium circulation circuit for heating the supplied air is provided. In addition to this, when a heat medium circulation circuit (cooling water circulation circuit) provided with a heating device for heating the battery is provided as in Patent Document 3, there arises a problem that the device becomes large and the manufacturing cost increases.

The present invention has been made to solve the above-mentioned conventional technical problems, and is capable of heating a vehicle-mounted device such as a battery. The vehicle-mounted device can be heated while reducing the number of heating devices. It is an object of the present invention to provide an air conditioner for a vehicle capable of achieving both heating and air conditioning in a vehicle interior.

The vehicle air conditioner of the present invention has a heater core for heating the air supplied to the vehicle interior to air-condition the vehicle interior, and heat for circulating a heat medium between the vehicle-mounted equipment and the heater core. A medium circulation circuit is provided, and the heat medium circulation circuit includes a circulation device for circulating the heat medium, a heating device for heating the heat medium, and a vehicle without the heat medium passing through the heating device flowing to the heater core. It is characterized by being equipped with a flow path switching device for switching the flow path between a state in which it flows through the on-board equipment, a state in which it flows through both the vehicle-mounted equipment and the heater core, and a state in which it flows through the heater core without flowing through the vehicle-mounted equipment. ..

The vehicle air conditioner according to claim 2 is provided with a compressor for compressing the refrigerant, a radiator for radiating the refrigerant and heating the air supplied to the vehicle interior, and a radiator outside the vehicle interior in the above invention. It is characterized by being provided with an outdoor heat exchanger and a refrigerant-heat medium heat exchanger for pumping heat from the heat medium to the refrigerant by exchanging heat between the refrigerant and the heat medium.

In the vehicle air conditioner according to the third aspect of the present invention, in the above invention, the refrigerant-heat medium heat exchanger is arranged between the flow path switching device and the vehicle-mounted equipment, and the heat medium and the refrigerant flowing into the vehicle-mounted equipment are separated. It is characterized by heat exchange.

The vehicle air conditioner according to claim 4 is characterized in that, in the above invention, the flow path control device for controlling the inflow of the refrigerant into the refrigerant-heat medium heat exchanger is provided.

The vehicle air conditioner according to claim 5 includes a control device that controls a heat medium circulation circuit in the above invention, and the control device heats the heating device and heats the heat medium heated by the heating device. The first heat medium circulation mode in which the heat medium is passed through the vehicle-mounted device without flowing through the heater core by the flow path switching device, and the heat medium heated by the heating device by heating the heating device is transferred to the vehicle-mounted device by the flow path switching device. A second heat medium circulation mode in which the heat medium is passed through both the heater core and the heater core, and a third heat medium in which the heating device is heated and the heat medium heated by the heating device is passed through the heater core without being passed through the vehicle-mounted equipment by the flow path switching device. It is characterized by having a heat medium circulation mode of.

In the vehicle air conditioner according to claim 6, when the control device needs to heat the vehicle-mounted equipment and the heating capacity of the radiator is not insufficient in the above invention, the flow path control device provides a refrigerant. -It is characterized by blocking the inflow of the refrigerant into the heat medium heat exchanger and executing the vehicle-mounted equipment heating mode in which the heat medium circulation circuit is set as the first heat medium circulation mode.

The vehicle air conditioner according to the invention of claim 7 is the case where the control device in the invention of claim 5 or 6 needs to heat the device mounted on the vehicle and the heating capacity of the radiator is insufficient. The flow path control device causes the refrigerant to flow through the refrigerant-heat medium heat exchanger, and executes the first vehicle-mounted equipment heating / auxiliary heating mode in which the heat medium circulation circuit is set as the first heat medium circulation mode. do.

In the vehicle air conditioner according to the invention of claim 8, in the above invention, the control device has a temperature Twin of the heat medium flowing into the vehicle-mounted device in the first vehicle-mounted device heating / auxiliary heating mode from a predetermined allowable value T2. If it becomes high, or if the heating capacity of the radiator is insufficient even by the heating / auxiliary heating mode of the first vehicle-mounted equipment, the flow path control device causes the refrigerant to flow through the refrigerant-heat medium heat exchanger to circulate the heat medium. It is characterized by executing a second vehicle-mounted equipment heating / auxiliary heating mode in which the circuit is set as a second heat medium circulation mode.

The vehicle air conditioner according to the invention of claim 9 is the case where the control device in the inventions of claims 5 to 8 does not need to heat the vehicle-mounted equipment and the heating capacity of the radiator is insufficient. The flow path control device blocks the inflow of the refrigerant into the refrigerant-heat medium heat exchanger, and executes an auxiliary heating mode in which the heat medium circulation circuit is set as the third heat medium circulation mode.

In the vehicle air conditioner according to the invention of claim 10, in the inventions of claims 6 to 9, the control device has a predetermined value of the temperature TB of the vehicle-mounted device or the temperature Twoout of the heat medium that has passed through the vehicle-mounted device. If it is lower than T1, it is determined that it is necessary to heat the equipment mounted on the vehicle, and the heating temperature TH, which is the temperature of the air on the leeward side of the radiator, is the target value of the temperature of the air blown into the vehicle interior. When it is lower than the blowout temperature TAO or the target heater temperature TCO which is the target value of the heating temperature TH derived from the target blowout temperature TAO, it is determined that the heating capacity of the radiator is insufficient.

The vehicle air conditioner according to claim 11 is the amount of heat required for heating the vehicle-mounted equipment and / or the heating capacity of the radiator is insufficient in the inventions of claims 6 to 10. It is characterized in that the required calorific value of the heating device is calculated based on the calorific value of.

The vehicle air conditioner according to claim 12 is characterized in that, in each of the above inventions, the vehicle-mounted device is a heat medium circulation circuit or a battery that supplies power to the heat medium circulation circuit and the compressor.

According to the present invention, in an air conditioner for a vehicle having a heater core for heating the air supplied to the vehicle interior and air-conditioning the vehicle interior, heat medium circulation for circulating a heat medium between the vehicle-mounted equipment and the heater core. A circuit is provided, and the heat medium circulation circuit includes a circulation device for circulating the heat medium, a heating device for heating the heat medium, and a vehicle-mounted device without the heat medium passing through the heating device flowing to the heater core. Since it is configured to be equipped with a flow path switching device for switching the flow path between the state of flowing to the heater core, the state of flowing to both the vehicle-mounted device and the heater core, and the state of flowing to the heater core without flowing to the vehicle-mounted device, the vehicle using the heater core is provided. When it is not necessary to heat the room and it is necessary to heat the vehicle-mounted equipment, the flow path switching device can be switched so that the heat medium that has passed through the heating device flows to the vehicle-mounted equipment without flowing to the heater core. , Will be able to heat vehicle-mounted equipment. As a result, for example, when the vehicle-mounted device is a battery as in the invention of claim 12, the temperature control for maintaining the performance of the vehicle-mounted device is performed, for example, the charge / discharge performance of the battery can be maintained. Will be able to.

When it is necessary to heat only the interior of the vehicle, the flow path switching device is switched so that the heat medium that has passed through the heating device flows to the heater core without flowing to the equipment mounted on the vehicle. It will be possible to heat the passenger compartment. That is, it becomes possible to heat the interior of the vehicle by using the heating device for heating the equipment mounted on the vehicle, and it becomes possible to save space and reduce the cost by reducing the number of heating devices. ..

In particular, according to the present invention, when both heating of the vehicle-mounted equipment and heating of the vehicle interior are required, the flow path switching device is switched so that the heat medium that has passed through the heating device flows to both the vehicle-mounted equipment and the heater core. As a result, the heat generated by the heating device makes it possible to realize both heating of the vehicle-mounted equipment and heating of the vehicle interior by the heater core. As described above, according to the present invention, the heating device for heating the vehicle-mounted equipment can be used to smoothly achieve both the performance maintenance of the vehicle-mounted equipment and the heating of the vehicle interior.

Further, in addition to the above invention, the vehicle air conditioner according to the second aspect of the present invention includes a compressor that compresses the refrigerant, a radiator for radiating the refrigerant and heating the air supplied to the vehicle interior, and the outside of the vehicle interior. Since it is equipped with an outdoor heat exchanger provided in the above and a refrigerant-heat medium heat exchanger for pumping heat from the heat medium to the refrigerant by exchanging heat between the refrigerant and the heat medium, the refrigerant-heat medium heat In the exchanger, heat is pumped from the heat medium to the refrigerant, and the heat generated by the heating device is transferred to the radiator, so that the heating of the passenger compartment can be assisted.

Here, when the heating capacity of the radiator is greatly insufficient and a large amount of heating assistance by the heater core is required, it is necessary to increase the amount of heat generated by the heating device. On the other hand, when the heat medium flows through both the vehicle-mounted device and the heater core as described above, if the heat generation amount of the heating device is increased, the temperature of the heat medium flowing through the vehicle-mounted device is allowed in the vehicle-mounted device. There is a risk that the temperature will be higher than the specified range and the equipment mounted on the vehicle will deteriorate.

In the invention of claim 2, since the heat medium is cooled by exchanging heat with the refrigerant in the refrigerant-heat medium heat exchanger, the calorific value of the heating device is generated while the heat medium is flowing through both the vehicle-mounted device and the heater core. Is also increased, the temperature of the heat medium flowing through the vehicle-mounted equipment can be lowered to an allowable range in the vehicle-mounted equipment. This makes it possible to provide more effective heating assistance with the heater core and more comfortably air-condition the interior of the vehicle while preventing the temperature of the heat medium flowing through the vehicle-mounted equipment from becoming higher than the allowable value. Therefore, the area of heating operation can be expanded. In addition, there is an effect that the control of the heat medium circulation circuit at that time can be simplified.

In particular, as in the invention of claim 3, if the refrigerant-heat medium heat exchanger is arranged between the flow path switching device and the vehicle-mounted equipment, the heat medium flowing into the vehicle-mounted equipment and the refrigerant are heat-exchanged. It is possible to draw heat from the heat medium flowing into the vehicle-mounted equipment, accurately reduce the temperature of the heat medium flowing into the vehicle-mounted equipment, and reduce the temperature to an allowable range in the vehicle-mounted equipment. Then, since the refrigerant draws heat from the heat medium divided to the vehicle-mounted device side by the flow path switching device, the heating capacity by the heater core is secured.

Further, it is necessary to pump heat from the heat medium by the refrigerant-heat medium heat exchanger by providing a flow path control device for controlling the inflow of the refrigerant into the refrigerant-heat medium heat exchanger as in the invention of claim 4. If there is no refrigerant or if it is not necessary to lower the temperature of the heat medium, the flow path controller can prevent the refrigerant from flowing through the refrigerant-heat medium heat exchanger so that the load on the compressor can be reduced. become.

Further, according to the vehicle air conditioner according to the fifth aspect of the present invention, a control device for controlling a heat medium circulation circuit is provided, and this control device generates heat of the heating device and heats the heat medium heated by the heating device. The first heat medium circulation mode in which the heat medium is passed through the vehicle-mounted equipment without flowing through the heater core by the flow path switching device, and the heat medium heated by the heating device is mounted on the vehicle by the flow path switching device. A second heat medium circulation mode in which heat is passed through both the device and the heater core, and a second mode in which the heating device is heated and the heat medium heated by the heating device is passed through the heater core without being passed through the vehicle-mounted device by the flow path switching device. Since it was decided to have the heat medium circulation mode of 3, the control device executes the first heat medium circulation mode to heat the vehicle-mounted equipment, and executes the second heat medium circulation mode to heat the vehicle-mounted equipment. And the heating assistance by the heater core are realized, and the heating assistance by the heater core can be smoothly performed by executing the third heat medium circulation mode.

In particular, when it is necessary to heat the vehicle-mounted equipment as in the invention of claim 6 and the heating capacity of the radiator is not insufficient, the control device is transferred to the refrigerant-heat medium heat exchanger by the flow path control device. By executing the vehicle-mounted equipment heating mode in which the inflow of the refrigerant is blocked and the heat medium circulation circuit is set as the first heat medium circulation mode, the vehicle-mounted equipment needs to be heated, and the heating capacity of the radiator is insufficient. When not, the heating device can effectively heat the vehicle-mounted equipment without flowing the refrigerant through the refrigerant-heat medium heat exchanger.

On the other hand, when it is necessary to heat the vehicle-mounted equipment as in the invention of claim 7 and the heating capacity of the radiator is insufficient, the control device sends the refrigerant to the refrigerant-heat medium heat exchanger by the flow path control device. By executing the first vehicle-mounted equipment heating / auxiliary heating mode in which the heat medium circulation circuit is set to the first heat medium circulation mode, the vehicle-mounted equipment is heated and the refrigerant-heat medium heat exchanger is used. By transporting the pumped heat to the radiator, it becomes possible to realize both heating assistance in the passenger compartment.

Further, when the temperature Twin of the heat medium flowing into the vehicle-mounted equipment becomes higher than the predetermined allowable value T2 in the first vehicle-mounted equipment heating / auxiliary heating mode as in the invention of claim 8, or the first vehicle If the heating capacity of the radiator is insufficient even in the on-board equipment heating / auxiliary heating mode, the control device causes the flow path control device to flow the refrigerant through the refrigerant-heat medium heat exchanger, and the heat medium circulation circuit is circulated through the second heat medium circulation circuit. By executing the second vehicle-mounted device heating / auxiliary heating mode as the mode, both the heating of the vehicle-mounted device and the heating assistance by the heater core can be realized.

In particular, in this case, the heat pumped by the refrigerant-heat medium heat exchanger is transferred to the radiator by the refrigerant to assist the heating of the vehicle interior, and the heat medium flowing into the vehicle-mounted equipment is cooled. Therefore, even if the heat generation amount of the heating device is increased to increase the heating capacity by the heater core as described above, the temperature of the heat medium flowing into the vehicle-mounted equipment is appropriately maintained at an allowable value, and the vehicle-mounted equipment is maintained. Deterioration can be prevented.

Further, when it is not necessary to heat the vehicle-mounted equipment as in the invention of claim 9 and the heating capacity of the radiator is insufficient, the control device is transferred to the refrigerant-heat medium heat exchanger by the flow path control device. By executing the auxiliary heating mode in which the inflow of the refrigerant is blocked and the heat medium circulation circuit is set as the third heat medium circulation mode, the heating device for heating the vehicle-mounted equipment is effectively used in the vehicle interior. You will be able to provide heating assistance.

In these, when the temperature TB of the vehicle-mounted device or the temperature Twoout of the heat medium passing through the vehicle-mounted device is lower than the predetermined value T1, the control device needs to heat the vehicle-mounted device as in the invention of claim 10. The heating temperature TH, which is the temperature of the air on the leeward side of the radiator, is derived from the target blowing temperature TAO, which is the target value of the temperature of the air blown into the vehicle interior, or the target blowing temperature TAO. If it is lower than the target heater temperature TCO, which is the target value of the heating temperature TH, it is determined that the heating capacity of the radiator is insufficient, so that each of the above modes can be smoothly realized. ..

Further, as in the invention of claim 11, the control device calculates the required heat amount of the heating device based on the amount of heat required for heating the vehicle-mounted device and / or the amount of heat required for the heating capacity of the radiator to be insufficient. By doing so, it becomes possible to accurately balance the heating of the vehicle-mounted equipment and the heating assistance in the vehicle interior by using the heating device for heating the vehicle-mounted equipment.

It is a block diagram of one Example of the air conditioner for a vehicle to which this invention is applied (heating operation). It is a block diagram of the air-conditioning controller as a control device of the air conditioner for a vehicle of FIG. It is a figure explaining the auxiliary heating mode (third heat medium circulation mode) by the air conditioning controller of FIG. It is a figure explaining the vehicle-mounted equipment heating mode (first heat medium circulation mode) by the air-conditioning controller of FIG. It is a figure explaining the 1st vehicle-mounted equipment heating / auxiliary heating mode (1st heat medium circulation mode) by the air-conditioning controller of FIG. It is a figure explaining the 2nd vehicle-mounted equipment heating / auxiliary heating mode (second heat medium circulation mode) by the air-conditioning controller of FIG. It is a flowchart explaining the control of the battery (vehicle-mounted equipment) heating and auxiliary heating by the air-conditioning controller of FIG. It is a timing chart for demonstrating the transition from the 1st vehicle-mounted equipment heating / auxiliary heating mode to the 2nd vehicle-mounted equipment heating / auxiliary heating mode.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 shows a configuration diagram of an air conditioner 1 for a vehicle according to an embodiment to which the present invention is applied. The vehicle of the embodiment to which the present invention is applied is an electric vehicle (EV) in which an engine (internal engine) is not mounted, and the vehicle is equipped with a battery 55 (for example, a lithium ion battery: a vehicle-mounted device) and is externally mounted. It is driven and traveled by supplying the electric power charged in the battery 55 from the power source to the traveling motor (electric motor). The vehicle air conditioner 1 including the heat medium circulation circuit 61 and the compressor 2, which will be described later, is also driven by being supplied with power from the battery 55.

That is, the vehicle air conditioner 1 performs heating operation by the heat pump device HP having a refrigerant circuit R in an electric vehicle that cannot be heated by waste heat of the engine, and further, dehumidifying and heating operation, dehumidifying and cooling operation, and cooling operation. By selectively executing the air-conditioning operation, the interior of the vehicle is air-conditioned. Needless to say, the present invention is effective not only for the electric vehicle as a vehicle but also for a so-called hybrid vehicle that uses an engine and an electric motor for traveling.

The vehicle air conditioner 1 of the embodiment air-conditions (heating, cooling, dehumidifying, and ventilating) the interior of the electric vehicle, and is an electric compressor that is supplied with power from the battery 55 to compress the refrigerant. The (electric compressor) 2 and the high-temperature and high-pressure refrigerant discharged from the compressor 2 are provided in the air flow passage 3 of the HVAC unit 10 through which the vehicle interior air is aerated and circulated, and flow in through the refrigerant pipe 13G. It functions as a radiator 4 for radiating the refrigerant and heating the air supplied to the vehicle interior, an outdoor expansion valve 6 including an electric valve that decompresses and expands the refrigerant during heating, and a condenser that dissipates the refrigerant during cooling. An outdoor heat exchanger 7 for exchanging heat between the refrigerant and the outside air so as to function as an evaporator that absorbs the refrigerant during heating, an indoor expansion valve 8 including an electric valve for decompressing and expanding the refrigerant, and air. A heat absorber 9 provided in the flow passage 3 for cooling the air supplied to the vehicle interior by absorbing heat from the outside of the vehicle interior to the refrigerant during cooling (during dehumidification) and an accumulator 12 and the like are sequentially connected by the refrigerant pipe 13. The refrigerant circuit R of the heat pump device HP is configured. The outdoor expansion valve 6 and the indoor expansion valve 8 expand the refrigerant under reduced pressure and can be fully opened or fully closed.

The outdoor heat exchanger 7 is provided with an outdoor blower 15. The outdoor blower 15 forcibly ventilates the outdoor air to the outdoor heat exchanger 7 to exchange heat between the outside air and the refrigerant, whereby the outdoor air is outdoors even when the vehicle is stopped (that is, the vehicle speed is 0 km / h). The heat exchanger 7 is configured to ventilate outside air.

Further, the refrigerant pipe 13A connected to the refrigerant outlet side of the outdoor heat exchanger 7 is connected to the refrigerant pipe 13B via the check valve 18. The check valve 18 has a forward direction on the refrigerant pipe 13B side, and the refrigerant pipe 13B is connected to the indoor expansion valve 8.

Further, the refrigerant pipe 13A coming out of the outdoor heat exchanger 7 is branched, and the branched refrigerant pipe 13D is the refrigerant pipe 13C located on the outlet side of the heat absorber 9 via the solenoid valve 21 opened at the time of heating. Is connected to. Then, the check valve 20 is connected to the refrigerant pipe 13C downstream from the connection point of the refrigerant pipe 13D, the refrigerant pipe 13C downstream from the check valve 20 is connected to the accumulator 12, and the accumulator 12 is the compressor 2. It is connected to the refrigerant suction side of. The check valve 20 has the accumulator 12 side in the forward direction.

Further, the refrigerant pipe 13E on the outlet side of the radiator 4 is branched into the refrigerant pipe 13J and the refrigerant pipe 13F in front of the outdoor expansion valve 6 (on the upstream side of the refrigerant), and one of the branched refrigerant pipes 13J is the outdoor expansion valve 6 It is connected to the refrigerant inlet side of the outdoor heat exchanger 7 via. Further, the other branched refrigerant pipe 13F is connected to the refrigerant pipe 13B located on the downstream side of the refrigerant of the check valve 18 and on the upstream side of the refrigerant of the indoor expansion valve 8 via the solenoid valve 22 opened at the time of dehumidification. Has been done.

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 in parallel. It is a circuit that bypasses 18.

Further, in the air flow passage 3 on the air upstream side of the heat absorber 9, each suction port of the outside air suction port and the inside air suction port is formed (represented by the suction port 25 in FIG. 1), and this suction port is formed. The suction switching damper 26 for switching the air introduced into the air flow passage 3 into the inside air (inside air circulation), which is the air inside the vehicle interior, and the outside air (outside air introduction), which is the air outside the vehicle interior, is provided. Further, an indoor blower fan 27 for supplying the introduced inside air and outside air to the air flow passage 3 is provided on the air downstream side of the suction switching damper 26.

Further, in FIG. 1, 23 is a heater core as an auxiliary heating device. In the embodiment, the heater core 23 is provided in the air flow passage 3 which is on the windward side of the radiator 4 with respect to the air flow in the air flow passage 3. Then, the heated heat medium is circulated in the heater core 23 as described later, so that the heating of the vehicle interior and the heating assistance can be performed.

Further, in the air flow passage 3 on the air upstream side of the radiator 4, the air (inside air or outside air) in the air flow passage 3 after flowing into the air flow passage 3 and passing through the heat absorber 9 is taken into the heater core. An air mix damper 28 for adjusting the ratio of ventilation to the 23 and the radiator 4 is provided. Further, FOOT (foot), VENT (vent), and DEF (diff) outlets (represented by outlet 29 in FIG. 1) are formed in the air flow passage 3 on the air downstream side of the radiator 4. The outlet 29 is provided with an outlet switching damper 31 for switching and controlling the blowing of air from each of the outlets.

Further, the vehicle air conditioner 1 includes a heat medium circulation circuit 61 for circulating a heat medium in the battery 55 and adjusting the temperature of the battery 55. That is, in the embodiment, the battery 55 is the vehicle-mounted device according to the present invention.

The heat medium circulation circuit 61 of this embodiment includes a circulation pump 62 as a circulation device, a refrigerant-heat medium heat exchanger 64, and a heat medium heater 66 as a heating device including an electric heater such as a PTC heater. The flow path switching device 60 and the heater core 23 described above are provided, and the battery 55 is connected to them by a heat medium pipe 68.

In the case of the embodiment, the heat medium pipe 68A is connected to the discharge side of the circulation pump 62, and the heat medium pipe 68A is connected to the inlet of the heat medium heater 66. A heat medium pipe 68B is connected to the outlet of the heat medium heater 66, and the heat medium pipe 68B is connected to the inlet of the flow path switching device 60. A heat medium pipe 68C is connected to one outlet of the flow path switching device 60, and the heat medium pipe 68C is connected to the inlet of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64.

The heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 is connected to the heat medium pipe 68D, and the heat medium pipe 68D is connected to the inlet of the battery 55. That is, the refrigerant-heat medium heat exchanger 64 (heat medium flow path 64A) is arranged between the flow path switching device 60 and the battery 55 (vehicle-mounted device). The outlet of the battery 55 is connected to the heat medium pipe 68E, and the heat medium pipe 68E is connected to the suction side of the circulation pump 62. The other outlet of the flow path switching device 60 is connected to the heat medium pipe 68F, and the heat medium pipe 68F is connected to the inlet of the heater core 23. The outlet of the heater core 23 is connected to the heat medium pipe 68G, and the heat medium pipe 68G is communicated with the heat medium pipe 68E.

The flow path switching device 60 used in the present invention includes an inlet and two outlets, one and the other, and the valve body is moved by an electromagnetic coil or a motor so that the inlet is communicated with only one outlet. It is a valve device that can switch the internal flow path between three states, one in which the inlet is communicated only with the other outlet and the other in which the inlet is communicated with both outlets (one and the other outlet).

Therefore, in a state where the inlet of the flow path switching device 60 is communicated with only one outlet, the heat medium discharged from the circulation pump 62 passes through the heat medium heater 66 and immediately after that, the heat of the refrigerant-heat medium heat exchanger 64 is generated. It flows into the medium flow path 64A and then into the battery 55. Further, in a state where the inlet of the flow path switching device 60 is communicated with both outlets, the heat medium discharged from the circulation pump 62 is diverted after passing through the heat medium heater 66, and one is the refrigerant-heat medium heat exchanger 64. After passing through the heat medium flow path 64A, the other flows into the battery 55 and the other into the heater core 23. Further, in a state where the inlet of the flow path switching device 60 is communicated only with the other outlet, the heat medium discharged from the circulation pump 62 passes through the heat medium heater 66 and then immediately flows into the heater core 23. ..

As the heat medium used in the heat medium circulation circuit 61, for example, water, a refrigerant such as HFO-1234yf, a liquid such as coolant, or a gas such as air can be adopted. In the embodiment, water is used as a heat medium. Further, it is assumed that, for example, a jacket structure is provided around the battery 55 so that a heat medium can circulate with the battery 55 in a heat exchange relationship.

The air conditioning controller 32 (control device) described later has a first heat medium circulation mode, a second heat medium circulation mode, and a third heat medium circulation mode described below as heat medium circulation modes of the heat medium circulation circuit 61. Has a mode.

(1) First heat medium circulation mode That is, when the flow path switching device 60 is switched to a state in which only the inlet and one outlet communicate with each other, the circulation pump 62 is operated and the heat medium heater 66 generates heat. Then, as shown by the solid line arrows in FIGS. 4 and 5, the heat medium discharged from the circulation pump 62 flows into the heat medium heating heater 66 via the heat medium pipe 68A and is heated there. The heat medium heated by the heat medium heating heater 66 includes a heat medium pipe 68B, a flow path switching device 60, a heat medium pipe 68C, a heat medium flow path 64A of a refrigerant-heat medium heat exchanger 64, and a heat medium pipe. The heat flows in the order of 68D, the battery 55, and the heat medium pipe 68E, and is sucked into the circulation pump 62 to circulate. This is the first heat medium circulation mode.

In this first heat medium circulation mode, the heat medium is circulated between the heat medium heating heater 66, the refrigerant-heat medium heat exchanger 64, and the battery 55, so that the heat medium heating heater 66 generates heat. Can heat the battery 55. Further, as will be described later, the heat of the heat medium heating heater 66 is generated by flowing the refrigerant through the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 (indicated by the white arrow in FIG. 5) and absorbing heat from the heat medium. It is also possible to pump the unit into a refrigerant and transport it to the radiator 4 to assist heating.

In the flow method of the first heat medium circulation mode, the heat medium heating heater 66 is not generated to generate heat, and the refrigerant is allowed to flow through the refrigerant flow path 64B of the refrigerant-medium heat exchanger 64 to absorb heat, whereby the battery 55 It is also possible to recover the waste heat and transport it to the radiator 4. In that case, since the battery 55 itself is cooled, it is possible to cool the battery 55 to an appropriate temperature range in a situation where the temperature of the battery 55 is too high. In the case of the battery 55, the optimum temperature range is generally + 25 ° C. or higher and + 45 ° C. or lower. Therefore, in the embodiment, the upper limit of the optimum temperature range is a predetermined value T3 (+ 45 ° C.) and the lower limit is a predetermined value T1 (+25). ℃).

(2) Second heat medium circulation mode Next, when the flow path switching device 60 is switched to a state in which the inlet and both outlets are communicated with each other, the circulation pump 62 is operated and the heat medium heater 66 generates heat. Then, as shown by the solid line arrow in FIG. 6, the heat medium discharged from the circulation pump 62 flows into the heat medium heating heater 66 via the heat medium pipe 68A and is heated there. Then, the heat medium heated by the heat medium heating heater 66 flows into the flow path switching device 60 via the heat medium pipe 68B, where the heat medium is divided into one outlet and the other outlet.

The heat medium flowing out from one outlet of the flow path switching device 60 is the heat medium passage 68C, the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64, the heat medium pipe 68D, the battery 55, and the heat medium as described above. The circulation is performed by flowing in the order of the pipe 68E and being sucked into the circulation pump 62. Further, the heat medium flowing out from the other outlet of the flow path switching device 60 flows in the order of the heat medium pipe 68F, the heater core 23, the heat medium pipe 68G, and the heat medium pipe 68E, and is sucked into the circulation pump 62 for circulation. This is the second heat medium circulation mode.

In this second heat medium circulation mode, the heat medium is circulated between the heat medium heater 66, the refrigerant-heat medium heat exchanger 64, the battery 55, and between the heat medium heater 66 and the heater core 23. Therefore, the battery 55 can be heated by the heat generated by the heat medium heating heater 66, and the air flowing through the air flow passage 3 can be heated by the heater core 23 to assist the heating.

Further, as described above, by flowing the refrigerant through the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 and absorbing heat from the heat medium, the heat medium divided into one outlet by the flow path switching device 60 becomes the refrigerant. It is also possible to pump up heat and transfer it to the radiator 4 to assist heating. In that case, since the heat medium toward the battery 55 is cooled, the temperature of the heat medium flowing into the battery 55 can be lowered.

(3) Third heat medium circulation mode Next, when the flow path switching device 60 is switched to a state in which only the inlet and the other outlet communicate with each other, the circulation pump 62 is operated and the heat medium heater 66 is operated. When heat is generated, as shown by the solid line arrow in FIG. 3, the heat medium discharged from the circulation pump 62 is the heat medium pipe 68A, the heat medium heater 66, the heat medium pipe 68B, the flow path switching device 60, and the heat medium pipe 68F. , The heater core 23, the heat medium pipe 68G, and the heat medium pipe 68E flow in this order, and the circulation is sucked into the circulation pump 62. This is the third heat medium circulation mode.

In this third heat medium circulation mode, the heat medium is circulated between the heat medium heater 66 and the heater core 23. Therefore, the heat medium heated by the heat medium heater 66 is circulated in the heater core 23. The air flowing into the radiator 4 can be heated. That is, the heat medium heating heater 66 for heating the battery 55 can be used to assist the heating of the vehicle interior.

Here, the outlet of the refrigerant pipe 13F of the refrigerant circuit R, that is, the refrigerant pipe 13B located on the refrigerant downstream side of the connection portion between the refrigerant pipe 13F and the refrigerant pipe 13B and located on the refrigerant upstream side of the indoor expansion valve 8. One end of the branch pipe 72 as a branch circuit is connected. The branch pipe 72 is provided with an auxiliary expansion valve 73 as a flow path control device composed of an electric valve. The auxiliary expansion valve 73 controls the inflow of the refrigerant into the above-mentioned refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, and the refrigerant flowing into the refrigerant flow path 64B is decompressed and expanded, and is also fully closed. It is possible.

The other end of the branch pipe 72 is connected to the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, and one end of the refrigerant pipe 74 is connected to the outlet of the refrigerant flow path 64B. The other end is the refrigerant downstream side of the check valve 20, and is connected to the refrigerant pipe 13C in front of the accumulator 12 (refrigerant upstream side). Then, these auxiliary expansion valves 73 and the like also form a part of the refrigerant circuit R of the heat pump device HP, and at the same time, form a part of the heat medium circulation circuit 61.

When the auxiliary expansion valve 73 is open, the refrigerant (part or all of the refrigerant) discharged from the refrigerant pipe 13F and the outdoor heat exchanger 7 flows into the branch pipe 72, is depressurized by the auxiliary expansion valve 73, and then the refrigerant. -It flows into the refrigerant flow path 64B of the heat medium heat exchanger 64 and evaporates there. The refrigerant absorbs heat from the heat medium flowing through the heat medium flow path 64A in the process of flowing through the refrigerant flow path 64B, and then is sucked into the compressor 2 via the accumulator 12. That is, the refrigerant-heat medium heat exchanger 64 cools the heat medium flowing into the battery 55 via the flow path switching device 60.

(4) Air conditioning controller 32
Next, in FIG. 2, reference numeral 32 denotes an air conditioning controller 32 as a control device that controls the vehicle air conditioner 1. The air conditioning controller 32 is composed of a microcomputer as an example of a computer including a processor.

The input of the air conditioning controller 32 (control device) is sucked into the air flow passage 3 from the outside air temperature sensor 33 that detects the outside air temperature (Tam) of the vehicle, the outside air humidity sensor 34 that detects the outside air humidity, and the suction port 25. The HVAC suction temperature sensor 36 that detects the temperature of the air, the inside air temperature sensor 37 that detects the temperature of the air (inside air) in the vehicle interior, the inside air humidity sensor 38 that detects the humidity of the air inside the vehicle interior, and the dioxide in the vehicle interior. _{The indoor CO 2} concentration sensor 39 that detects the carbon concentration, the blowout temperature sensor 41 that detects the temperature of the air blown into the vehicle interior from the blowout port 29, and the discharge refrigerant pressure (discharge pressure Pd) of the compressor 2 are detected. The discharge pressure sensor 42, the discharge temperature sensor 43 that detects the discharge refrigerant temperature of the compressor 2, the suction temperature sensor 44 that detects the suction refrigerant temperature of the compressor 2, and the temperature of the radiator 4 (air that has passed through the radiator 4). The temperature of the radiator 4 or the temperature of the radiator 4 itself: the radiator temperature sensor 46, and the refrigerant pressure of the radiator 4 (inside the radiator 4 or immediately after leaving the radiator 4). Pressure: radiator pressure PCI) detects the radiator pressure sensor 47 and the temperature of the heat absorber 9 (the temperature of the air passing through the heat absorber 9 or the temperature of the heat absorber 9 itself: the heat absorber temperature Te). The heat absorber temperature sensor 48, the heat absorber pressure sensor 49 that detects the refrigerant pressure of the heat absorber 9 (the pressure of the refrigerant in the heat absorber 9 or immediately after leaving the heat absorber 9), and the amount of solar radiation into the vehicle interior. For example, a photosensor type solar radiation sensor 51 for detection, a vehicle speed sensor 52 for detecting the moving speed (vehicle speed) of the vehicle, an air conditioning operation unit 53 for setting a set temperature and switching of air conditioning operation, and an outdoor unit. The temperature of the heat exchanger 7 (the temperature of the refrigerant immediately after exiting the outdoor heat exchanger 7 or the temperature of the outdoor heat exchanger 7 itself: the outdoor heat exchanger temperature TXO. The outdoor heat exchanger 7 functions as an evaporator. At this time, the outdoor heat exchanger temperature TXO is the evaporation temperature of the refrigerant in the outdoor heat exchanger 7), and the outdoor heat exchanger temperature sensor 54 and the refrigerant pressure of the outdoor heat exchanger 7 (inside the outdoor heat exchanger 7). Alternatively, each output of the outdoor heat exchanger pressure sensor 56 that detects (the pressure of the refrigerant immediately after exiting from the outdoor heat exchanger 7) is connected.

Further, a battery temperature sensor 76 for detecting the temperature of the battery 55 (temperature of the battery 55 itself: battery temperature TB) and a heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 are further input to the air conditioning controller 32. A heat medium inlet temperature sensor 78 that detects the temperature of the heat medium that flows into the battery 55 (inlet heat medium temperature Twin) and a heat medium outlet that detects the temperature of the heat medium that exits the battery 55 (outlet heat medium temperature Twoout). Each output of the temperature sensor 77 is also connected.

On the other hand, the output of the air conditioning controller 32 includes the compressor 2, the outdoor blower 15, the indoor blower (blower fan) 27, the suction switching damper 26, the air mix damper 28, the air outlet switching damper 31, and the outdoor. Expansion valve 6, indoor expansion valve 8, electromagnetic valve 22 (dehumidification), electromagnetic valve 21 (heating), circulation pump 62, heat medium heater 66, auxiliary expansion valve 73, flow path switching device 60 It is connected. The air conditioning controller 32 controls the outputs of each sensor and the settings input by the air conditioning operation unit 53.

With the above configuration, the operation of the vehicle air conditioner 1 of the embodiment will be described next. In this embodiment, the air conditioning controller 32 (control device) switches and executes each air conditioning operation of heating operation, dehumidifying heating operation, dehumidifying cooling operation, and cooling operation, and controls the temperature of the battery 55 (vehicle-mounted device). adjust. First, each air-conditioning operation of the heat pump device HP of the vehicle air conditioner 1 will be described.

(5) Heating operation First, the heating operation will be described with reference to FIGS. 1, 3 to 6. 1 and 3 to 6 show the flow of the refrigerant (broken line arrow) in the refrigerant circuit R in the heating operation. When the heating operation is selected by the air conditioning controller 32 (auto mode) or by manual operation to the air conditioning operation unit 53 (manual mode) at low outside temperature such as in winter, the air conditioning controller 32 uses the solenoid valve 21 (for heating). Is opened, and the indoor expansion valve 8 is fully closed. Also, the solenoid valve 22 (for dehumidification) is closed.

Then, the compressor 2 and the

blowers

15 and 27 are operated, and the air mix damper 28 is in a state of adjusting the ratio of the air blown from the indoor blower 27 to the heater core 23 and the radiator 4. As a result, 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 the high temperature refrigerant in the radiator 4, while the refrigerant in the radiator 4 heats the air. It is deprived, cooled, and condensed.

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 that has flowed 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 draws heat by running or from the outside air that is ventilated by the outdoor blower 15 (endothermic). Then, the low-temperature refrigerant leaving the outdoor heat exchanger 7 reaches the refrigerant pipe 13C via the refrigerant pipe 13A, the refrigerant pipe 13D, and the electromagnetic valve 21, and enters the accumulator 12 via the check valve 20 of the refrigerant pipe 13C. After the gas-liquid separation, the circulation in which the gas refrigerant is sucked into the compressor 2 is repeated. Since the air heated by the radiator 4 is blown out from the air outlet 29, the interior of the vehicle is heated by this.

The air conditioning controller 32 has a target radiator pressure PCO (dissipator 4) from a target heater temperature TCO (target value of the air temperature on the leeward side of the radiator 4 (heating temperature TH) described later) calculated from the target blowout temperature TAO described later. (Target value of pressure PCI) is calculated, and compression is performed based on this target radiator pressure PCO and the refrigerant pressure of the radiator 4 (radiator pressure PCI, high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47. While controlling the rotation speed of the machine 2, the outdoor expansion valve 6 is based on the temperature of the radiator 4 (radiator temperature TCI) detected by the radiator temperature sensor 46 and the radiator pressure PCI detected by the radiator pressure sensor 47. The valve opening degree is controlled, and the degree of supercooling of the refrigerant at the outlet of the radiator 4 is controlled. The target heater temperature TCO is derived from the target outlet temperature TAO as described later. When the heating capacity of the radiator 4 is insufficient, the heat medium heating heater 66 is energized to generate heat as described later to supplement the heating capacity of the vehicle interior (heating assistance).

Further, in this heating operation, the air conditioning controller 32 opens the solenoid valve 22 and also opens the auxiliary expansion valve 73 to control the valve opening degree. As a result, a part of the refrigerant discharged from the radiator 4 is diverted on the upstream side of the refrigerant of the outdoor expansion valve 6, and as shown by the white arrows in FIGS. 5 and 6, the refrigerant of the indoor expansion valve 8 passes through the refrigerant pipe 13F. It reaches the upstream side. The refrigerant then enters the branch pipe 72, is depressurized by the auxiliary expansion valve 73, and then flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 through the branch pipe 72 and evaporates. At this time, it exerts an endothermic effect. The refrigerant evaporated in the refrigerant flow path 64B repeats circulation that is sucked into the compressor 2 through the refrigerant pipe 74, the refrigerant pipe 13C, and the accumulator 12 in that order.

(6) Dehumidifying and heating operation Next, in the dehumidifying and heating operation, the air conditioning controller 32 opens the solenoid valve 22 and opens the indoor expansion valve 8 to decompress and expand the refrigerant in the heating operation. As a result, a part of the condensed refrigerant flowing through 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 flows from the refrigerant pipe 13B to the indoor expansion valve 8. , The remaining refrigerant flows to the outdoor expansion valve 6. That is, after a part of the divided refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates.

The air conditioning controller 32 controls the valve opening degree of the indoor expansion valve 8 so as to maintain the degree of superheat (SH) of the refrigerant at the outlet of the heat absorber 9 at a predetermined value, and the endothermic action of the refrigerant generated in the heat absorber 9 at this time. Since the moisture in the air blown out from the indoor blower 27 condenses and adheres to the heat absorber 9, the air is cooled and dehumidified. The remaining refrigerant that has been split and flows into the refrigerant pipe 13J is decompressed by the outdoor expansion valve 6 and then evaporated by the outdoor heat exchanger 7.

The refrigerant evaporated in the heat absorber 9 goes out to the refrigerant pipe 13C, merges with the refrigerant from the refrigerant pipe 13D (refrigerant from the outdoor heat exchanger 7), and then is sucked into the compressor 2 via the check valve 20 and 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, so that the dehumidifying and heating of the vehicle interior is performed.

The air conditioning controller 32 controls the rotation speed of 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. At the same time, the valve opening degree of the outdoor expansion valve 6 is controlled based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48.

(7) Dehumidifying and cooling operation Next, in the dehumidifying and cooling operation, the air conditioning controller 32 opens the indoor expansion valve 8 to depressurize and expand the refrigerant, and closes the solenoid valve 21 and the solenoid valve 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 heater core 23 and the radiator 4. As a result, 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 the high temperature refrigerant in the radiator 4, while the refrigerant in the radiator 4 heats the air. It is deprived, cooled, and condensed.

The refrigerant leaving the radiator 4 reaches the outdoor expansion valve 6 via the refrigerant pipe 13E, and flows into the outdoor heat exchanger 7 via the outdoor expansion valve 6 which is slightly opened and controlled. The refrigerant flowing into the outdoor heat exchanger 7 is air-cooled and condensed by traveling there or by the outside air ventilated by the outdoor blower 15. The refrigerant leaving the outdoor heat exchanger 7 enters the refrigerant pipe 13B via the refrigerant pipe 13A and the check valve 18, and reaches the indoor expansion valve 8. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. Due to the endothermic action at this time, the moisture in the air blown out from the indoor blower 27 condenses and adheres to the heat absorber 9, so that the air is cooled and dehumidified.

The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 via the refrigerant pipe 13C and the check valve 20, and is repeatedly sucked into the compressor 2 through the accumulator 12. The air cooled by the heat absorber 9 and dehumidified is reheated (reheated: the heat dissipation capacity is lower than that during heating) in the process of passing through the radiator 4, so that the interior of the vehicle is dehumidified and cooled. become.

The air conditioner controller 32 sets the heat absorber temperature Te to the target heat absorber temperature TEO 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 value thereof. The target radiator pressure PCO (radiator pressure) calculated from the radiator pressure PCI (high pressure of the refrigerant circuit R) and the target heater temperature TCO detected by the radiator pressure sensor 47 while controlling the rotation speed of the compressor 2. The required amount of reheat by the radiator 4 is obtained by controlling the valve opening degree of the outdoor expansion valve 6 so that the radiator pressure PCI becomes the target radiator pressure PCO based on the target value of PCI).

(8) Cooling operation Next, in the cooling operation, the air conditioning controller 32 fully opens the valve opening degree of the outdoor expansion valve 6 in the state of the dehumidifying and cooling operation. The air mix damper 28 is in a state of adjusting the ratio of air ventilation to the heater core 23 and the radiator 4.

As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Although the air in the air flow passage 3 is ventilated through the radiator 4, the ratio is small (because it is only reheated during cooling), so most of the air passes through here, and the refrigerant leaving the radiator 4 is discharged. It reaches the outdoor expansion valve 6 via the refrigerant pipe 13E. At this time, since the outdoor expansion valve 6 is fully opened, the refrigerant passes through the outdoor expansion valve 6 as it is, passes through the refrigerant pipe 13J, flows into the outdoor heat exchanger 7, and is ventilated there by traveling or by the outdoor blower 15. It is air-cooled by the outside air to be condensed and liquefied.

The refrigerant leaving the outdoor heat exchanger 7 enters the refrigerant pipe 13B via the refrigerant pipe 13A and the check valve 18, and reaches the indoor expansion valve 8. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. Due to the endothermic action at this time, the moisture in the air blown out from the indoor blower 27 condenses and adheres to the endothermic device 9, and the air is cooled.

The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 via the refrigerant pipe 13C and the check valve 20, and is repeatedly sucked into the compressor 2 through the accumulator 12. The air cooled by the heat absorber 9 and dehumidified is blown out into the vehicle interior from the air outlet 29, so that the vehicle interior is cooled. In this cooling operation, the air conditioning 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.

In this cooling operation, if the auxiliary expansion valve 73 is opened to control the valve opening degree, a part of the refrigerant discharged from the outdoor heat exchanger 7 is diverted on the upstream side of the refrigerant of the indoor expansion valve 8. After entering the branch pipe 72 and being depressurized by the auxiliary expansion valve 73, it flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 through the branch pipe 72 and evaporates. At this time, it exerts an endothermic effect. Since the refrigerant evaporated in the refrigerant flow path 64B repeats circulation that is sucked into the compressor 2 through the refrigerant pipe 74, the refrigerant pipe 13C, and the accumulator 12 in sequence, the circulation pump 62 is operated and the heat medium heater 66 generates heat. Instead, by setting the flow path switching device 60 in the same flow manner as in the first heat medium circulation mode, it is possible to cool the battery 55 with the refrigerant via the heat medium.

(9) Switching control of air conditioning operation The air conditioning controller 32 calculates the target blowout temperature TAO described above from the following formula (I). This target outlet temperature TAO is a target value of the temperature of the air blown into the vehicle interior from the outlet 29.
TAO = (Tset-Tin) x K + Tbal (f (Tset, SUN, Tam))
・・ (I)
Here, Tset is the set temperature in the vehicle interior set by the air conditioning operation unit 53, Tin is the temperature of the vehicle interior air detected by the inside air temperature sensor 37, K is a coefficient, Tbal is the set temperature Tset, and the solar radiation sensor 51 detects it. 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. In general, the target blowing temperature TAO increases as the outside air temperature Tam decreases, and decreases as the outside air temperature Tam increases.

Further, the air conditioning controller 32 calculates (derives) the above-mentioned target heater temperature TCO using the following formula (II) based on the target blowout temperature TAO.
TCO = f (TAO) ... (II)
Note that f in the above equation (II) means a control limit, offset, etc., but basically TCO = TAO, so if the target blowout temperature TAO rises, the target heater temperature TCO If the target outlet temperature TAO decreases, the target heater temperature TCO will also decrease.

Further, in the heating operation described above, the air conditioning controller 32 calculates (estimates) the heating temperature TH from the equation (III) of the first-order delay calculation shown below. This heating temperature TH is the air temperature on the leeward side of the radiator 4, and can be said to be the target value of the target heater temperature TCO.
TH = (INTL x TH0 + Tau x THz) / (Tau + INTL)
・・ (III)
Here, INTL is a calculation period (constant), Tau is a time constant of the first-order delay, TH0 is a steady-state value which is a value of the heating temperature TH in the steady state before the first-order delay calculation, and THH is the previous value of the heating temperature TH.

Further, in the heating operation, the air conditioning controller 32 can generate the target heating capacity TGQhp, which is the heating capacity of the vehicle interior required for the radiator 4, and the radiator 4 by using the following equations (IV) and (V), for example. The heating capacity Qhp is calculated.
TGQhp = (TCO-Te) x Cpa x ρ x Qair ... (IV)
Qhp = f (Tam, NC, BLV, VSS, FANVout, Te) ... (V)
Here, Te is the temperature of the heat absorber 9 detected by the heat absorber temperature sensor 48, Cpa is the specific heat of the air flowing into the radiator 4 [kj / kg · K], and ρ is the density of the air flowing into the radiator 4 ( Specific volume) [kg / m ³ ], Air is the air volume passing through the radiator 4 [m ³ / h] (estimated from the blower voltage BLV of the indoor blower 27), VSP is the vehicle speed obtained from the vehicle speed sensor 52, and FANVout is the vehicle speed. This is the voltage of the outdoor blower 15.

Then, the air conditioning 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 activation. Further, after the start-up, each of the air-conditioning operations is selected and switched according to changes in the environment and setting conditions such as the outside air temperature Tam and the target outlet temperature TAO.

(10) Heating of the battery 55 using the heat medium heater 66 and heating auxiliary control by the heater core 23 Next, referring to the flowchart shown in FIG. 7, the battery 55 using the heat medium heater 66 by the air conditioning controller 32 The control regarding heating and heating assistance in the vehicle interior by the heater core 23 will be described. The air conditioning controller 32 determines in step S1 of FIG. 7 whether or not the battery temperature TB detected by the battery temperature sensor 76 is low (with a predetermined hysteresis). The determination method in this case is whether or not the battery temperature TB is lower than the predetermined value T1 (lower limit of the optimum temperature range of the battery 55) described above. Not limited to the battery temperature TB, the outlet heat medium temperature Twoout detected by the heat medium outlet temperature sensor 77 may be used for determination.

If the battery temperature TB (or the outlet heat medium temperature Twoout; the same applies hereinafter) is not lower than the predetermined value T1 in step S1, the air conditioning controller 32 determines that it is not necessary to heat the battery 55 because the battery temperature TB is low. Then, the process proceeds to step S9, and this time, it is determined whether or not auxiliary heating is necessary. The determination method in this case is whether or not the heating temperature TH is lower than the target blowing temperature TAO described above. The target outlet temperature TAO is not limited to this, and the above-mentioned target heater temperature TCO may be used instead. Further, the meaning indicated by ">>" in step S9 of the flowchart of the embodiment means that the heating temperature TH is lower than the target blowing temperature TAO and the difference is equal to or more than the target blowing temperature. It shall be included in the fact that the heating temperature TH is lower than the temperature TAO, and other than that, it may be determined simply by TAO> TH. In this case as well, a predetermined hysteresis is provided.

If the heating temperature TH is not lower than the target outlet temperature TAO (or the target heater temperature TCO; the same applies hereinafter) in step S9, the air conditioning controller 32 determines that auxiliary heating is unnecessary and proceeds to step S12 to proceed to the heat medium circulation circuit 61. To stop. This state is the state of the heating operation by the radiator 4 shown in FIG. In addition to stopping the heat medium circulation circuit 61, only the circulation pump 62 is operated, and the flow path switching device 60 is used to circulate the heat medium in the battery 55 as the flow method of the first heat medium circulation mode described above. You may. Thereby, as described above, the battery 55 can be cooled by the refrigerant.

(10-1) Auxiliary heating mode On the other hand, when the heating temperature TH is lower than the target outlet temperature TAO in step S9, it is determined that the air conditioning controller 32 has insufficient heating capacity of the radiator 4 and needs auxiliary heating. Then, the process proceeds to step S10. That is, when it is not necessary to heat the battery 55, but the heating capacity of the radiator 4 is insufficient, the process proceeds to step S10 to calculate the required heat amount TGQhr1 of the heat medium heating heater 66. The required heat quantity TGQhtr in this case is calculated by, for example, the following formula (VI).
TGQhtr1 = TGQhp-Qhp ... (VI)
That is, the air conditioning controller 32 sets the required heat amount TGQtr1, which is the target value of the heat generation amount of the medium heater 66, as the shortage of the heating capacity of the radiator 4 (TGQhp-Qhp). For example, when the insufficient heating capacity of the radiator 4 is 2 kW, the required heat amount TGQhr1 of the heat medium heater 66 is set to 2 kW.

Next, the air conditioning controller 32 proceeds to step S11, operates the circulation pump 62 of the heat medium circulation circuit 61, energizes the heat medium heating heater 66 to generate the required heat amount TGHthr1, and makes the inlet of the flow path switching device 60 the other. By communicating only with the outlet of the above-mentioned third heat medium circulation mode. This is the auxiliary heating mode. In the embodiment, the circulation pump 62 is driven by a constant speed operation (hereinafter, the same applies). Further, in this auxiliary heating mode, the air conditioning controller 32 fully closes the auxiliary expansion valve 73 and does not allow the refrigerant to flow through the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64.

In this auxiliary heating mode, as shown in FIG. 3, the heat medium heated by the heat medium heating heater 66 is circulated by the circulation pump 62 to the heater core 23 via the flow path switching device 60, so that the air flowing through the air flow passage 3 Is heated by the heater core 23, and heating assistance is provided to the extent that the heating capacity of the radiator 4 is insufficient. When TGQhp = Qhp, TGQhtr1 becomes 0, but in that case, the process proceeds from step S9 to step S12.

(10-2) Vehicle-mounted equipment heating mode On the other hand, when the battery temperature TB is lower than the predetermined value T1 in step S1, the air conditioning controller 32 proceeds to step S2 to determine whether or not auxiliary heating is required. The determination method in this case is the same as the method in step S9 described above (TAO >> TH). If the heating temperature TH is not lower than the target outlet temperature TAO in step S2, the air conditioning controller 32 determines that auxiliary heating is unnecessary and proceeds to step S7.

That is, when it is necessary to heat the battery 55, but the heating capacity of the radiator 4 is not insufficient, the process proceeds to step S7 to calculate the required heat amount TGQhr2 of the heat medium heating heater 66. The required heat quantity TGQhtr2 in this case is calculated by, for example, the following formula (VII).
TGQhtr2 = f (T1-TB) ... (VII)
The right side of the above formula (VII) of the embodiment is a formula for converting the difference between the predetermined value T1 and the battery temperature TB into the amount of heat. The required heat amount TGQhtr2 in this case is the amount of heat required for heating the battery 55, and the battery temperature TB is lower than the predetermined value T1 and the larger the difference, the larger the required heat amount.

For example, when the amount of heat required for heating the battery 55 is 2 kW, the required amount of heat TGQhr2 of the heat medium heating heater 66 is set to 2 kW. Not limited to this, for example, the amount of heat required for PI, PID calculation, etc. based on the deviation e between a predetermined value (for example, the center value) within the optimum temperature range of the battery 55 and the battery temperature TB, etc. ) May be calculated.

Next, the air conditioning controller 32 proceeds to step S8, operates the circulation pump 62 of the heat medium circulation circuit 61, energizes the heat medium heating heater 66 to generate the required heat amount TGQhtr2, and makes the inlet of the flow path switching device 60 one side. By communicating only with the outlet of the above-mentioned first heat medium circulation mode. This is the vehicle-mounted equipment heating mode. Even in this vehicle-mounted equipment heating mode, the air conditioning controller 32 fully closes the auxiliary expansion valve 73 and does not allow the refrigerant to flow through the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64.

In this vehicle-mounted equipment heating mode, as shown in FIG. 4, the heat medium heated by the heat medium heating heater 66 is transferred by the circulation pump 62 to the flow path switching device 60 and the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64. The battery 55 is heated by the heat medium, and the battery temperature TB is raised to an appropriate temperature range. When TB = T1, TGQhtr2 becomes 0, but in that case, the process proceeds from step S1 to step S9.

(10-3) First Vehicle-mounted Equipment Heating / Auxiliary Heating Mode Next, when the heating capacity of the radiator 4 is insufficient in step S2 and auxiliary heating is required, the air conditioning controller 32 moves to step S3. move on. That is, when it is necessary to heat the battery 55 and the heating capacity of the radiator 4 is insufficient, the air conditioning controller 32 proceeds to step S3 to calculate the required heat amount TGQhtr3 of the heat medium heating heater 66. The required calorific value TGQhtr3 in this case is calculated by, for example, the following formula (VIII).
TGQtr3 = TGQhr2 + TGQhr1 ... (VIII)

According to the above formula (VIII), the sum of the amount of heat required for heating the battery 55 (TGQtr2) and the shortage of the heating capacity of the radiator 4 (TGQhr1) is the required amount of heat TGQtr3 in this case. For example, if the amount of heat required for heating the battery 55 (required heat amount TGQtr2) is 2 kW and the insufficient heating capacity of the radiator 4 (required heat amount TGQhr1) is 1 kW, the required heat amount TGQtr3 becomes 3 kW. On the other hand, when the insufficient heating capacity of the radiator 4 is large, the amount of heat required for heating the battery 55 (required heat amount TGQtr2) is 2 kW, and the insufficient amount of the heating capacity of the radiator 4 (required heat amount TGQtr1) is 3 kW. The required heat quantity TGQhtr3 is as large as 5 kW.

Next, the air conditioning controller 32 proceeds to step S4 to determine whether or not the inlet heat medium temperature Twin detected by the heat medium inlet temperature sensor 78 is higher than the predetermined allowable value T2. In the embodiment, this permissible value T2 is set to a predetermined value T3 which is the upper limit of the optimum temperature range of the battery 55 described above (T2 = T3). The reason is that when the inlet heat medium temperature Twin flowing into the battery 55 exceeds the upper limit of the optimum temperature range of the battery 55, there is a risk that the cell of the battery 55 located at the inflow portion of the heat medium is deteriorated. Because.

Further, the meaning indicated by "<<" in step S4 of the flowchart of the embodiment means that the inlet heat medium temperature Twin is higher than the permissible value T2 and the difference is a considerable value or more. It is assumed that the heat medium temperature Twin is higher than the permissible value T2, and other than that, it may be determined simply by T2 <Twin.

If the inlet heat medium temperature Twin is equal to or less than the allowable value T2 in step S4, the air conditioning controller 32 proceeds to step S6. That is, when it is necessary to heat the battery 55 and the heating capacity of the radiator 4 is insufficient, the temperature of the heat medium flowing into the battery 55 (inlet heat medium temperature Twin) is equal to or less than the allowable value T2. If, the process proceeds to step S6.

In this step S6, the air conditioning controller 32 operates the circulation pump 62 of the heat medium circulation circuit 61, starts energization by the heat medium heater 66 to generate the above-mentioned required heat amount TGQtr3, and opens the inlet of the flow path switching device 60. By communicating with only one outlet, the above-mentioned first heat medium circulation mode is set. Further, the air conditioning controller 32 opens the solenoid valve 22 and also opens the auxiliary expansion valve 73 to control the valve opening degree.

As a result, as described above, a part of the refrigerant discharged from the radiator 4 is diverted on the upstream side of the refrigerant of the outdoor expansion valve 6, and as shown by the white arrow in FIG. 5, the refrigerant flow of the refrigerant-heat medium heat exchanger 64 It flows through the path 64B and evaporates, and absorbs heat from the heat medium flowing through the heat medium flow path 64A. That is, the heat medium flowing into the battery 55 via the flow path switching device 60 is cooled. This is the first vehicle-mounted equipment heating / auxiliary heating mode.

In this first vehicle-mounted equipment heating / auxiliary heating mode, as shown in FIG. 5, the heat medium heated by the heat medium heating heater 66 is transferred to the flow path switching device 60 and the refrigerant-heat medium heat exchanger 64 by the circulation pump 62. It is circulated to the battery 55 in sequence through the heat medium flow path 64A. Since the heat medium is cooled by the refrigerant in the process of passing through the heat medium flow path 64A, the cooled heat medium flows into the battery 55.

Further, the heat pumped from the heat medium by the refrigerant-heat medium heat exchanger 64 (a part of the heat generated by the heat medium heater 66) is transferred to the radiator 4 by the refrigerant. Heating assistance will be provided. For example, the air conditioning controller 32 pumps from the heat medium by the refrigerant-heat medium heat exchanger 64 by controlling the valve opening degree of the auxiliary expansion valve 73 based on the inlet heat medium temperature Twin detected by the heat medium inlet temperature sensor 78. By adjusting the amount of heat, the heating of the battery 55 and the heating assistance are compatible with each other while preventing the inlet heat medium temperature Twin from becoming higher than the allowable value T2. As a result, the battery temperature TB rises to an appropriate temperature range.

However, there is an upper limit to the amount of heat that can be pumped up by the refrigerant-heat medium heat exchanger 64, and assuming that it is 1 kW in the embodiment, as described above, the insufficient heating capacity of the radiator 4 (required heat amount TGQhr1). When is 1 kW or less, the inlet heat medium temperature Twin also falls within the permissible value T2 or less, the battery temperature TB reaches the predetermined value T1, and the first vehicle-mounted equipment is heated until the process proceeds to step S9. / Auxiliary heating mode will be continued.

(10-4) Second vehicle-mounted equipment heating / auxiliary heating mode On the other hand, the shortage of the heating capacity of the radiator 4 is large. When the insufficient heating capacity of the radiator 4 (required heat amount TGQtr1) is 3 kW, the heat medium heating heater 66 is energized and controlled so as to generate a required heat amount TGQtr3 of 5 kW.

When such a large amount of heat is generated in the heat medium heater 66, even if the refrigerant-heat medium heat exchanger 64 pumps heat from the heat medium to the limit, the cooling action by the refrigerant is insufficient and the inlet heat medium temperature Twin. Will rise more than necessary. This state will be described with reference to FIG. The solid line in FIG. 8 shows the calorific value of the heat medium heater 66, and the broken line shows the change in the inlet heat medium temperature Twin.

From the start (time t0), the process proceeds to step S1, step S2, and step S3, and after starting the first vehicle-mounted equipment heating / auxiliary heating mode in step S6, the calorific value of the heat medium heating heater 66 increases. After that, it is controlled by the required calorific value TGQhtr3. The inlet heat medium temperature Twin also rises, and eventually the inlet heat medium temperature Twin reaches the allowable value T2 at time t1, but when the cooling action by the refrigerant controlled by the auxiliary expansion valve 73 becomes the limit, L2 in the figure shows. As shown, the inlet heat medium temperature Twin will rise further, and if it is left as it is, the cell located in the inflow portion of the heat medium, particularly the cell of the battery 55, will be excessively heated and deteriorated.

Therefore, when the inlet heat medium temperature Twin becomes higher than the permissible value T2 in step S4, the air conditioning controller 32 proceeds to step S5. In step S5, the air conditioning controller 32 operates the circulation pump 62 of the heat medium circulation circuit 61 to generate the required heat amount TGQtr3 by the heat medium heating heater 66, but communicates the inlet of the flow path switching device 60 to both outlets. As a result, the second heat medium circulation mode described above is set. Further, the air conditioning controller 32 opens the solenoid valve 22 and also opens the auxiliary expansion valve 73 to control the valve opening degree.

As a result, as described above, a part of the refrigerant discharged from the radiator 4 is diverted on the upstream side of the refrigerant of the outdoor expansion valve 6, and as shown by the white arrow in FIG. 6, the refrigerant flow of the refrigerant-heat medium heat exchanger 64 It flows through the path 64B and evaporates, and absorbs heat from the heat medium flowing through the heat medium flow path 64A. That is, the heat medium flowing into the battery 55 via the flow path switching device 60 is cooled. This is the second vehicle-mounted equipment heating / auxiliary heating mode.

In this second vehicle-mounted equipment heating / auxiliary heating mode, as shown in FIG. 6, the heat medium heated by the heat medium heating heater 66 is combined with the heat medium heating heater 66 by the circulation pump 62 and the refrigerant-heat medium heat exchanger. Since the heat medium is circulated between 64 and the battery 55 and between the heat medium heater 66 and the heater core 23, the battery 55 is heated by the heat generated by the heat medium heater 66, and the heater core 23 is heated. The air flowing through the air flow passage 3 is heated in the air flow passage 3 to assist heating.

Further, since the heat medium is cooled by the refrigerant in the process of passing through the heat medium flow path 64A, the cooled heat medium flows into the battery 55. Since the heat pumped from the heat medium by the refrigerant-heat medium heat exchanger 64 is transferred to the radiator 4 by the refrigerant, the heating assistance in the vehicle interior is also performed by this.

That is, when the amount of heat required for heating the battery 55 (required heat amount TGQtr2) is 2 kW and the insufficient heating capacity of the radiator 4 (required heat amount TGQtr1) is 3 kW as in this example, the heat exchange between the refrigerant and the heat medium The amount of heat pumped by the refrigerant in the vessel 64 is 1 kW or less, and the amount of heat radiated by the heater core 23 is 2 kW, and the sum of these is the amount of heat assisted in heating. As a result, it becomes possible to achieve both heating of the battery 55 and heating assistance in the vehicle interior, and the cooling action of the refrigerant in the refrigerant-heat medium heat exchanger 64 is not insufficient. As shown, the inlet heat medium temperature Twin is prevented from becoming higher than the allowable value T2, so that the deterioration of the battery 55 due to the inflow of the heat medium having an abnormally high temperature is eliminated.

When the second vehicle-mounted equipment heating / auxiliary heating mode is set, in the embodiment, even if the heat generation amount of the heat medium heating heater 66 is maximized, the inlet heat medium temperature Twin does not become higher than the allowable value T2. It is assumed that the circulation amount of the heat medium by the circulation pump 62 and the heating capacity of the air of the heater core 23 are set.

Further, in the determination of step S4, a predetermined hysteresis α (α is a positive temperature value) is provided, and once the process proceeds from step S4 to step S5, for example, the inlet heat medium temperature Twin drops to the allowable value T2-α. (Twin ≦ T2-α), the air conditioning controller 32 does not proceed from step S4 to step S6.

As described in detail above, according to the present invention, the first heat medium circulation mode in which the heat medium flows through the battery 55 without flowing through the heater core 23 by the heat medium heater 66 by the flow path switching device 60, and the battery 55. Since the flow path can be switched between the second heat medium circulation mode that flows through both of the heater cores 23 and the third heat medium circulation mode that flows through the heater core 23 without flowing through the battery 55, the heater core 23 heats the passenger compartment. When it is necessary to heat the battery 55 without performing the above, the battery 55 can be heated by executing the first heat medium circulation mode, and the charge / discharge performance of the battery 55 can be improved. You will be able to maintain it.

Further, when it is necessary to heat only the interior of the vehicle, the interior of the vehicle can be heated by the heat generated by the heat medium heater 66 by executing the third heat medium circulation mode. That is, the heat medium heating heater 66 for heating the battery 55 can be used to heat the interior of the vehicle, and space saving and cost reduction can be achieved by reducing the number of heating devices. become.

In particular, according to the present invention, when both heating of the battery 55 and heating of the vehicle interior are required, by executing the second heat medium circulation mode, the heat of the heat medium heating heater 66 heats the battery 55. It has become possible to realize both heating and heating of the vehicle interior by the heater core 23, and the heat medium heating heater 66 for heating the battery 55 is used to smoothly maintain the performance of the battery 55 and heat the vehicle interior. You will be able to achieve both.

Further, in the embodiment, since the heat pump device HP having the compressor 2, the radiator 4, the outdoor heat exchanger 7, and the refrigerant-heat medium heat exchanger 64 is provided, the refrigerant-heat medium heat exchanger 64 is provided. The heat is pumped from the heat medium flowing through the heat medium circulation circuit 61 to the refrigerant, and the heat generated by the heat medium heater 66 is transferred to the radiator 4, so that the heating of the vehicle interior can be assisted.

Further, in the refrigerant-heat medium heat exchanger 64, the heat medium exchanges heat with the refrigerant and is cooled. Therefore, when the calorific value of the heat medium heating heater 66 is increased in the second heat medium circulation mode. Also, the temperature of the heat medium flowing through the battery 55 can be lowered to an allowable range in the battery 55. As a result, while preventing the temperature of the heat medium flowing through the battery 55 from becoming higher than the allowable value, the heater core 23 can provide more effective heating assistance, and the interior of the vehicle can be air-conditioned more comfortably. Therefore, the area of heating operation can be expanded. Further, the control of the heat medium circulation circuit 61 can be simplified, for example, the circulation pump 62 can be controlled in a constant speed operation without any trouble as in the embodiment.

In particular, in the embodiment, the refrigerant-heat medium heat exchanger 64 is arranged between the flow path switching device 60 and the battery 55 so that the heat medium flowing into the battery 55 and the refrigerant exchange heat with each other. It is possible to draw heat from the heat medium flowing into the battery 55, accurately lower the temperature of the heat medium flowing into the battery 55, and lower the temperature to an allowable range in the battery 55. Then, since the refrigerant draws heat from the heat medium divided to the battery 55 side by the flow path switching device 60, the heating capacity by the heater core 23 is secured.

Further, in the embodiment, since the auxiliary expansion valve 73 for controlling the inflow of the refrigerant into the refrigerant-heat medium heat exchanger 64 is provided, it is necessary to pump heat from the heat medium by the refrigerant-heat medium heat exchanger 64. In the auxiliary heating mode in which there is no auxiliary heating mode or in the vehicle-mounted equipment heating mode in which it is not necessary to lower the temperature of the heat medium, the auxiliary expansion valve 73 prevents the refrigerant from flowing to the refrigerant-heat medium heat exchanger 64 to reduce the load on the compressor 2. It will be possible to reduce it.

In particular, in the embodiment, when it is necessary to heat the battery 55 and the heating capacity of the radiator 4 is not insufficient, the air conditioning controller 32 uses the auxiliary expansion valve 73 to transfer the refrigerant to the refrigerant-heat medium heat exchanger 64. Since the inflow is blocked and the vehicle-mounted equipment heating mode in which the heat medium circulation circuit 61 is set as the first heat medium circulation mode is executed, the battery 55 needs to be heated, and the heating capacity of the radiator 4 is increased. When there is no shortage, the heat medium heating heater 66 can effectively heat the battery 55 without flowing the refrigerant through the refrigerant-heat medium heat exchanger 64.

On the other hand, when it is necessary to heat the battery 55 and the heating capacity of the radiator 4 is insufficient, the air conditioning controller 32 causes the refrigerant to flow through the refrigerant-heat medium heat exchanger 64 by the auxiliary expansion valve 73, and the heat medium. Since the first vehicle-mounted equipment heating / auxiliary heating mode in which the circulation circuit 61 is set as the first heat medium circulation mode is executed, the battery 55 is heated and the heat medium heat exchanger 64 pumps up the heat. By transporting the generated heat to the radiator 4, it becomes possible to realize both heating assistance in the vehicle interior.

Here, when the temperature Twin of the heat medium flowing into the battery 55 becomes higher than the predetermined allowable value T2 in the first vehicle-mounted equipment heating / auxiliary heating mode, the air conditioning controller 32 uses the auxiliary expansion valve 73 to move the refrigerant-heat medium. Since a refrigerant is passed through the heat exchanger 64 to execute the second vehicle-mounted equipment heating / auxiliary heating mode in which the heat medium circulation circuit 61 is set to the second heat medium circulation mode, the heating of the battery 55 and the heater core are performed. It becomes possible to realize both of the heating assistance by 23.

In particular, in this case, the heat pumped by the refrigerant-heat medium heat exchanger 64 is transferred to the radiator 4 by the refrigerant to assist the heating of the vehicle interior, and the heat medium flowing into the battery 55 is Since it is cooled, even if the amount of heat generated by the heat medium heater 66 is increased to increase the heating capacity of the heater core 23, the temperature of the heat medium flowing into the battery 55 is appropriately maintained at an allowable value, and the battery 55 is cooled. Deterioration can be prevented.

Further, when it is not necessary to heat the battery 55 and the heating capacity of the radiator 4 is insufficient, the air conditioning controller 32 blocks the inflow of the refrigerant into the refrigerant-heat medium heat exchanger by the auxiliary expansion valve 73. Since the auxiliary heating mode in which the heat medium circulation circuit 61 is set as the third heat medium circulation mode is executed, the heat medium heating heater 66 for heating the battery 55 is effectively used in the vehicle interior. You will be able to provide heating assistance.

Further, in the embodiment, the air conditioning controller 32 determines that the battery 55 needs to be heated when the battery temperature TB or the temperature Twout of the heat medium passing through the battery 55 is lower than the predetermined value T1, and the radiator 4 When the heating temperature TH, which is the temperature of the air on the leeward side of the above, is lower than the target outlet temperature TAO or the target heater temperature TCO, it is determined that the heating capacity of the radiator 4 is insufficient. The modes (auxiliary heating mode, vehicle-mounted equipment heating mode, first vehicle-mounted equipment heating / auxiliary heating mode, second vehicle-mounted equipment heating / auxiliary heating mode) can be smoothly realized.

Further, as in the embodiment, the air conditioning controller 32 requires heat for the heat medium heating heater 66 (TGQhr1 to 3) based on the amount of heat required for heating the battery 55 and the amount of heat required for the heating capacity of the radiator 4 to be insufficient. ) Is calculated, the heat medium heating heater 66 for heating the battery 55 can be used to accurately balance the heating of the battery 55 and the heating assistance in the vehicle interior.

In the embodiment, the required heat amount TGQhr3 of the heat medium heater 66 is calculated in step S7 of FIG. 7, and the first vehicle-mounted device depends on whether or not the inlet heat medium temperature Twin becomes higher than the allowable value T2 in step S4. The heating / auxiliary heating mode and the second vehicle-mounted equipment heating / auxiliary heating mode are switched, but the limit is not limited to this, and the limit of heat being pumped by the refrigerant-heat medium heat exchanger 64 is 1 kW as in the embodiment. When the battery 55 needs to be heated and the heating capacity of the radiator 4 is insufficient, and the required heat amount TGQhr1 for heating assistance is 1 kW or less, the first vehicle-mounted equipment heating / auxiliary heating is performed. When the mode is executed and TGQhr1 is larger than 1 kW, that is, when the heating capacity of the radiator 4 is insufficient even by the first vehicle-mounted equipment heating / auxiliary heating mode, the second vehicle-mounted equipment heating / auxiliary heating mode May be switched to run.

Further, in the embodiment, the battery 55 is taken up as a vehicle-mounted device, but the present invention is not limited to this, and the present invention is also effective for an electric motor for traveling, an inverter device for driving the electric motor, and the like in inventions other than claim 12. Further, the invention of claim 1 is also effective for a vehicle air conditioner that heats a vehicle interior with only a heater core 23 without providing a heat pump device HP.

Further, the configuration of the air conditioning controller 32 described in the examples, the configuration of the heat pump device HP of the vehicle air conditioner 1 and the configuration of the heat medium circulation circuit 61 are not limited thereto, and are modified without departing from the spirit of the present invention. It goes without saying that it is possible.

1 Vehicle air conditioner 2 Compressor 4 Heat sink 6 Outdoor expansion valve 7 Outdoor heat exchanger 23 Heater core 32 Air conditioning controller (control device)
55 Battery (Vehicle-mounted equipment)
60 Flow path switching device 61 Heat medium circulation circuit 62 Circulation pump (circulation device)
64 Refrigerant-heat medium heat exchanger 66 Heat medium heater (heating device)
73 Auxiliary expansion valve (flow path control device)
76 Battery temperature sensor 77 Heat medium outlet temperature sensor 78 Heat medium inlet temperature sensor

Claims

In a vehicle air conditioner having a heater core for heating the air supplied to the vehicle interior and air-conditioning the vehicle interior.
A heat medium circulation circuit for circulating a heat medium is provided in the vehicle-mounted equipment and the heater core.
The heat medium circulation circuit is
A circulation device for circulating the heat medium and
A heating device for heating the heat medium and
The heat medium that has passed through the heating device flows to the vehicle-mounted device without flowing to the heater core, flows to both the vehicle-mounted device and the heater core, and flows to the heater core without flowing to the vehicle-mounted device. A flow path switching device for switching the flow path to the flowing state,
An air conditioner for vehicles characterized by being equipped with.
A compressor that compresses the refrigerant and
A radiator for radiating the refrigerant and heating the air supplied to the vehicle interior,
An outdoor heat exchanger installed outside the passenger compartment,
A refrigerant-heat medium heat exchanger for pumping heat from the heat medium to the refrigerant by exchanging heat between the refrigerant and the heat medium.
The vehicle air conditioner according to claim 1, wherein the air conditioner is provided.
The refrigerant-heat medium heat exchanger is arranged between the flow path switching device and the vehicle-mounted device, and is characterized in that the heat medium flowing into the vehicle-mounted device and the refrigerant exchange heat with each other. 2. The vehicle air conditioner according to 2.
The vehicle air conditioner according to claim 3, further comprising a flow path control device for controlling the inflow of the refrigerant into the refrigerant-heat medium heat exchanger.
A control device for controlling the heat medium circulation circuit is provided.
The control device
A first heat medium circulation mode in which the heating device generates heat and the heat medium heated by the heating device is flown to the vehicle-mounted device without flowing to the heater core by the flow path switching device.
A second heat medium circulation mode in which the heating device generates heat and the heat medium heated by the heating device is flowed to both the vehicle-mounted device and the heater core by the flow path switching device.
It is characterized by having a third heat medium circulation mode in which the heating device is heated and the heat medium heated by the heating device is passed through the heater core without being passed through the vehicle-mounted device by the flow path switching device. The vehicle air conditioner according to claim 4.
When the control device needs to heat the vehicle-mounted equipment and the heating capacity of the radiator is not insufficient, the flow path control device transfers the refrigerant to the refrigerant-heat medium heat exchanger. The vehicle air conditioner according to claim 5, wherein the vehicle-mounted equipment heating mode is executed, in which the inflow is blocked and the heat medium circulation circuit is set as the first heat medium circulation mode.
When the control device needs to heat the vehicle-mounted equipment and the heating capacity of the radiator is insufficient, the flow path control device causes the refrigerant to flow into the refrigerant-heat medium heat exchanger. The vehicle air conditioning according to claim 5 or 6, wherein the first vehicle-mounted equipment heating / auxiliary heating mode in which the heat medium circulation circuit is set as the first heat medium circulation mode is executed. Device.
The control device is used when the temperature Twin of the heat medium flowing into the vehicle-mounted equipment becomes higher than a predetermined allowable value T2 in the first vehicle-mounted equipment heating / auxiliary heating mode, or the first vehicle. When the heating capacity of the radiator is insufficient even in the on-board equipment heating / auxiliary heating mode, the refrigerant flows through the refrigerant-heat medium heat exchanger by the flow path control device, and the heat medium circulation circuit is subjected to the second. The vehicle air conditioner according to claim 7, wherein a second vehicle-mounted device heating / auxiliary heating mode in which the heat medium circulation mode is set is executed.
When the control device does not need to heat the vehicle-mounted equipment and the heating capacity of the radiator is insufficient, the flow path control device causes the refrigerant to be transferred to the heat medium heat exchanger. The vehicle air according to any one of claims 5 to 8, wherein an auxiliary heating mode is executed in which the inflow is blocked and the heat medium circulation circuit is set as the third heat medium circulation mode. Harmonizer.
The control device is
When the temperature TB of the vehicle-mounted device or the temperature Twoout of the heat medium that has passed through the vehicle-mounted device is lower than the predetermined value T1, it is determined that the vehicle-mounted device needs to be heated, and the temperature is determined to be necessary.
The heating temperature TH, which is the temperature of the air on the leeward side of the radiator, is the target blowing temperature TAO, which is the target value of the temperature of the air blown into the vehicle interior, or the heating derived from the target blowing temperature TAO. The vehicle according to any one of claims 6 to 9, wherein when the temperature is lower than the target heater temperature TCO, which is the target value of the temperature TH, it is determined that the heating capacity of the radiator is insufficient. Air conditioner for.
The control device is characterized in that the required heat amount of the heating device is calculated based on the amount of heat required for heating the vehicle-mounted device and / or the amount of heat required for the heating capacity of the radiator being insufficient. The vehicle air conditioner according to any one of claims 6 to 10.
The vehicle according to any one of claims 1 to 11, wherein the vehicle-mounted device is the heat medium circulation circuit or a battery that supplies power to the heat medium circulation circuit and the compressor. Air conditioner for.