Vehicle air conditioning device

Abstract

The present invention provides a vehicle air conditioning device, which is capable of reducing the number of heating devices and taking into account both the heating of vehicle-mounted equipment such as batteries and the air conditioning of the vehicle cabin. The device has a heater core (23) for heating the air supplied to the vehicle cabin and a heat medium circulation circuit (61) for circulating a heat medium between a battery (55) and the heater core. The heat medium circulation circuit includes: a circulation pump (62); a heat medium heater (66); and a flow path switching device (60) that switches the flow path to a state in which the heat medium passing through the heat medium heater flows through the battery but not through the heater core, a state in which the heat medium flows through both the battery and the heater core, and a state in which the heat medium flows through the heater core but not through the battery.

Description

Technical Field

[0001] The present invention relates to an air conditioning device for air conditioning a vehicle cabin, and more particularly to a vehicle air conditioning device capable of adjusting the temperature of equipment mounted on the vehicle. Background Art

[0002] As environmental issues have become increasingly prominent in recent years, hybrid vehicles, electric vehicles, and other vehicles that use power provided by a battery mounted on the vehicle to drive a driving motor have become increasingly popular. In addition, as an air conditioning device that can be applied to such a vehicle, the following device has been developed, which includes a compressor, a radiator, a heat absorber, and a refrigerant circuit connected to an outdoor heat exchanger, and heats the vehicle cabin by allowing the refrigerant discharged from the compressor to dissipate heat in the radiator and the refrigerant after dissipating heat in the radiator absorbs heat in the outdoor heat exchanger, and cools the vehicle cabin by allowing the refrigerant discharged from the compressor to dissipate heat in the outdoor heat exchanger and absorb heat in the heat absorber (for example, refer to Patent Document 1).

[0003] On the other hand, the charging and discharging performance of the battery (vehicle-mounted equipment) decreases in a low-temperature environment. In addition, if charging and discharging are performed in an environment where the temperature becomes high due to self-heating, the degradation will be accelerated, and it may eventually cause malfunction and there is a risk of damage. Therefore, the following device has also been developed: by circulating the heat medium (cooling water) cooled by heat exchange with the refrigerant circulating in the refrigerant circuit and the heat medium heated by the heating device in the battery, the temperature of the battery can be adjusted (for example, refer to Patent Document 2 and Patent Document 3).

[0004] Prior art literature

[0005] Patent Literature

[0006] Patent Document 1: Japanese Patent Application Publication No. 2014-213765

[0007] Patent Document 2: Japanese Patent No. 5668700

[0008] Patent Document 3: Japanese Patent No. 5440426 Summary of the invention

[0009] Technical problem to be solved by the invention

[0010] Here, as in the above-mentioned Patent Document 1, an auxiliary heating device composed of a heat medium circulation circuit is provided in this vehicle air conditioning device, and the auxiliary heating device heats the heat medium using an electric heater, and uses the heated heat medium to heat the air supplied to the vehicle compartment, thereby performing auxiliary heating in the vehicle compartment, etc. In addition, as in the above-mentioned Patent Document 3, when a heat medium circulation circuit (cooling water circulation circuit) having a heating device with a heating battery is provided, there is a problem that the device becomes larger and the manufacturing cost also increases.

[0011] The present invention is completed to solve the above-mentioned prior art problems, and its purpose is to provide a vehicle air conditioning device that can heat vehicle-mounted equipment such as batteries and can reduce the number of heating devices while taking into account the heating of vehicle-mounted equipment and air conditioning in the vehicle cabin.

[0012] Technical means for solving technical problems

[0013] The vehicle air conditioning device of the present invention has a heater core for heating air supplied to a vehicle cabin and performs air conditioning in the vehicle cabin. The vehicle air conditioning device is characterized in that it has a heat medium circulation circuit that circulates heat medium between vehicle-mounted equipment and the heater core. The heat medium circulation circuit includes: a circulation device for circulating the heat medium; a heating device for heating the heat medium; and a flow switching device, which is used to switch the flow path to a state in which the heat medium passing through the heating device flows through the vehicle-mounted equipment but not through the heater core, a state in which the heat medium flows through both the vehicle-mounted equipment and the heater core, and a state in which the heat medium flows through the heater core but not through the vehicle-mounted equipment.

[0014] The vehicle air conditioning device of the invention of claim 2 is characterized in that, in the above invention, it includes: a compressor for compressing the refrigerant; a radiator for allowing the refrigerant to dissipate heat to heat the air supplied to the vehicle cabin; an outdoor heat exchanger arranged outside the vehicle cabin; and a refrigerant-heat medium heat exchanger, which is used to exchange heat between the refrigerant and the heat medium, thereby absorbing heat from the heat medium to the refrigerant.

[0015] The vehicle air conditioning device of the invention of claim 3 is characterized in that, in the above invention, the refrigerant-heat medium heat exchanger is arranged between the flow path switching device and the vehicle-mounted equipment to perform heat exchange between the heat medium flowing into the vehicle-mounted equipment and the refrigerant.

[0016] The vehicle air conditioning apparatus according to the invention of claim 4 is characterized in that, in the above invention, a flow path control device for controlling the flow of the refrigerant into the refrigerant-heat medium heat exchanger is provided.

[0017] The vehicle air conditioning device of the invention of claim 5 is characterized in that, in the above invention, there is a control device for controlling the heat medium circulation loop, and the control device has: a first heat medium circulation mode, the first heat medium circulation mode causes the heating device to generate heat, and uses a flow switching device to cause the heat medium heated by the heating device to flow through the vehicle-mounted equipment instead of flowing through the heater core; a second heat medium circulation mode, the second heat medium circulation mode causes the heating device to generate heat, and uses a flow switching device to cause the heat medium heated by the heating device to flow through both the vehicle-mounted equipment and the heater core; and a third heat medium circulation mode, the third heat medium circulation mode causes the heating device to generate heat, and uses a flow switching device to cause the heat medium heated by the heating device to flow through the heater core instead of flowing through the vehicle-mounted equipment.

[0018] The vehicle air conditioning device of the invention of claim 6 is characterized in that, in the above invention, when it is necessary to heat the vehicle-mounted equipment and the heating capacity of the radiator is not insufficient, the control device uses the flow control device to prevent the refrigerant from flowing into the refrigerant-heat medium heat exchanger, and executes the vehicle-mounted equipment heating mode in which the heat medium circulation circuit is set to the first heat medium circulation mode.

[0019] The vehicle air conditioning device of the invention of claim 7 is characterized in that, in the invention of claim 5 or claim 6, when it is necessary to heat the vehicle-mounted equipment and the heating capacity of the radiator is insufficient, the control device uses the flow control device to make the refrigerant 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 to the first heat medium circulation mode.

[0020] The vehicle air conditioning device of the invention of claim 8 is characterized in that, in the above invention, when the temperature Twin of the heat medium flowing into the vehicle-mounted equipment in the first vehicle-mounted equipment heating / auxiliary heating mode is higher than the prescribed allowable value T2, or when the heating capacity of the radiator is insufficient even in the first vehicle-mounted equipment heating / auxiliary heating mode, the control device uses the flow control device to make the refrigerant flow through the refrigerant-heat medium heat exchanger and executes the second vehicle-mounted equipment heating / auxiliary heating mode in which the heat medium circulation circuit is set to the second heat medium circulation mode.

[0021] The vehicle air conditioning device of the invention of claim 9 is characterized in that, in the inventions of claims 5 to 8, when there is no need to heat the vehicle-mounted equipment and the heating capacity of the radiator is insufficient, the control device uses the flow control device to prevent the refrigerant from flowing into the refrigerant-heat medium heat exchanger, and executes an auxiliary heating mode that sets the heat medium circulation circuit to the third heat medium circulation mode.

[0022] The vehicle air conditioning device of the invention of claim 10 is characterized in that, in the inventions of claims 6 to 9, the control device determines that the vehicle-mounted equipment needs to be heated when the temperature TB of the vehicle-mounted equipment or the temperature Twout of the heat medium passing through the vehicle-mounted equipment is lower than the specified value T1, and determines that the heating capacity of the radiator is insufficient when the temperature of the air on the leeward side of the radiator, i.e., the heating temperature TH, is lower than the target value of the temperature of the air blown into the vehicle cabin, i.e., the target blowing temperature TAO, or the target value of the heating temperature TH derived from the target blowing temperature TAO, i.e., the target heater temperature TCO.

[0023] The vehicle air conditioning device of the invention of claim 11 is characterized in that, in the inventions of claims 6 to 10, the control device calculates the required heat of the heating device based on the heat required for heating the vehicle-mounted equipment and / or the heat equivalent to the insufficient heating capacity of the radiator.

[0024] The vehicle air conditioning device of the invention of claim 12 is characterized in that, in the above-mentioned inventions, the vehicle-mounted device is a heat medium circulation circuit or a battery for supplying power to the heat medium circulation circuit and the compressor.

[0025] Effects of the Invention

[0026] According to the present invention, in a vehicle air conditioning device having a heater core for heating air supplied to a vehicle cabin and performing air conditioning in a vehicle cabin, a heat medium circulation circuit for circulating a heat medium between a vehicle-mounted device and the heater core is provided, the heat medium circulation circuit including: a circulation device for circulating the heat medium; a heating device for heating the heat medium; and a flow path switching device for switching the flow path between a state in which the heat medium passing through the heating device flows through the vehicle-mounted device but not through the heater core, a state in which the heat medium passes through both the vehicle-mounted device and the heater core, and a state in which the heat medium passes through the heater core but not through the vehicle-mounted device. Therefore, when heating of the vehicle cabin by the heater core is not required and heating of the vehicle-mounted device is required, the vehicle-mounted device can be heated by switching the flow path switching device to a state in which the heat medium passing through the heating device flows through the vehicle-mounted device but not through the heater core. Thus, for example, as in the invention of claim 12, when the vehicle-mounted device is a battery, the charge and discharge characteristics of the battery can be maintained, and temperature adjustment can be performed to maintain the performance of the vehicle-mounted device.

[0027] Furthermore, when only the vehicle cabin needs to be heated, the flow path switching device is switched to a state where the heat medium passing through the heating device flows through the heater core and does not flow through the vehicle-mounted equipment, so that the heat generated by the heating device can be used to heat the vehicle cabin. That is, the vehicle cabin can also be heated using the heating device used to heat the vehicle-mounted equipment, and the space saving and cost reduction brought about by the reduction of the heating device can be achieved.

[0028] In particular, according to the present invention, when both the heating of the vehicle-mounted equipment and the heating of the vehicle cabin are required, the flow path switching device is switched to a state in which the heat medium passing through the heating device flows through both the vehicle-mounted equipment and the heater core, so that the heating of the vehicle-mounted equipment and the heating of the vehicle cabin by the heater core can be achieved by utilizing the heat generated by the heating device. Thus, according to the present invention, the performance maintenance of the vehicle-mounted equipment and the heating of the vehicle cabin can be smoothly achieved by utilizing the heating device for heating the vehicle-mounted equipment.

[0029] In addition, the vehicle air-conditioning device of the invention of claim 2 includes, on the basis of the above invention: a compressor for compressing the refrigerant; a radiator for allowing the refrigerant to dissipate heat to heat the air supplied to the vehicle cabin; an outdoor heat exchanger arranged outside the vehicle cabin; and a refrigerant-heat medium heat exchanger, which is used to exchange heat between the refrigerant and the heat medium, thereby absorbing heat from the heat medium to the refrigerant, so that heat is absorbed from the heat medium to the refrigerant in the refrigerant-heat medium heat exchanger, and the heat generated by the heating device is transported to the radiator, thereby enabling auxiliary heating in the vehicle cabin.

[0030] Here, when the heating capacity of the radiator is seriously insufficient and the heater core needs to provide a large heating assistance, the heating amount of the heating device needs to be increased. On the other hand, as described above, when the heat medium is set to flow through both the vehicle-mounted equipment and the heater core, if the heating amount of the heating device is increased, the temperature of the heat medium flowing through the vehicle-mounted equipment is higher than the allowable range of the vehicle-mounted equipment, and there is a risk of deterioration of the vehicle-mounted equipment.

[0031] In the invention of claim 2, the heat medium is cooled by heat exchange with the refrigerant in the refrigerant-heat medium heat exchanger. Therefore, even if the heating value of the heating device is increased while the heat medium is flowing through both the vehicle-mounted device and the heater core, the temperature of the heat medium flowing through the vehicle-mounted device can be reduced to a range allowed by the vehicle-mounted device. As a result, the temperature of the heat medium flowing through the vehicle-mounted device can be prevented from being higher than the allowed value, and more effective heating assistance can be performed by the heater core, and the air conditioning of the vehicle cabin can be performed more comfortably, thereby expanding the area of ​​heating operation. In addition, there is also an effect that the control of the heat medium circulation circuit at this time can be simplified.

[0032] In particular, as in the invention of claim 3, if the refrigerant-heat medium heat exchanger is disposed between the flow path switching device and the vehicle-mounted equipment, and the heat medium flowing into the vehicle-mounted equipment is heat-exchanged with the refrigerant, heat can be extracted from the heat medium flowing into the vehicle-mounted equipment, and the temperature of the heat medium flowing into the vehicle-mounted equipment can be accurately lowered to a range allowed by the vehicle-mounted equipment. Since the refrigerant extracts heat from the heat medium diverted to the vehicle-mounted equipment side by the flow path switching device, the heating capacity based on the heater core can be ensured.

[0033] In addition, as in the invention of claim 4, by providing a flow control device for controlling the flow of refrigerant into the refrigerant-heat medium heat exchanger, when there is no need for the refrigerant-heat medium heat exchanger to absorb heat from the heat medium and when there is no need to lower the temperature of the heat medium, the flow control device can be used to prevent the refrigerant from flowing through the refrigerant-heat medium heat exchanger, thereby reducing the load on the compressor.

[0034] Furthermore, according to the vehicle air conditioning device of the invention of claim 5, there is provided a control device for controlling a heat medium circulation circuit, the control device having: a first heat medium circulation mode in which the heating device generates heat and the heat medium heated by the heating device is caused to flow through the vehicle-mounted equipment without flowing through the heater core by using 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 caused to flow through both the vehicle-mounted equipment and the heater core by using the flow path switching device; and a third heat medium circulation mode in which the heating device generates heat and the heat medium heated by the heating device is caused to flow through the heater core without flowing through the vehicle-mounted equipment by using the flow path switching device. Therefore, the control device can execute the first heat medium circulation mode to heat the vehicle-mounted equipment, the control device can execute the second heat medium circulation mode to achieve both heating of the vehicle-mounted equipment and heating assistance by the heater core, and the control device can execute the third heat medium circulation mode to smoothly perform heating assistance by the heater core.

[0035] In particular, as in the invention of claim 6, when it is necessary to heat the vehicle-mounted equipment and the heating capacity of the radiator is not insufficient, the control device uses the flow control device to prevent the refrigerant from flowing into the refrigerant-heat medium heat exchanger, and executes the vehicle-mounted equipment heating mode in which the heat medium circulation loop is set to the first heat medium circulation mode. As a result, when the vehicle-mounted equipment needs to be heated and the heating capacity of the radiator is not insufficient, the vehicle-mounted equipment can be effectively heated based on the heating device without allowing the refrigerant to flow through the refrigerant-heat medium heat exchanger.

[0036] On the other hand, as in the invention of claim 7, when it is necessary to heat the vehicle-mounted equipment and the heating capacity of the radiator is insufficient, the control device uses the flow control device to make the refrigerant 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 loop is set to the first heat medium circulation mode. This can achieve both heating of the vehicle-mounted equipment and auxiliary heating of the vehicle cabin by transferring the heat absorbed by the refrigerant-heat medium heat exchanger to the radiator.

[0037] In addition, as in the invention of claim 8, when the temperature Twin of the heat medium flowing into the vehicle-mounted equipment in the first vehicle-mounted equipment heating / auxiliary heating mode is higher than the prescribed allowable value T2, or when the heating capacity of the radiator is insufficient even by the first vehicle-mounted equipment heating / auxiliary heating mode, the control device uses the flow control device to allow the refrigerant to flow through the refrigerant-heat medium heat exchanger, and executes the second vehicle-mounted equipment heating / auxiliary heating mode in which the heat medium circulation loop is set to the second heat medium circulation mode, thereby achieving both heating of the vehicle-mounted equipment and heating assistance based on the heater core.

[0038] In particular, in this case, auxiliary heating of the vehicle cabin is also performed by transferring the heat absorbed by the refrigerant-heat medium heat exchanger to the radiator via the refrigerant, and the heat medium flowing into the vehicle-mounted equipment is cooled. Therefore, as mentioned above, even if the heating capacity based on the heater core is increased by increasing the heating capacity of the heater core, the temperature of the heat medium flowing into the vehicle-mounted equipment can be properly maintained at an allowable value, thereby preventing degradation of the vehicle-mounted equipment.

[0039] In addition, as in the invention of claim 9, when there is no need to heat the vehicle-mounted equipment and the heating capacity of the radiator is insufficient, the control device uses the flow control device to prevent the refrigerant from flowing into the refrigerant-heat medium heat exchanger, and executes an auxiliary heating mode that sets the heat medium circulation loop to the third heat medium circulation mode. As a result, the heating device for heating the vehicle-mounted equipment can effectively assist the heating of the vehicle cabin.

[0040] Among them, as in the invention of claim 10, if the control device determines that the vehicle-mounted equipment needs to be heated when the temperature TB of the vehicle-mounted equipment or the temperature Twout of the heat medium passing through the vehicle-mounted equipment is lower than the specified value T1, and if the temperature of the air on the leeward side of the radiator, i.e., the heating temperature TH, is lower than the target value of the temperature of the air blown into the vehicle compartment, i.e., the target blowing temperature TAO, or the target value of the heating temperature TH derived from the target blowing temperature TAO, i.e., the target heater temperature TCO, the control device determines that the heating capacity of the radiator is insufficient, then the above-mentioned modes can be smoothly realized.

[0041] In addition, as in the invention of claim 11, if the control device calculates the required heat of the heating device based on the heat required for heating the vehicle-mounted equipment and / or the heat equivalent to the insufficient heating capacity of the radiator, the heating device for heating the vehicle-mounted equipment can be used to accurately balance the heating of the vehicle-mounted equipment and the heating assistance in the vehicle cabin. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 This is a structural diagram of an embodiment of a vehicle air conditioning system to which the present invention is applied (heating operation).

[0043] Figure 2 As Figure 1 A block diagram of an air-conditioning controller of a control device for an air-conditioning device for a vehicle.

[0044] Figure 3 Yes Description Figure 2 FIG. 2 is a diagram of the auxiliary heating mode (third heat medium circulation mode) performed by the air-conditioning controller.

[0045] Figure 4 Yes Description Figure 2 FIG. 1 is a diagram of a vehicle-mounted equipment heating mode (first heat medium circulation mode) performed by the air-conditioning controller.

[0046] Figure 5 Yes Description Figure 2 FIG. 1 is a diagram of a first vehicle-mounted equipment heating / auxiliary heating mode (first heat medium circulation mode) performed by the air-conditioning controller.

[0047] Figure 6 Yes Description Figure 2 FIG. 2 is a diagram of a second vehicle-mounted equipment heating / auxiliary heating mode (second heat medium circulation mode) performed by the air-conditioning controller.

[0048] Figure 7 Yes Description Figure 2 Flowchart of the control of battery (vehicle-mounted equipment) heating and auxiliary heating performed by the air-conditioning controller.

[0049] Figure 8 This is a timing chart for explaining the transition from the first vehicle-mounted equipment heating / auxiliary heating mode to the second vehicle-mounted equipment heating / auxiliary heating mode. DETAILED DESCRIPTION

[0050] Hereinafter, embodiments of the present invention will be described in detail based on the drawings. Figure 1The structure diagram of a vehicle air conditioner 1 to which an embodiment of the present invention is applied is shown. The vehicle to which the embodiment of the present invention is applied is an electric vehicle (EV) not equipped with an engine (internal combustion engine), and the vehicle is equipped with a battery 55 (for example, a lithium-ion battery: a vehicle-mounted device), and the power charged from the external power supply to the battery 55 is supplied to a driving motor (motor) to drive and travel. The vehicle air conditioner 1 including the heat medium circulation circuit 61 and the compressor 2 described later is also powered and driven by the battery 55.

[0051] That is, in an electric vehicle that cannot use the engine waste heat for heating, the vehicle device 1 performs heating operation by the heat pump device HP having the refrigerant circuit R, and further performs air conditioning in the vehicle cabin by selectively executing each air conditioning operation of dehumidification heating operation, dehumidification cooling operation, and cooling operation. In addition, the vehicle is not limited to the electric vehicle involved, and the present invention is of course also effective for a so-called hybrid vehicle that uses both an engine and a running electric motor.

[0052] The vehicle air conditioning device 1 of the embodiment performs air conditioning (heating, cooling, dehumidification and ventilation) in the cabin of an electric vehicle, and uses a refrigeration pipe 13 to sequentially connect the following components to form a refrigerant circuit R of a heat pump device HP: an electric compressor (electric compressor) 2, which is powered by a battery 55 and compresses the refrigerant; a radiator 4, which is arranged in an air flow path 3 of an HVAC unit 10 that ventilates and circulates the air in the cabin, and is used to allow the high-temperature and high-pressure refrigerant discharged from the compressor 2 to flow in through the refrigerant pipe 13G, and to allow the refrigerant to dissipate heat to heat the air supplied to the cabin; an outdoor expansion valve 6, which The outdoor expansion valve 6 is composed of an electric valve that reduces pressure and expands the refrigerant during heating; an outdoor heat exchanger 7, which should act as a condenser for the refrigerant to dissipate heat during cooling, and should act as an evaporator for the refrigerant to absorb heat during heating, and is used to exchange heat between the refrigerant and the outside air; an indoor expansion valve 8, which is composed of an electric valve that reduces pressure and expands the refrigerant; a heat absorber 9, which is arranged in the air flow path 3 and is used to cool the air provided to the vehicle compartment by allowing the refrigerant to absorb heat from inside and outside the vehicle compartment during cooling (dehumidification); and an accumulator 12, etc. The outdoor expansion valve 6 and the indoor expansion valve 8 can reduce pressure and expand the refrigerant, and can be fully opened or fully closed.

[0053] In addition, the outdoor heat exchanger 7 is provided with an outdoor blower 15. The outdoor blower 15 forcibly ventilates the outdoor air with the outdoor heat exchanger 7 so that the outdoor air and the refrigerant exchange heat, thereby being configured to ventilate the outdoor air with the outdoor heat exchanger 7 even when the vehicle is parked (i.e., the vehicle speed is 0 km / h).

[0054] The refrigerant pipe 13A connected to the refrigerant outlet of the outdoor heat exchanger 7 is connected to the refrigerant pipe 13B via the check valve 18. The check valve 18 has the refrigerant pipe 13B side set to the forward direction, and the refrigerant pipe 13B is connected to the indoor expansion valve 8.

[0055] Furthermore, the refrigerant pipe 13A coming out of the outdoor heat exchanger 7 is branched, and the branched refrigerant pipe 13D is connected to the refrigerant pipe 13C located at the outlet side of the heat absorber 9 via the solenoid valve 21 opened during heating. Then, the check valve 20 is connected to the refrigerant pipe 13C on the downstream side of the connection point of the refrigerant pipe 13D, and the accumulator 12 is connected to the refrigerant pipe 13C on the downstream side of the check valve 20, and the accumulator 12 is connected to the refrigerant suction side of the compressor 2. In addition, in the check valve 20, the accumulator 12 side is set to the positive direction.

[0056] Furthermore, the refrigerant pipe 13E on the outlet side of the radiator 4 is branched into a refrigerant pipe 13J and a refrigerant pipe 13F before the outdoor expansion valve 6 (on the refrigerant upstream side), and the branched refrigerant pipe 13J is connected to the refrigerant inlet side of the outdoor heat exchanger 7 via the outdoor expansion valve 6. Furthermore, the other branched refrigerant pipe 13F is connected to the refrigerant pipe 13B on the refrigerant downstream side of the check valve 18 and on the refrigerant upstream side of the indoor expansion valve 8 via the solenoid valve 22 opened during dehumidification.

[0057] Thus, the refrigerant pipe 13F is connected in parallel with the series circuit of the outdoor expansion valve 6 , the outdoor heat exchanger 7 , and the check valve 18 , forming a circuit that bypasses the outdoor expansion valve 6 , the outdoor heat exchanger 7 , and the check valve 18 .

[0058] In addition, various air inlets such as an external air inlet and an internal air inlet are formed in the air flow passage 3 on the air upstream side of the heat absorber 9 ( Figure 1 In the figure, the air inlet 25 is used as a representative, and an inlet switching damper 26 is provided in the inlet 25. The inlet switching damper 26 switches the air introduced into the air flow path 3 to the air in the vehicle compartment, i.e., the internal air (internal air circulation) or the air outside the vehicle compartment, i.e., the external air (external air introduction). In addition, on the air downstream side of the inlet switching damper 26, an indoor blower (blower) 27 for conveying the introduced internal air or external air to the air flow path 3 is provided.

[0059] also, Figure 1In the figure, 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 on the upwind side of the radiator 4 relative to the air flow of the air flow passage 3. Then, the heated heat medium is configured to circulate in the heater core 23 as described later, thereby enabling heating and heating assistance in the vehicle cabin.

[0060] In addition, an air mixing damper 28 is provided in the air flow passage 3 on the air upstream side of the radiator 4. The air mixing damper 28 adjusts the ratio of the air (inside air or outside air) in the air flow passage 3 after passing through the heat absorber 9 to be ventilated to the heater core 23 and the radiator 4. In addition, in the air flow passage 3 on the air downstream side of the radiator 4, each of the blowing outlets (FOOT, VENT, and DEF) is formed. Figure 1 In the figure, the blow-out outlet 29 is represented as a representative one), and a blow-out outlet switching damper 31 is provided on the blow-out outlet 29, and the blow-out outlet switching damper 31 switches and controls the air blown out from the above-mentioned respective blow-out outlets.

[0061] Furthermore, the vehicle air conditioner 1 includes a heat medium circulation circuit 61 for circulating a heat medium in the battery 55 to adjust the temperature of the battery 55. That is, in the embodiment, the battery 55 is a vehicle-mounted device in the present invention.

[0062] 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, a heat medium heater 66 as a heating device composed of an electric heater such as a PTC heater, a flow switching device 60 and the above-mentioned heater core 23, which are connected to the battery 55 through a heat medium piping 68.

[0063] In 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. The 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. Then, one outlet of the flow path switching device 60 is connected to the heat medium pipe 68C, 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.

[0064] The heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 is connected to the heat medium piping 68D, and the heat medium piping 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 equipment). Then, the outlet of the battery 55 is connected to the heat medium piping 68E, and the heat medium piping 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 piping 68F, and the heat medium piping 68F is connected to the inlet of the heater core 23. The outlet of the heater core 23 is connected to the heat medium piping 68G, and the heat medium piping 68G is connected to the heat medium piping 68E.

[0065] The flow path switching device 60 used in the present invention is a valve device, which has an inlet and two outlets, one and the other. By moving the valve body with an electromagnetic coil or an electric motor, the internal flow path can be switched to three states: a state in which the inlet is connected to only one outlet, a state in which the inlet is connected to only the other outlet, and a state in which the inlet is connected to two outlets (one and the other outlet).

[0066] Therefore, in a state where the inlet of the flow path switching device 60 is connected to only one outlet, the heat medium discharged from the circulation pump 62 flows into the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 immediately after passing through the heat medium heater 66, and then flows into the battery 55. In addition, in a state where the inlet of the flow path switching device 60 is connected to both outlets, the heat medium discharged from the circulation pump 62 is divided after passing through the heat medium heater 66, one flows through the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64, and the other flows into the heater core 23. In addition, in a state where the inlet of the flow path switching device 60 is connected to only the other outlet, it is configured so that the heat medium discharged from the circulation pump 62 flows into the heater core 23 immediately after passing through the heat medium heater 66.

[0067] As the heat medium used in the heat medium circulation circuit 61, for example, water, refrigerant such as HFO-1234yf, liquid such as coolant, gas such as air, etc. can be used. In addition, in the embodiment, water is used as the heat medium. In addition, it is set to implement a shell structure around the battery 55 so that, for example, the heat medium and the battery 55 can flow in a heat exchange relationship.

[0068] As heat medium circulation modes of the heat medium circulation circuit 61 , 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.

[0069] (1) First heat medium circulation mode

[0070] That is, when the flow path switching device 60 is switched to a state where the inlet is connected to only one outlet, if the circulation pump 62 is running and the heat medium heater 66 is heated, Figure 4 and Figure 5 As indicated by the solid arrow, the heat medium discharged from the circulation pump 62 flows into the heat medium heater 66 through the heat medium pipe 68A and is heated. Then, the heat medium heated by the heat medium heater 66 circulates as follows: it flows through the heat medium pipe 68B, the flow path switching device 60, the heat medium pipe 68C, the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64, the heat medium pipe 68D, the battery 55, the heat medium pipe 68E, and is sucked into the circulation pump 62. This is the first heat medium circulation mode.

[0071] In the first heat medium circulation mode, the heat medium circulates among the heat medium heater 66, the refrigerant-heat medium heat exchanger 64, and the battery 55, so that the battery 55 can be heated by the heat generated by the heat medium heater 66. In addition, as described later, the refrigerant flows through the refrigerant flow path 64B ( Figure 5 As shown by the blank arrow in the figure), the heat is absorbed from the heat medium. Thus, part of the heat of the heat medium heater 66 can also be absorbed by the refrigerant and transported to the radiator 4 for auxiliary heating.

[0072] In addition, in the flow mode of the first heat medium circulation mode, the heat medium heater 66 is not heated, and the refrigerant is made to flow through the refrigerant flow path 64B of the refrigerant-heat medium exchanger 64 to absorb heat, thereby recovering the waste heat of the battery 55 and transmitting it to the radiator 4. In this case, the battery 55 itself is cooled, so that even if the temperature of the battery 55 is too high, the battery 55 can be cooled and set to an appropriate temperature range. In addition, in the case of the battery 55, the appropriate temperature range is generally set to be above +25°C and below +45°C. Therefore, in the embodiment, the upper limit of the appropriate temperature range is set to a specified value T3 (+45°C), and the lower limit is set to a specified value T1 (+25°C).

[0073] (2) Second heat medium circulation mode

[0074] Next, when the flow path switching device 60 is switched to a state where the inlet is connected to the two outlets, if the circulation pump 62 is operated and the heat medium heater 66 is heated, Figure 6 As shown by the solid arrow, the heat medium discharged from the circulation pump 62 flows into the heat medium heater 66 through the heat medium pipe 68A and is heated. Then, the heat medium heated by the heat medium heater 66 flows into the flow path switching device 60 through the heat medium pipe 68B and is divided into one outlet and the other outlet.

[0075] The heat medium flowing out of one outlet of the flow path switching device 60 circulates in the same manner as described above: it flows through the heat medium pipe 68C, the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64, the heat medium pipe 68D, the battery 55, the heat medium pipe 68E, and is sucked into the circulation pump 62. In addition, the heat medium flowing out of the other outlet of the flow path switching device 60 circulates: it flows through the heat medium pipe 68F, the heater core 23, the heat medium pipe 68G, the heat medium pipe 68E, and is sucked into the circulation pump 62. This is the second heat medium circulation mode.

[0076] In the second heat medium circulation mode, the heat medium circulates between the heat medium heater 66, the refrigerant-heat medium heat exchanger 64 and 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 heater 66, and the heater core 23 can be used to heat the air flowing in the air flow path 3 to assist heating.

[0077] In addition, similarly to the above, by allowing the refrigerant to flow through the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 and absorbing heat from the heat medium, heat can also be absorbed from the heat medium branched to one outlet by the flow path switching device 60 into the refrigerant and transported to the radiator 4 to assist heating. In this case, the heat medium heading toward the battery 55 is cooled, so the temperature of the heat medium flowing into the battery 55 can be reduced.

[0078] (3) The third heat medium circulation mode

[0079] Next, when the flow path switching device 60 is switched to a state where the inlet is connected to only the other outlet, if the circulation pump 62 is running and the heat medium heater 66 is heated, Figure 3 As indicated by the solid arrow, the heat medium discharged from the circulation pump 62 circulates in the following manner: it sequentially flows through the heat medium pipe 68A, the heat medium heater 66, the heat medium pipe 68B, the flow path switching device 60, 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. This is the third heat medium circulation mode.

[0080] In the third heat medium circulation mode, the heat medium circulates between the heat medium heater 66 and the heater core 23. Therefore, the heat medium heated by the heat medium heater 66 can circulate in the heater core 23 and heat the air flowing into the heater 4. That is, the heat medium heater 66 for heating the battery 55 can be used to assist heating of the vehicle cabin.

[0081] Here, one end of a branch pipe 72 as a branch circuit is connected to the outlet of the refrigerant pipe 13F of the refrigerant circuit R, that is, the refrigerant downstream side of the connection portion of the refrigerant pipe 13F and the refrigerant pipe 13B and the refrigerant upstream side of the indoor expansion valve 8. 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 refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, decompresses and expands the refrigerant flowing into the refrigerant flow path 64B, and is set to be fully closable.

[0082] Then, the other end of the branch pipe 72 is connected to the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, one end of the refrigerant pipe 74 is connected to the outlet of the refrigerant flow path 64B, and the other end of the refrigerant pipe 74 is connected to the refrigerant downstream side of the check valve 20 and to the refrigerant pipe 13C before the accumulator 12 (refrigerant upstream side). These auxiliary expansion valves 73 and the like also constitute a part of the refrigerant circuit R of the heat pump device HP, and also constitute a part of the heat medium circulation circuit 61.

[0083] When the auxiliary expansion valve 73 is open, the refrigerant (part or all of the refrigerant) coming out of the refrigerant pipe 13F and the outdoor heat exchanger 7 flows into the branch pipe 72, and after being decompressed by the auxiliary expansion valve 73, flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, and evaporates there. The refrigerant absorbs heat from the heat medium flowing through the heat medium flow path 64A while flowing through the refrigerant flow path 64B, and is then sucked into the compressor 2 through the accumulator 12. That is, the refrigerant-heat medium heat exchanger 64 cools the heat medium flowing into the battery 55 through the flow path switching device 60.

[0084] (4) Air conditioning controller 32

[0085] then, Figure 2 In the figure, reference numeral 32 denotes an air-conditioning controller 32 as a control device in charge of controlling the vehicle air-conditioning device 1. The air-conditioning controller 32 is constituted by a microcomputer as an example of a computer including a processor.

[0086] The input of the air conditioning controller 32 (control device) is connected to the outputs of the following sensors: an external air temperature sensor 32, which detects the external air temperature (Tam) of the vehicle; an external air humidity sensor 34, which detects the external air humidity; an HVAC intake temperature sensor 36, which detects the temperature of the air sucked into the air flow path 3 from the intake port 25; an internal air temperature sensor 37, which detects the temperature of the air in the vehicle compartment (internal air); an internal air humidity sensor 38, which detects the humidity of the air in the vehicle compartment; an indoor CO2 concentration sensor 39, The indoor CO2 concentration sensor 39 detects the carbon dioxide concentration in the vehicle compartment; the blow-out temperature sensor 41 detects the temperature of the air blown from the blow-out port 29 into the vehicle compartment; the discharge pressure sensor 42 detects the discharge refrigerant pressure (discharge pressure Pd) of the compressor 2; the discharge temperature sensor 43 detects the discharge refrigerant temperature of the compressor 2; the suction temperature sensor 44 detects the suction refrigerant temperature of the compressor 2; the radiator temperature sensor 46 detects the temperature of the radiator 4 (the temperature of the air passing through the radiator 4 or the temperature of the radiator 4 itself: radiator temperature TCI); the radiator pressure sensor A radiator pressure sensor 47 detects the refrigerant pressure of the radiator 4 (the pressure of the refrigerant in the radiator 4 or just after leaving the radiator 4: radiator pressure PCI); an absorber temperature sensor 48 detects the temperature of the absorber 9 (the temperature of the air passing through the absorber 9 or the temperature of the absorber 9 itself: absorber temperature Te); an absorber pressure sensor 49 detects the refrigerant pressure of the absorber 9 (the pressure of the refrigerant in the absorber 9 or just after leaving the absorber 9); a sunshine sensor 51, the sunshine sensor 51 is used to detect the amount of sunshine into the vehicle compartment, for example, a photoelectric sensor type; a vehicle speed sensor 52, the vehicle speed sensor 52 detects the moving speed of the vehicle (vehicle speed ); an air conditioning operating unit 53, which is used to set the set temperature and switch the air conditioning operation; an outdoor heat exchanger temperature sensor 54, which detects the temperature of the outdoor heat exchanger 7 (the temperature of the refrigerant just after leaving the outdoor heat exchanger 7 or the temperature of the outdoor heat exchanger 7 itself: the outdoor heat exchanger temperature TXO. When the outdoor heat exchanger 7 functions as an evaporator, the outdoor heat exchanger temperature TXO becomes the evaporation temperature of the refrigerant in the outdoor heat exchanger 7); and an outdoor heat exchanger pressure sensor 56, which detects the refrigerant pressure of the outdoor heat exchanger 7 (the pressure of the refrigerant in the outdoor heat exchanger 7 or just after leaving the outdoor heat exchanger 7).

[0087] In addition, the input of the air conditioning controller 32 is also connected to the outputs of the following sensors: a battery temperature sensor 76, which detects the temperature of the battery 55 (the temperature of the battery 55 itself: battery temperature TB); a heat medium inlet temperature sensor 78, which detects the temperature of the heat medium flowing into the battery 55 via the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 (inlet heat medium temperature Twin); and a heat medium outlet temperature sensor 77, which detects the temperature of the heat medium leaving the battery 55 (outlet heat medium temperature Twout).

[0088] On the other hand, the output of the air conditioning controller 32 is connected to the compressor 2, the outdoor air blower 15, the indoor air blower (blower) 27, the suction switching damper 26, the air mixing damper 28, the outlet switching damper 31, the outdoor expansion valve 6, the indoor expansion valve 8, the electromagnetic valves 22 (dehumidification) and 21 (heating), the circulation pump 62, the heat medium heater 66, the auxiliary expansion valve 73, and the flow path switching device 60. Then, the air conditioning controller 32 controls these components based on the output of each sensor and the setting input by the air conditioning operation unit 53.

[0089] Using the above structure, the operation of the vehicle air conditioner 1 of the embodiment will be described. In this embodiment, the air conditioner controller 32 (control device) switches and performs each air conditioning operation of heating operation, dehumidification heating operation, dehumidification cooling operation, and cooling operation, and adjusts the temperature of the battery 55 (vehicle-mounted equipment). First, each air conditioning operation of the heat pump device HP of the vehicle air conditioner 1 will be described.

[0090] (5) Heating operation

[0091] First, refer to Figure 1 , Figure 3 to Figure 6 The heating operation will be described below. Figure 1 , Figure 3 to Figure 6 2 shows the flow of refrigerant in the refrigerant circuit R during heating operation (dashed arrows). When the air conditioning controller 32 (automatic mode) or the air conditioning operation unit 53 is manually operated (manual mode) at low outside air temperatures such as in winter, the air conditioning controller 32 opens the solenoid valve 21 (for heating) and fully closes the indoor expansion valve 8. In addition, the solenoid valve 22 (for dehumidification) is closed.

[0092] Then, the compressor 2 and the respective blowers 15 and 27 are operated, and the air mixing damper 28 is set to a state in which the ratio of the air blown out from the indoor blower 27 to the heater core 23 and the radiator 4 is adjusted. 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 path 3 is ventilated with the radiator 4, the air in the air flow path 3 is heated by the high-temperature refrigerant in the radiator 4, and on the other hand, the refrigerant in the radiator 4 is cooled by the heat taken away by the air, and condensed and liquefied.

[0093] After the refrigerant liquefied in the radiator 4 leaves the radiator 4, it reaches the outdoor expansion valve 6 through the refrigerant pipes 13E and 13J. The refrigerant flowing into the outdoor expansion valve 6 is decompressed in the outdoor expansion valve 6 and then flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 evaporates and absorbs heat (absorbs heat) from the outside air ventilated by the vehicle running or by the outdoor blower 15. Then, the low-temperature refrigerant leaving the outdoor heat exchanger 7 passes through the refrigerant pipe 13A, the refrigerant pipe 13D and the electromagnetic valve 21 and reaches the refrigerant pipe 13C, and enters the storage 12 through the check valve 20 of the refrigerant pipe 13C. After gas-liquid separation occurs here, the gas refrigerant is sucked into the compressor 2, and this cycle is repeated. The air heated by the radiator 4 is blown out from the blow-out port 29, thereby heating the vehicle cabin.

[0094] The air conditioning controller 32 calculates the target radiator pressure PCO (target value of the pressure PCI of the radiator 4) based on the target heater temperature TCO (the air temperature on the downwind side of the radiator 4 (the heating temperature TH described below)) calculated from the target outlet temperature TAO described below, controls the rotation speed of the compressor 2 based on the target radiator pressure PCO and the refrigerant pressure of the radiator 4 detected by the radiator pressure sensor 47 (radiator pressure PCI. High pressure of the refrigerant circuit R), and controls the valve opening of the outdoor expansion valve 6 based on the temperature of the radiator 4 detected by the radiator temperature sensor 46 (radiator temperature TCI) and the radiator pressure PCI detected by the radiator pressure sensor 47 to control the degree of subcooling of the refrigerant at the outlet of the radiator 4. The above-mentioned target radiator temperature TCO is derived from the target outlet temperature TAO as described below. In addition, when the heating capacity of the radiator 4 is insufficient, as described below, the heat medium heater 66 is energized to generate heat to supplement the heating capacity in the vehicle cabin (heating assistance).

[0095] In addition, the air conditioning controller 32 is assumed to open the solenoid valve 22 during the heating operation, and also to open the auxiliary expansion valve 73 to control the valve opening. As a result, part of the refrigerant leaving the radiator 4 is diverted on the refrigerant upstream side of the outdoor expansion valve 6, such as Figure 5 and Figure 6As shown by the blank arrow in the middle, the refrigerant reaches the refrigerant upstream side of the indoor expansion valve 8 through the refrigerant pipe 13F. The refrigerant then enters the branch pipe 72, is decompressed 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 to evaporate. At this time, the heat absorption effect is exerted. The refrigerant evaporated in the refrigerant flow path 64B is sucked into the compressor 2 through the refrigerant pipe 74, the refrigerant pipe 13C and the accumulator 12 in sequence, and this cycle is repeated.

[0096] (6) Dehumidification and heating operation

[0097] Next, in the dehumidification and heating operation, the air conditioning controller 32 opens the electromagnetic valve 22 in the above-mentioned heating operation state, and opens the indoor expansion valve 8 to decompress and expand the refrigerant. 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 electromagnetic valve 22, flows from the refrigerant pipe 13B to the indoor expansion valve 8, and the remaining refrigerant flows to the outdoor expansion valve 6. That is, a part of the diverted refrigerant is decompressed by the indoor expansion valve 8, and then flows into the heat absorber 9 and evaporates.

[0098] The air conditioner controller 32 controls the valve opening of the indoor expansion valve 8 to maintain the superheat (SH) of the refrigerant at the outlet of the heat absorber 9 at a specified value. However, at this time, due to the heat absorption effect of the refrigerant generated in the heat absorber 9, the moisture in the air blown out from the indoor blower 27 condenses and adheres to the heat absorber 9, so the air is cooled and dehumidified. The remaining refrigerant that is divided and flows into the refrigerant pipe 13J is decompressed in the outdoor expansion valve 6 and evaporates in the outdoor heat exchanger 7.

[0099] The refrigerant evaporated in the heat absorber 9 leaves the refrigerant pipe 13C and merges with the refrigerant from the refrigerant pipe 13D (the refrigerant from the outdoor heat exchanger 7), and then is sucked into the compressor 2 via the check valve 20 and the accumulator 12, and this cycle is repeated. The air dehumidified by the heat absorber 9 is heated again in the process of passing through the radiator 4, so that the interior of the vehicle can be dehumidified and heated.

[0100] The air conditioning controller 32 controls the speed of the compressor 2 based on the target radiator pressure PCO calculated according to the target radiator temperature TCO and the radiator pressure PCI (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47, and controls the valve opening of the outdoor expansion valve 6 based on the temperature of the absorber 9 (absorber temperature Te) detected by the absorber temperature sensor 48.

[0101] (7) Dehumidification and cooling operation

[0102] Next, in the dehumidification and cooling operation, the air conditioning controller 32 opens the indoor expansion valve 8 to set the refrigerant to a state of decompression and expansion, and closes the solenoid valve 21 and the solenoid valve 22. Then, the compressor 2 and the respective blowers 15 and 27 are operated, and the air mixing damper 28 is set to a state of adjusting the ratio of the air blown out 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 path 3 is ventilated with the radiator 4, the air in the air flow path 3 is heated by the high-temperature refrigerant in the radiator 4, and on the other hand, the refrigerant in the radiator 4 is cooled by the heat taken away by the air, and condensed and liquefied.

[0103] 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 controlled to be in an open state. The refrigerant flowing into the outdoor heat exchanger 7 is condensed by air cooling by the outside air of the vehicle running or 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 decompressed in the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. Due to the heat absorption at this time, the moisture in the air sent from the indoor blower 27 condenses and adheres to the heat absorber 9, so the air is cooled and dehumidified.

[0104] The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 via the refrigerant pipe 13C and the check valve 20, and is sucked into the compressor 2 via the accumulator 12, and this cycle is repeated. The air cooled and dehumidified by the heat absorber 9 is heated again (reheating: 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 can be dehumidified and cooled.

[0105] The air conditioning controller 32 controls the rotation speed of the compressor 2 to set the absorber temperature Te to the target absorber temperature TEO based on the temperature of the absorber 9 detected by the absorber temperature sensor 48 (absorber temperature Te) and its target temperature, i.e., the target absorber temperature TEO, and controls the valve opening of the outdoor expansion valve 6 to set the radiator pressure PCI to the target radiator pressure PCO based on the radiator pressure PCI (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47 and the target radiator pressure PCO (target value of the radiator pressure PCI) calculated according to the target heater temperature TCO, thereby obtaining the reheating amount required for the radiator 4.

[0106] (8) Refrigeration operation

[0107] Next, in cooling operation, the air conditioning controller 32 fully opens the valve opening of the outdoor expansion valve 6 in the above-mentioned dehumidification cooling operation state. In addition, the air mixing damper 28 is set to a state in which the ratio of air ventilation to the heater core 23 and the radiator 4 is adjusted.

[0108] Thus, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Although the radiator 4 is ventilated with the air in the air flow path 3, the ratio is reduced (because it is only reheated during cooling), so the refrigerant almost only passes through the radiator 4, and the refrigerant leaving the radiator 4 passes through the refrigerant pipe 13E to reach the outdoor expansion valve 6. At this time, since the outdoor expansion valve 6 is fully opened, the refrigerant directly passes through the outdoor expansion valve 6 through the refrigerant pipe 13J and flows into the outdoor heat exchanger 7, where it is air-cooled and condensed and liquefied by the outside air ventilated by the outdoor fan 15 during driving.

[0109] 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 decompressed in the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. At this time, due to the heat absorption effect, the moisture in the air blown out from the indoor blower 27 condenses and adheres to the heat absorber 9, and the air is cooled.

[0110] The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 via the refrigerant pipe 13C and the check valve 20, and is sucked into the compressor 2 via the accumulator 12, and this cycle is repeated. The air cooled and dehumidified in the radiator 9 is blown into the vehicle compartment from the blow-out port 29, thereby cooling the vehicle compartment. In this cooling mode, 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.

[0111] In addition, in the cooling operation, if the auxiliary expansion valve 73 is opened and its valve opening is controlled, a part of the refrigerant leaving the outdoor heat exchanger 7 is diverted on the refrigerant upstream side of the indoor expansion valve 8, enters the branch pipe 72 and is decompressed 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, the heat absorption effect is exerted. The refrigerant evaporated in the refrigerant flow path 64B is sucked into the compressor 2 through the refrigerant piping 74, the refrigerant piping 13C and the storage 12 in sequence, and such a cycle is repeated. Therefore, the circulation pump 62 is operated, the heat medium heater 66 does not generate heat, and the flow path switching device 60 is set to the same flow mode as the first heat medium circulation mode, thereby also being able to cool the battery 55 through the refrigerant and through the heat medium.

[0112] (9) Air conditioning operation switching control

[0113] The air conditioning controller 32 calculates the above-mentioned target air outlet temperature TAO according to the following formula (I). The target air outlet temperature TAO is a target value of the temperature of the air blown from the air outlet 29 into the vehicle cabin.

[0114] TAO=(Tset-Tin)×K+Tbal(f(Tset、SUN、Tam))

[0115] ··(I)

[0116] Here, Tset is the set temperature in the cabin set in the air conditioning operation unit 53, Tin is the temperature of the air in the cabin detected by the interior air temperature sensor 37, K is a coefficient, and Tbal is a balance value calculated based on the set temperature Tset, the sunshine amount SUN detected by the sunshine sensor 51, and the outside air temperature Tam detected by the outside air temperature sensor 33. Generally speaking, the lower the outside air temperature Tam, the higher the target outlet temperature TAO is, and it decreases as the outside air temperature Tam increases.

[0117] Furthermore, the air conditioning controller 32 calculates (derives) the target heater temperature TCO based on the target outlet temperature TAO using the following equation (II).

[0118] TCO=f(TAO)··(II)

[0119] In addition, f in the above formula (II) means control restrictions, offsets, etc., but is basically set to TCO = TAO. Therefore, if the target blowing temperature TAO rises, the target heater temperature TCO also rises, and if the target blowing temperature TAO drops, the target heater temperature TCO also drops.

[0120] In the heating operation, the air conditioning controller 32 calculates (estimates) the heating temperature TH according to the first-order delayed calculation formula (III) shown below. The 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.

[0121] TH=(INTL×TH0+Tau×THz) / (Tau+INTL)

[0122] ··(III)

[0123] Here, INTL is a calculation cycle (constant), Tau is a time constant of a primary delay, TH0 is a value of the heating temperature TH in a stable state before the primary delay calculation, that is, a stable value, and THz is a previous value of the heating temperature TH.

[0124] In the heating operation, the air conditioning controller 32 calculates the heating capacity in the vehicle cabin required of the radiator 4 , ie, the target heating capacity TGQhp, and the heating capacity Qhp that the radiator 4 can generate, for example, using the following equations (IV) and (V).

[0125] TGQhp=(TCO-Te)×Cpa×ρ×Qair··(IV)

[0126] Qhp=f(Tam, NC, BLV, VSP, FANVout, Te)··(V)

[0127] 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 (specific volume) of the air flowing into the radiator 4 [kg / m 3 ], Qair is the air volume passing through radiator 4 [m 3 / h] (estimated from the blower voltage BLV of the indoor fan 27, etc.), VSP is the vehicle speed obtained from the vehicle speed sensor 52, and FANvout is the voltage of the outdoor fan 15.

[0128] The air conditioning controller 32 selects any one of the above-mentioned air conditioning operations according to the outside air temperature Tam and the target air outlet temperature TAO detected by the outside air temperature sensor 33 at startup. In addition, after startup, the above-mentioned air conditioning operations are selected and switched according to changes in the environment and setting conditions such as the outside air temperature Tam and the target air outlet temperature TAO.

[0129] (10) Heating of the battery 55 using the heat medium heater 66 and heating assist control by the heater core 23

[0130] Next, refer to Figure 7 The flowchart shown in FIG. 1 is used to explain the control related to the heating of the battery 55 using the heat medium heater 66 and the heating assistance of the vehicle cabin by the heater core 23 by the air conditioning controller 32. Figure 7 In step S1, it is determined whether the battery temperature TB detected by the battery temperature sensor 76 is low (predetermined hysteresis). The determination method in this case is whether the battery temperature TB is lower than the above-mentioned predetermined value T1 (the lower limit of the appropriate temperature range of the battery 55). In addition, it is not limited to the battery temperature TB, and the outlet heat medium temperature Twout detected by the heat medium outlet temperature sensor 77 can also be used for determination.

[0131] In step S1, when the battery temperature TB (or the outlet heat medium temperature Twout. The same applies below) is not lower than the specified value T1, the air-conditioning controller 32 determines that the battery temperature TB is low and therefore there is no need to heat the battery 55, and enters step S9 to determine whether auxiliary heating is needed. The judgment method in this case is whether the heating temperature TH is lower than the above-mentioned target outlet temperature TAO. In addition, it is not limited to the target outlet temperature TAO, and the above-mentioned target heater temperature TCO can also be used instead. In addition, the meaning of ">>" in step S9 of the flowchart of the embodiment is that the heating temperature TH is lower than the target outlet temperature TAO, and the difference is above the equivalent value, but this also includes the case where the heating temperature TH is lower than the target outlet temperature TAO. Otherwise, it can be simply judged by TAO>TH. In addition, a prescribed hysteresis is also provided in this case.

[0132] If the heating temperature TH is not lower than the target outlet temperature TAO (or the target heater temperature TCO, the same below) in step S9, the air conditioning controller 32 determines that auxiliary heating is not required and proceeds to step S12 to stop the heat medium circulation circuit 61. Figure 1 In addition to stopping the heat medium circulation circuit 61, only the circulation pump 62 may be operated, and the flow path switching device 60 may be set to the flow mode of the first heat medium circulation mode to circulate the heat medium in the battery 55. Thus, as described above, the battery 55 can also be cooled by the refrigerant.

[0133] (10-1) Auxiliary heating mode

[0134] On the other hand, when the heating temperature TH is lower than the target outlet temperature TAO in step S9, the air conditioning controller 32 determines that the heating capacity of the radiator 4 is insufficient and auxiliary heating is required, and proceeds to step S10. That is, when the heating capacity of the radiator 4 is insufficient but the heating capacity of the battery 55 does not need to be heated, the process proceeds to step S10 and calculates the required heat quantity TGQhtr1 of the heat medium heater 66. The required heat quantity TGQhtr in this case is calculated, for example, by the following formula (VI).

[0135] TGQhtr1=TGQhp-Qhp··(VI)

[0136] That is, the air conditioning controller 32 sets the required heat quantity TGQhtr1, which is the target value of the heat generation of the heat medium heater 66, to the insufficient amount (TGQhp-Qhp) of the heating capacity of the radiator 4. For example, when the insufficient amount of the heating capacity of the radiator 4 is 2 kW, the required heat quantity TGQhtr1 of the heat medium heater 66 is set to 2 kW.

[0137] Next, the air conditioning controller 32 proceeds to step S11, operates the circulation pump 62 of the heat medium circulation loop 61, energizes the heat medium heater 66 to generate the required heat TGHthr1, and connects the inlet of the flow path switching device 60 only to the other outlet, thereby setting the above-mentioned third heat medium circulation mode. This is the auxiliary heating mode. In addition, in the embodiment, the circulation pump 62 is driven at a constant speed. In addition, in this auxiliary heating mode, the air conditioning controller 32 sets the auxiliary expansion valve 73 to fully closed so that the refrigerant does not flow through the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64.

[0138] In the auxiliary heating mode, Figure 3 As shown, the heat medium heated by the heat medium heater 66 is circulated to the heater core 23 by the circulation pump 62 via the flow path switching device 60, so that the air flowing in the air flow path 3 is heated by the heater core 23, and heating assistance is performed by an amount corresponding to the insufficient heating capacity of the radiator 4. In addition, when TGQhp=Qhp, TGQhtr1 becomes 0, but in this case, the process proceeds from step S9 to step S12.

[0139] (10-2) Vehicle-mounted equipment heating mode

[0140] On the other hand, if the battery temperature TB is lower than the specified value T1 in step S1, the air conditioning controller 32 proceeds to step S2 to determine whether auxiliary heating is required. The determination method in this case is the same as the method in step S9 (TAO>>TH). If the heating temperature TH is not lower than the target air outlet temperature TAO in step S2, the air conditioning controller 32 determines that auxiliary heating is not required and proceeds to step S7.

[0141] That is, when the battery 55 needs to be heated but the heating capacity of the radiator 4 is not insufficient, the process proceeds to step S7 to calculate the required heat quantity TGQhtr2 of the heat medium heater 66. The required heat quantity TGQhtr2 in this case is calculated by, for example, the following formula (VII).

[0142] TGQhtr2=f(T1-TB)··(VII)

[0143] The right side of the above formula (VII) of the embodiment is a formula for converting the difference between the specified value T1 and the battery temperature TB into heat. The required heat TGQhtr2 in this case is the heat required for heating the battery 55. The required heat TGQhtr2 increases as the battery temperature TB is lower than the specified value T1 and the difference increases.

[0144] For example, when the amount of heat required for heating the battery 55 is 2 kW, the amount of heat required for heating the heat medium heater 66 TGQhtr2 is set to 2 kW. This is not limiting, and the required amount of heat TGQhtr2 (the amount of heat required for heating the battery 55) may be calculated by, for example, PI or PID calculation based on a deviation e between a predetermined value (e.g., a center value) within the appropriate temperature range of the battery 55 and the battery temperature TB.

[0145] Next, the air conditioning controller 32 proceeds to step S8, operates the circulation pump 62 of the heat medium circulation loop 61, energizes the heat medium heater 66 to generate the required heat TGQhtr2, and connects the inlet of the flow path switching device 60 to only one outlet, thereby setting the first heat medium circulation mode. This is the vehicle-mounted equipment heating mode. In addition, even in this vehicle-mounted equipment heating mode, the air conditioning controller 32 sets the auxiliary expansion valve 73 to be fully closed so that the refrigerant does not flow through the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64.

[0146] In the vehicle-mounted device heating mode, if Figure 4 As shown in FIG. 1 , the heat medium heated by the heat medium heater 66 is circulated to the battery 55 by the circulation pump 62 in sequence through the flow path switching device 60 and the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64. Therefore, the battery 55 is heated by the heat medium, and the battery temperature TB rises to an appropriate temperature range. In addition, if TB=T1, TGQhtr2 becomes 0, but in this case, the process proceeds from step S1 to step S9.

[0147] (10-3) 1st vehicle-mounted equipment heating / auxiliary heating mode

[0148] Next, in step S2, when the heating capacity of the radiator 4 is insufficient and auxiliary heating is required, the air conditioning controller 32 proceeds to step S3. That is, when the battery 55 needs to be heated and the heating capacity of the radiator 4 is insufficient, the air conditioning controller 32 proceeds to step S3 and calculates the required heat quantity TGQhtr3 of the heat medium heater 66. The required heat quantity TGQhtr3 in this case is calculated, for example, by the following formula (VIII).

[0149] TGQhtr3=TGQhtr2+TGQhtr1··(VIII)

[0150] According to the above formula (VIII), the sum of the heat required for heating the battery 55 (TGQhtr2) and the insufficient amount of heating capacity of the radiator 4 (TGQhtr1) is set to the required heat amount TGQhtr3 in this case. For example, when the heat required for heating the battery 55 (the required heat amount TGQhtr2) is 2kW and the insufficient amount of heating capacity of the radiator 4 (the required heat amount TGQhtr1) is 1kW, the required heat amount TGQhtr3 is 3kW. On the other hand, when the insufficient amount of heating capacity of the radiator 4 is large, and the heat required for heating the battery 55 (the required heat amount TGQhtr2) is 2kW and the insufficient amount of heating capacity of the radiator 4 (the required heat amount TGQhtr1) is 3kW, the required heat amount TGQhtr3 increases to 5kW.

[0151] Next, the air conditioning controller 32 proceeds to step S4 and determines whether the inlet heat medium temperature Twin detected by the heat medium inlet temperature sensor 78 is higher than the prescribed allowable value T2. In addition, in the embodiment, the allowable value T2 is set to the upper limit of the appropriate temperature range of the battery 55, that is, the prescribed value T3 (T2=T3). The reason is that when the inlet heat medium temperature Twin flowing into the battery 55 exceeds the upper limit of the appropriate temperature range of the battery 55, the unit of the battery 55 located at the inlet portion of the heat medium is at risk of deterioration.

[0152] In addition, the meaning of "<<" in step S4 of the flowchart of the embodiment is that the inlet heat medium temperature Twin is higher than the allowable value T2, and the difference is above the equivalent value, but this also includes the case where the inlet heat medium temperature Twin is higher than the allowable value T2. Otherwise, it can be simply judged by T2<Twin.

[0153] In step S4, when the inlet heat medium temperature Twin is below the allowable value T2, the controller 32 proceeds to step S6. That is, when the battery 55 needs to be heated and the heating capacity of the radiator 4 is insufficient, and when the temperature of the heat medium flowing into the battery 55 (inlet heat medium temperature Twin) is below the allowable value T2, the controller 32 proceeds to step S6.

[0154] In step S6, the air conditioning controller 32 operates the circulation pump 62 of the heat medium circulation loop 61, starts to energize the heat medium heater 66 to generate the required heat TGQhtr3, and connects the inlet of the flow path switching device 60 to only one outlet, thereby setting the first heat medium circulation mode. In addition, the air conditioning controller 32 opens the solenoid valve 22 and also opens the auxiliary expansion valve 73 to control the valve opening degree thereof.

[0155] Thus, as described above, a portion of the refrigerant leaving the radiator 4 is branched on the refrigerant upstream side of the outdoor expansion valve 6, such as Figure 5As shown by the blank arrow in the middle, the refrigerant flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 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.

[0156] In the first vehicle-mounted equipment heating / auxiliary heating mode, if Figure 5 As shown, the heat medium heated by the heat medium heater 66 is circulated to the battery 55 through the flow path switching device 60 and the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 by the circulation pump 62. The heat medium is cooled by the refrigerant in the process of passing through the heat medium flow path 64A, so the cooled heat medium flows into the battery 55.

[0157] In addition, the heat absorbed from the heat medium by the refrigerant-heat medium heat exchanger 64 (part of the heat generated by the heat medium heater 66) is transferred to the radiator 4 through the refrigerant, thereby assisting the heating of the vehicle cabin. For example, the air conditioning controller 32 controls the valve opening of the auxiliary expansion valve 73 based on the inlet heat medium temperature Twin detected by the heat medium inlet temperature sensor 78, thereby adjusting the heat absorbed from the heat medium by the refrigerant-heat medium heat exchanger 64 so that the inlet heat medium temperature Twin does not exceed the allowable value T2, and both the heating of the battery 55 and the heating assistance are taken into account. As a result, the battery temperature TB rises to an appropriate temperature range.

[0158] However, if there is an upper limit to the amount of heat that the refrigerant-heat medium heat exchanger 64 can absorb, and it is 1 kW in the embodiment, then as described above, when the shortfall in the heating capacity of the radiator 4 (required heat TGQhtr1) is below 1 kW, the first vehicle-mounted equipment heating / auxiliary heating mode is continued until the inlet heat medium temperature Twin also converges to below the allowable value T2, the battery temperature TB reaches the specified value T1, and the process proceeds to step S9.

[0159] (10-4) Second vehicle-mounted equipment heating / auxiliary heating mode

[0160] On the other hand, when the shortfall in the heating capacity of the radiator 4 is large, for example, when the heat required for heating the battery 55 (required heat TGQhtr2) is 2 kW and the shortfall in the heating capacity of the radiator 4 (required heat TGQhtr1) is 3 kW as described above, the heat medium heater 66 is energized and controlled to generate the required heat TGQhtr3 of 5 kW.

[0161] If the heat medium heater 66 generates such a large amount of heat, even if the refrigerant-heat medium heat exchanger 64 extracts heat from the heat medium to the limit, the cooling effect of the refrigerant is insufficient and the inlet heat medium temperature Twin will rise above the required level. Figure 8To illustrate this status. Figure 8 The solid line in the middle represents the heating value of the heat medium heater 66, and the dotted line represents the change of the inlet heat medium temperature Twin.

[0162] From the start (time t0), the process proceeds to step S1, step S2, and step S3. After the first vehicle-mounted equipment heating / auxiliary heating mode is started in step S6, the heat generation of the heat medium heater 66 increases, and then it is controlled by the required heat TGQhtr3. The inlet heat medium temperature Twin also increases, and soon at time t1, the inlet heat medium temperature Twin reaches the allowable value T2. However, if the cooling effect of the refrigerant controlled by the auxiliary expansion valve 73 reaches the limit, the inlet heat medium temperature Twin further increases as shown by L2 in the figure, and thus the unit of the battery 55, especially the unit located at the inflow part of the heat medium, is overheated and deteriorates.

[0163] Therefore, when the inlet heat medium temperature Twin is higher than the allowable 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 loop 61 to generate the required heat TGQhtr3 by the heat medium heater 66, but sets the second heat medium circulation mode by connecting the inlet and the two outlets of the flow path switching device 60. In addition, the air conditioning controller 32 opens the solenoid valve 22 and also opens the auxiliary expansion valve 73 to control the valve opening.

[0164] Thus, as described above, a portion of the refrigerant leaving the radiator 4 is branched on the refrigerant upstream side of the outdoor expansion valve 6, such as Figure 6 As shown by the blank arrow in the middle, the refrigerant flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 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.

[0165] In the second vehicle-mounted equipment heating / auxiliary heating mode, if Figure 6 As shown, the heat medium heated by the heat medium heater 66 is circulated between the heat medium heater 66, the refrigerant-heat medium heat exchanger 64 and the battery 55, and between the heat medium heater 66 and the heater core 23 through the circulation pump 62. Therefore, the battery 55 is heated by the heat generated by the heat medium heater 66, and the air flowing in the air flow path 3 is heated by the heater core 23 to assist heating.

[0166] Furthermore, the heat medium is cooled by the refrigerant while passing through the heat medium flow path 64A, and thus the cooled heat medium flows into the battery 55. The heat taken from the heat medium by the refrigerant-heat medium heat exchanger 64 is transferred to the radiator 4 via the refrigerant, thereby assisting heating of the vehicle cabin.

[0167] That is, as shown in this example, when the heat required for heating the battery 55 (required heat TGQhtr2) is 2kW and the insufficient amount of heating capacity of the radiator 4 (required heat TGQhtr1) is 3kW, the heat absorbed by the refrigerant in the refrigerant-heat medium heat exchanger 64 is 1kW below the upper limit, and the heat dissipated by the heater 23 is 2kW, and the sum of these becomes the heat for heating assistance. As a result, the capacity diagram realizes both heating of the battery 55 and heating assistance in the vehicle cabin, and the cooling effect of the refrigerant in the refrigerant-heat medium heat exchanger 64 is not insufficient, as shown in FIG. Figure 8 As shown by L1 in FIG. 1 , the inlet heat medium temperature Twin can be prevented from exceeding the allowable value T2 , and thus, the deterioration of the battery 55 caused by the inflow of heat medium having an abnormally high temperature can be eliminated.

[0168] In addition, when the second vehicle-mounted equipment heating / auxiliary heating mode is set, the circulation amount of the heat medium based on the circulation pump 62 and the heating capacity of the air of the heater core 23 are set in the embodiment so that even if the heating value of the heat medium heater 66 is set to the maximum, the inlet heat medium temperature Twin is not higher than the allowable value T2.

[0169] In addition, a prescribed hysteresis α (α is a positive temperature value) is set in the judgment of step S4. Once the process proceeds from step S4 to step S5, the air conditioning controller 32 does not proceed from step S4 to step S6 until, for example, the inlet heat medium temperature Twin drops to the allowable value T2-α (Twin≤T2-α).

[0170] As described in detail above, according to the present invention, the flow path is switched by the flow path switching device 60 to a first heat medium circulation mode in which the heat medium in the heat medium heater 66 flows through the battery 55 but not through the heater core 23, a second heat medium circulation mode in which the heat medium flows through both the battery 55 and the heater core 23, and a third heat medium circulation mode in which the heat medium flows through the heater core 23 but not through the battery 55. Therefore, when the heater core 23 is not needed to heat the vehicle cabin and the battery 55 needs to be heated, the battery 55 can be heated by executing the first heat medium circulation mode, and the charging and discharging performance of the battery 55 can be maintained.

[0171] Furthermore, when only the interior of the vehicle needs to be heated, the third heat medium circulation mode can be executed to heat the interior of the vehicle using the heat generated by the heat medium heater 66. That is, the interior of the vehicle can also be heated using the heat medium heater 66 used to heat the battery 55, thereby achieving space saving and cost reduction due to the reduction of the heating device.

[0172] In particular, according to the present invention, when both heating of the battery 55 and heating of the vehicle cabin are required, by executing the second heat medium circulation mode, the heat generated by the heat medium heater 66 can be utilized to achieve both heating of the battery 55 and heating of the vehicle cabin based on the heater core 23. The heat medium heater 66 for heating the battery 55 can be utilized to flexibly balance the performance maintenance of the battery 55 and the heating of the vehicle cabin.

[0173] In addition, in the embodiment, a heat pump device HP having a compressor 2, a radiator 4, an outdoor heat exchanger 7, and a refrigerant-heat medium heat exchanger 64 is provided. Therefore, in the refrigerant-heat medium heat exchanger 64, heat can be absorbed from the heat medium flowing in the heat medium circulation loop 61 to the refrigerant, and the heat generated by the heat medium heater 66 can be transferred to the radiator 4 to assist heating in the vehicle cabin.

[0174] In addition, the heat medium is cooled by heat exchange with the refrigerant in the refrigerant-heat medium heat exchanger 64, so even if the heat generation of the heat medium heater 66 is increased in the second heat medium circulation mode, the temperature of the heat medium flowing through the battery 55 can be reduced to the range allowed by the battery 55. As a result, the temperature of the heat medium flowing through the battery 55 can be prevented from being higher than the allowed value, and more effective heating assistance can be performed by the heater core 23, and the air conditioning of the vehicle cabin can be performed more comfortably, so that the area of ​​heating operation can be expanded. In addition, as in the embodiment, the control of the heat medium circulation circuit 61 can be simplified, such as the circulation pump 62 can be controlled without any obstacles even when driven at a constant speed.

[0175] In particular, in this embodiment, the refrigerant-heat medium heat exchanger 64 is disposed between the flow path switching device 60 and the battery 55 so that the heat medium flowing into the battery 55 exchanges heat with the refrigerant. Therefore, heat can be absorbed from the heat medium flowing into the battery 55, and the temperature of the heat medium flowing into the battery 55 can be accurately lowered to a range allowed by the battery 55. Since the refrigerant absorbs heat from the heat medium diverted to the battery 55 side by the flow path switching device 60, the heating capacity based on the heater core 23 can be ensured.

[0176] Furthermore, in the embodiment, an auxiliary expansion valve 73 is provided for controlling the flow of refrigerant into the refrigerant-heat medium heat exchanger 64. Therefore, in an auxiliary heating mode in which the refrigerant-heat medium heat exchanger 64 does not need to absorb heat from the heat medium, or in a vehicle-mounted equipment heating mode in which the temperature of the heat medium does not need to be lowered, the refrigerant does not flow through the auxiliary expansion valve 73 through the refrigerant-heat medium heat exchanger 64, thereby reducing the load on the compressor 2.

[0177] In particular, in the embodiment, when the battery 55 needs to be heated and the heating capacity of the radiator 4 is not insufficient, the air-conditioning controller 32 uses the auxiliary expansion valve 73 to prevent the refrigerant from flowing into the refrigerant-heat medium heat exchanger 64, and executes the vehicle-mounted equipment heating mode in which the heat medium circulation loop 61 is set to the first heat medium circulation mode. Therefore, when the battery 55 needs to be heated and the heating capacity of the radiator 4 is not insufficient, the heat medium heater 66 can effectively heat the battery 55 without allowing the refrigerant to flow through the refrigerant-heat medium heat exchanger 64.

[0178] On the other hand, when the battery 55 needs to be heated and the heating capacity of the radiator 4 is insufficient, the air-conditioning controller 32 allows the refrigerant to flow through the refrigerant-heat medium heat exchanger 64 through the auxiliary expansion valve 73, and executes the first vehicle-mounted equipment heating / auxiliary heating mode in which the heat medium circulation loop 61 is set to the first heat medium circulation mode. Therefore, both the heating of the battery 55 and the auxiliary heating of the vehicle cabin by transferring the heat absorbed by the refrigerant-heat medium heat exchanger 64 to the radiator 4 can be achieved.

[0179] Here, when the temperature Twin of the heat medium flowing into the battery 55 in the first vehicle-mounted equipment heating / auxiliary heating mode is higher than the prescribed allowable value T2, the air-conditioning controller 32 allows the refrigerant to flow through the refrigerant-heat medium heat exchanger 64 via the auxiliary expansion valve 73, and executes the second vehicle-mounted equipment heating / auxiliary heating mode in which the heat medium circulation loop 61 is set to the second heat medium circulation mode, thereby achieving both the heating of the battery 55 and the heating assistance performed by the heater core 23.

[0180] In particular, in this case, auxiliary heating of the vehicle cabin is also performed by transferring the heat absorbed by the refrigerant-heat medium heat exchanger 64 to the radiator 4 via the refrigerant, and the heat medium flowing into the battery 55 is cooled. Therefore, even if the heating capacity based on the heater core 23 is increased by increasing the heating value of the heat medium heater 66, the temperature of the heat medium flowing into the battery 55 can be properly maintained at an allowable value, thereby preventing degradation of the battery 55.

[0181] In addition, when there is no need to heat the battery 55 and the heating capacity of the radiator 4 is insufficient, the air conditioning control 32 blocks the flow of refrigerant into the refrigerant-heat medium heat exchanger through the auxiliary expansion valve 73, and executes an auxiliary heating mode that sets the heat medium circulation loop 61 to the third heat medium circulation mode. Therefore, the heat medium heater 66 used to heat the battery 55 can effectively assist in heating the vehicle cabin.

[0182] In addition, in the present embodiment, when the battery temperature TB or the temperature Twout of the heat medium passing through the battery 55 is lower than the specified value T1, the air-conditioning controller 32 determines that the battery 55 needs to be heated, and when the temperature of the air on the downwind side of the radiator 4, i.e., the heating temperature TH, is lower than the target blow-out temperature TAO or the target heater temperature TCO, the air-conditioning controller 32 determines that the heating capacity of the radiator 4 is insufficient. Therefore, the above-mentioned 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 implemented.

[0183] In addition, as in the embodiment, the air-conditioning controller 32 calculates the required heat (TGQhtr1~3) of the heat medium heater 66 based on the heat required for heating the battery 55 and the heat equivalent to the insufficient heating capacity of the radiator 4. Therefore, by using the heat medium heater 66 for heating the battery 55, it is possible to accurately take into account both the heating of the battery 55 and the heating assistance in the vehicle cabin.

[0184] In addition, in the embodiment, Figure 7 In step S7, the required heat TGQhtr3 of the heat medium heater 66 is calculated, and in step S4, the first vehicle-mounted equipment heating / auxiliary heating mode and the second vehicle-mounted equipment heating / auxiliary heating mode are switched according to whether the inlet heat medium temperature Twin is higher than the allowable value T2, but it is not limited to this. The switching can also be performed so that when the limit of heat absorption by the refrigerant-heat medium heat exchanger 64 is 1kW as in the embodiment, when the battery 55 needs to be heated and the heating capacity of the radiator 4 is insufficient, the first vehicle-mounted equipment heating / auxiliary heating mode is executed when the required heat TGQhtr1 for heating assistance is less than 1kW, and when TGQhtr1 is greater than 1kW, that is, when the heating capacity of the radiator 4 is also insufficient by the first vehicle-mounted equipment heating / auxiliary heating mode, the second vehicle-mounted equipment heating / auxiliary heating mode is executed.

[0185] In addition, in the embodiment, the battery 55 is used as the vehicle-mounted device, but the invention is not limited to this. In the invention other than claim 12, the present invention is also effective for the electric motor for driving, the inverter device driving the electric motor, etc. In addition, the invention of claim 1 is also effective for a vehicle air conditioning device that heats the vehicle cabin only by the heater core 23 without providing the heat pump device HP.

[0186] The configuration of the air-conditioning controller 32, the heat pump device HP of the vehicle air-conditioning device 1, and the heat medium circulation circuit 61 described in the embodiment are not limited thereto, and can of course be modified within the scope of the present invention.

[0187] Description of symbols

[0188] 1Vehicle air conditioning device

[0189] 2 compressor

[0190] 4 Radiator

[0191] 6Outdoor expansion valve

[0192] 7Outdoor heat exchanger

[0193] 23 Heater core

[0194] 32 Air conditioning controller (control device)

[0195] 55 Battery (vehicle-mounted equipment)

[0196] 60 Flow path switching device

[0197] 61 Heat medium circulation loop

[0198] 62 circulation pump (circulation device)

[0199] 64 Refrigerant-heat medium heat exchanger

[0200] 66 heat medium heater (heating device)

[0201] 73 Auxiliary expansion valve (flow control device)

[0202] 76 Battery temperature sensor

[0203] 77 Heat medium outlet temperature sensor

[0204] 78 Heat medium inlet temperature sensor.

Claims

1. A vehicle air conditioning device, A vehicle air conditioning device having a heater core for heating air supplied to a vehicle compartment, wherein air conditioning is performed in the vehicle compartment, and the vehicle air conditioning device is characterized by comprising: A compressor that compresses the refrigerant; a radiator for allowing the refrigerant to dissipate heat to heat the air supplied to the vehicle compartment; An outdoor heat exchanger disposed outside the vehicle compartment; a heat medium circulation circuit for circulating heat medium between vehicle-mounted equipment and the heater core; and a refrigerant-heat medium heat exchanger for exchanging heat between the refrigerant and the heat medium, thereby extracting heat from the heat medium to the refrigerant, The heat medium circulation loop comprises: a circulation device for circulating the heat medium; A heating device for heating the heat medium; and a flow path switching device for switching the flow path between a state in which the heat medium passing through the heating device flows through the vehicle-mounted device but does not flow through the heater core, a state in which the heat medium flows through both the vehicle-mounted device and the heater core, and a state in which the heat medium flows through the heater core but does not flow through the vehicle-mounted device, The refrigerant-heat medium heat exchanger is disposed between the flow path switching device and the vehicle-mounted equipment, and performs heat exchange between the heat medium flowing into the vehicle-mounted equipment and the refrigerant.

2. The vehicle air conditioning device according to claim 1, wherein: A flow path control device for controlling the flow of the refrigerant into the refrigerant-heat medium heat exchanger is provided.

3. The vehicle air conditioning device according to claim 2, wherein: A control device for controlling the heat medium circulation circuit is provided, The control device has: a first heat medium circulation mode in which the heating device generates heat and the flow path switching device causes the heat medium heated by the heating device to flow through the vehicle-mounted equipment instead of flowing through the heater core; a second heat medium circulation mode in which the heating device generates heat and the flow path switching device causes the heat medium heated by the heating device to flow through both the vehicle-mounted equipment and the heater core; as well as a third heat medium circulation mode in which the heating device generates heat and the flow path switching device causes the heat medium heated by the heating device to flow through the heater core instead of through the vehicle-mounted equipment.

4. The vehicle air conditioning device according to claim 3, wherein: When the vehicle-mounted equipment needs to be heated and the heating capacity of the radiator is not insufficient, the control device uses the flow control device to prevent the refrigerant from flowing into the refrigerant-heat medium heat exchanger, and executes a vehicle-mounted equipment heating mode in which the heat medium circulation circuit is set to the first heat medium circulation mode.

5. The vehicle air conditioning device according to claim 3 or 4, characterized in that: When the vehicle-mounted equipment needs to be heated and the heating capacity of the radiator is insufficient, the control device uses the flow control device to make the refrigerant 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 to the first heat medium circulation mode.

6. The vehicle air conditioning device according to claim 5, wherein: When the temperature Twin of the heat medium flowing into the vehicle-mounted equipment in the first vehicle-mounted equipment heating / auxiliary heating mode is higher than the prescribed allowable value T2, or when the heating capacity of the radiator is insufficient even by the first vehicle-mounted equipment heating / auxiliary heating mode, the control device uses the flow control device to make the refrigerant flow through the refrigerant-heat medium heat exchanger, and executes the second vehicle-mounted equipment heating / auxiliary heating mode in which the heat medium circulation circuit is set to the second heat medium circulation mode.

7. The vehicle air conditioning device according to claim 3 or 4, characterized in that: When it is not necessary to heat the vehicle-mounted equipment and the heating capacity of the radiator is insufficient, the control device uses the flow control device to prevent the refrigerant from flowing into the refrigerant-heat medium heat exchanger and executes an auxiliary heating mode that sets the heat medium circulation circuit to the third heat medium circulation mode.

8. The vehicle air conditioning device according to claim 4, wherein: The control device determines that the vehicle-mounted device needs to be heated when the temperature TB of the vehicle-mounted device or the temperature Twout of the heat medium passing through the vehicle-mounted device is lower than a predetermined value T1. And when the temperature of the air on the leeward side of the radiator, i.e., the heating temperature TH, is lower than the target value of the temperature of the air blown into the vehicle compartment, i.e., the target blowing temperature TAO, or the target value of the heating temperature TH derived from the target blowing temperature TAO, i.e., the target heater temperature TCO, it is judged that the heating capacity of the radiator is insufficient.

9. The vehicle air conditioning device according to claim 4, wherein: The control device calculates the required heat amount of the heating device based on the heat amount required for heating the vehicle-mounted equipment and / or the heat amount corresponding to the insufficient heating capacity of the radiator.

10. The vehicle air conditioning device according to any one of claims 1 to 4, characterized in that: 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.

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