Car air conditioning unit

Abstract

Provided is a vehicle air conditioning device, which, when having a plurality of evaporators, can achieve appropriate temperature control even when the load in each evaporator changes. The vehicle air conditioning device (1) performs air conditioning in a vehicle interior and comprises at least a compressor (2), a heat absorber (9) for evaporating a refrigerant, a refrigerant-heat medium heat exchanger (64), and a control device (11). The control device (11) calculates the target speeds (TGNCc, TGNCcb) of the compressor (2) required for controlling the temperature of the heat absorber (9) and the temperature of the heat medium cooled by the refrigerant-heat medium heat exchanger (64), respectively, and selects the maximum value thereof to control the operation of the compressor (2).

Description

Technical Field

[0001] The present invention relates to an air conditioning device for conditioning the interior of a vehicle. Background Art

[0002] Due to the emergence of environmental problems in recent years, electric vehicles, hybrid vehicles and other vehicles that use power supplied from a battery installed in the vehicle to drive a driving motor have become popular. In addition, as an air-conditioning device that can be applied to such a vehicle, an air-conditioning device has been developed as follows, which includes a refrigerant circuit formed by connecting a compressor, a radiator, a heat absorber (evaporator) and an outdoor heat exchanger, and performs heating by allowing the refrigerant discharged from the compressor to dissipate heat in the radiator and evaporating (absorbing heat) the refrigerant after dissipating heat in the radiator in the outdoor heat exchanger, and performs cooling by allowing the refrigerant discharged from the compressor to dissipate heat in the outdoor heat exchanger and evaporating (absorbing heat) in the heat absorber, etc., to perform air conditioning in the vehicle interior (for example, refer to Patent Document 1).

[0003] On the other hand, if the battery is used in an environment where the temperature rises due to self-heating caused by charging and discharging, for example, the performance will decrease, and the degradation will be aggravated, and there is a risk of malfunction and damage in the end. Therefore, an air conditioning device has been developed as follows: by providing a temperature-controlled object heat exchanger (evaporator) for cooling the battery, and circulating the refrigerant circulating in the refrigerant circuit to the temperature-controlled object heat exchanger to exchange heat with the heat medium, and circulating the heat medium after the heat exchange in the battery, the battery can be cooled (for example, refer to Patent Document 2).

[0004] Prior art literature

[0005] Patent Literature

[0006] Patent Document 1: Japanese Patent Application Publication No. 2016-64704

[0007] Patent Document 2: Japanese Patent Application Publication No. 2020-1609 Summary of the invention

[0008] Technical problem to be solved by the invention

[0009] As shown in Patent Document 2, in a vehicle air conditioning device having a plurality of evaporators, a valve device is provided before each evaporator, and for example, in an operation mode in which the rotation speed of the compressor is controlled based on the temperature of the heat absorber, the battery is cooled by opening and closing the valve device before the temperature-controlled object heat exchanger. In addition, in an operation mode in which the rotation speed of the compressor is controlled by the temperature of the heat medium cooled by the temperature-controlled object heat exchanger, air conditioning is performed by opening and closing the valve device before the heat absorber.

[0010] Therefore, for example, in the former operation mode, although the temperature of the heat medium is high (the load of the heat exchanger for the temperature-controlled object is large), the rotation speed of the compressor is reduced when the temperature of the heat absorber reaches the target temperature, so the cooling capacity of the battery is insufficient and the target temperature cannot be reached. In addition, in the latter operation mode, although the temperature of the heat absorber is high (the load of the heat absorber is large), when the temperature of the heat medium reaches the target temperature, the rotation speed of the compressor is also reduced, so there is a problem that the air conditioning capacity (cooling capacity) is insufficient and the target temperature cannot be reached.

[0011] The present invention is made to solve the existing technical problems, and its object is to provide a vehicle air conditioning device which, when having a plurality of evaporators, can achieve appropriate temperature control even when the load in each evaporator varies.

[0012] Technical solutions adopted to solve technical problems

[0013] The vehicle air-conditioning device of the present invention includes at least a compressor, multiple evaporators and a control device to perform air conditioning in the vehicle interior, wherein the compressor compresses the refrigerant, and the multiple evaporators are used to evaporate the refrigerant. It is characterized in that the control device calculates the target speed of the compressor required to control the temperature of each evaporator or the temperature of the object cooled by the evaporator, and selects the maximum value of the multiple target speeds calculated corresponding to each evaporator to control the operation of the compressor.

[0014] The vehicle air-conditioning device of the invention of Technical Solution 2 is characterized in that, based on the above invention, the vehicle air-conditioning device includes a plurality of valve devices for controlling the flow of refrigerant to each evaporator, and the control device controls the valve device based on the temperature of each evaporator or the temperature of the object cooled by the evaporator or whether there is a cooling requirement for each evaporator.

[0015] The vehicle air-conditioning device of the invention of Technical Solution 3 is based on the above invention, and is characterized in that the valve device is an on-off valve or a flow regulating valve that can be fully closed, and the control device calculates the target speed corresponding to the evaporator whose flow of refrigerant is controlled by the valve device when the valve device is open.

[0016] The vehicle air-conditioning device of the invention of technical solution 4 is based on the above-mentioned inventions, and is characterized in that when the valve device is closed, the control device maintains the target speed corresponding to the evaporator whose refrigerant flow is controlled by the valve device at 0, or maintains it at the control lower limit value, or maintains it at the current value.

[0017] The vehicle air conditioning device of the invention of technical solution 5 is based on the above invention, and is characterized in that the control device performs feedback calculations based on the temperature of each evaporator or the temperature of the object cooled by the evaporator in the calculation of the target speed, and includes integral calculations in the feedback calculations, and stops the integral calculations in the calculation of the target speed that is not the maximum value.

[0018] The vehicle air-conditioning device of the invention of Technical Solution 6 is based on the above-mentioned inventions, and is characterized in that the control device performs a feedforward operation based on the target temperature of each evaporator or the target temperature of the object cooled by the evaporator in the calculation of the target speed, and at the start of operation, selects the maximum value of the target speeds of the compressors corresponding to each evaporator calculated by the feedforward operation to control the operation of the compressor.

[0019] The vehicle air-conditioning device of the invention of technical solution 7 is based on the above-mentioned inventions, and is characterized in that the multiple evaporators are any two or all of a front seat heat absorber for evaporating the refrigerant to cool the air supplied to the front part of the vehicle interior, a rear seat heat absorber for evaporating the refrigerant to cool the air supplied to the rear part of the vehicle interior, and a temperature-controlled object heat exchanger for evaporating the refrigerant to cool the temperature-controlled object installed in the vehicle.

[0020] The vehicle air-conditioning device of the invention of Technical Solution 8 is based on the invention of Technical Solution 3 or Technical Solution 4, and is characterized in that a plurality of evaporators include a heat exchanger for a temperature-controlled object for evaporating the refrigerant to cool the temperature-controlled object installed in the vehicle, and a control device fixes a valve device for controlling the flow of the refrigerant to the heat exchanger for the temperature-controlled object to an open state when the temperature of the temperature-controlled object is above a prescribed upper limit value or is higher than the upper limit value, and the valve device is fixed to a closed state in cases other than the above cases.

[0021] The vehicle air conditioning device of the invention according to claim 9 is based on the invention according to claim 7 or 8, and is characterized in that the object to be temperature-controlled is a battery.

[0022] Effects of the Invention

[0023] According to the present invention, the vehicle air-conditioning device at least includes a compressor for compressing the refrigerant, a plurality of evaporators for evaporating the refrigerant, and a control device for air conditioning the vehicle interior, wherein the control device calculates the target speed of the compressor required for controlling the temperature of each evaporator or the temperature of the object cooled by the evaporator, and selects the maximum value of the plurality of target speeds calculated corresponding to each evaporator to control the operation of the compressor. Therefore, in a vehicle air-conditioning device having a plurality of evaporators, even when the load of each evaporator changes, the undesirable situation of insufficient cooling capacity in all evaporators can be eliminated, and appropriate temperature control can be achieved through each evaporator.

[0024] Thus, for example, as in the invention of claim 7, when the plurality of evaporators are any two or all of a front seat heat absorber for evaporating refrigerant to cool the air supplied to the front portion of the vehicle interior, a rear seat heat absorber for evaporating refrigerant to cool the air supplied to the rear portion of the vehicle interior, and a temperature-controlled object heat exchanger for evaporating refrigerant to cool a temperature-controlled object installed in the vehicle, even when the load on each heat absorber or the temperature-controlled object heat exchanger varies, it is possible to eliminate the poor condition of the air conditioning capacity or the temperature-controlled object cooling capacity, and to achieve appropriate air conditioning control and temperature-controlled object cooling control. This is very effective when the temperature-controlled object is a battery, as in the invention of claim 9.

[0025] In addition, if, as in the invention of Technical Solution 2, multiple valve devices are provided for controlling the flow of refrigerant to each evaporator, and the valve devices are controlled by a control device based on the temperature of each evaporator or the temperature of an object cooled by the evaporator or whether there is a cooling requirement for each evaporator, then even a vehicle air-conditioning device having multiple evaporators can reliably perform cooling control on each evaporator.

[0026] In this case, if the valve device is composed of an on-off valve or a flow regulating valve that can be fully closed as in the invention of technical solution 3, the control device calculates the target speed corresponding to the evaporator whose flow of refrigerant is controlled by the valve device when the valve device is open. For the evaporator whose valve device is closed, that is, the evaporator that does not need to produce a cooling effect, the target speed is not calculated, thereby eliminating unnecessary calculations performed by the control device.

[0027] In addition, if, as in the invention of technical solution 4, the control device maintains the target speed corresponding to the evaporator whose flow of refrigerant is controlled by the valve device at 0, or maintains it at the control lower limit value, or maintains it at the current value when the valve device is closed, then it is possible to reliably avoid the undesirable situation in which the target speed corresponding to the evaporator that does not need to produce a cooling effect is selected.

[0028] Here, in the calculation of the target speed, the control device performs a feedback operation based on the temperature of each evaporator or the object cooled by the evaporator, and when the feedback operation includes an integral operation, if the integral operation of the unselected target speed is continued, there is a risk of poor controllability when the target speed is subsequently selected.

[0029] Therefore, if the control device stops the integration operation in the calculation of the target rotation speed that is not the maximum value as in the invention of claim 5, the above-mentioned deterioration of the controllability can be avoided in advance.

[0030] In addition, in the calculation of the target speed, when the control device performs a feedforward operation based on the target temperature of each evaporator or the target temperature of the object to be cooled by the evaporator, if, as in the invention of Technical Solution 6, at the start of operation, the maximum value of the target speeds of the compressors corresponding to each evaporator calculated by the feedforward operation is selected to control the operation of the compressor, then the undesirable situation of insufficient cooling capacity in all evaporators can be eliminated from the start of operation, and appropriate temperature control can be achieved through each evaporator.

[0031] In addition, if, as in the invention of claim 8, a plurality of evaporators include a heat exchanger for a temperature-controlled object for evaporating a refrigerant to cool a temperature-controlled object mounted on a vehicle, the control device fixes the valve device for controlling the flow of the refrigerant to the heat exchanger for the temperature-controlled object to an open state when the temperature of the temperature-controlled object is above a predetermined upper limit value or is higher than the upper limit value, and the valve device is fixed to a closed state in other cases, then, when the temperature of the temperature-controlled object is above a predetermined upper limit value or is higher than the upper limit value, the refrigerant is always circulated in the heat exchanger for the temperature-controlled object and the refrigerant is not allowed to flow in other evaporators, thereby rapidly lowering the temperature of the temperature-controlled object. As a result, when the temperature-controlled object is a battery, the inconvenience of excessive temperature rise can be avoided in advance, thereby preventing degradation and extending its life. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 This is a configuration diagram of a vehicle air conditioning device according to an embodiment of the present invention (Example 1).

[0033] Figure 2 yes Figure 1 A block diagram of a circuit of a control device for a vehicle air conditioning device.

[0034] Figure 3 Yes Figure 2 A diagram for explaining operation modes executed by a control device.

[0035] Figure 4 This is a structural diagram of a vehicle air conditioning system for explaining the flow of refrigerant in the cooling mode.

[0036] Figure 5 This is a block diagram for explaining control of the solenoid valve 35 during the battery cooling operation.

[0037] Figure 6 This is a configuration diagram of a vehicle air conditioning system for explaining the flow of the refrigerant in the coordination mode.

[0038] Figure 7 This is a block diagram for explaining control of the solenoid valve 69 during the battery cooling operation.

[0039] Figure 8 This is a configuration diagram of a vehicle air conditioning system for explaining the flow of the refrigerant in the battery cooling only mode.

[0040] Fig. 9 This is a control block diagram for calculating the compressor target speed in the coordinated mode of battery cooling operation.

[0041] Fig.10 This is a flowchart for explaining the control for determining the compressor target rotation speed in the cooperative mode of the battery cooling operation.

[0042] Fig.11 This is a flowchart for explaining battery alarm control.

[0043] Fig.12 It is a structural diagram of a vehicle air conditioning device according to another embodiment to which the present invention is applied (Example 2).

[0044] Fig.13 Yes Fig.12 A block diagram for explaining control of the solenoid valve 108 of the vehicle air conditioning device.

[0045] Fig.14 It is based on Fig.12 A control block diagram for explaining calculation of a compressor target speed according to the temperature of the heat absorber 111 of the vehicle air conditioner.

[0046] Fig.15 It is based on Fig.12 The flowchart for explaining the control of determining the compressor target speed according to the heat medium temperature Tw, the heat absorber temperature Te, and the heat absorber temperature TeRr of the vehicle air conditioner. DETAILED DESCRIPTION

[0047] Hereinafter, embodiments of the present invention will be described in detail based on the drawings.

[0048] [Example 1]

[0049] Figure 1 1 is a structural diagram showing a vehicle air conditioning device 1 according to an embodiment of the present invention. The vehicle to which the present invention is applied is an electric vehicle (EV) not equipped with an engine (internal combustion engine), and is driven to travel by supplying power charged in a battery 55 installed in the vehicle to a travel motor (electric motor, not shown), and each device other than the compressor 2 of the vehicle air conditioning device 1 of the present invention is also driven by the power supplied from the battery 55.

[0050] That is, the vehicle air-conditioning device 1 of the embodiment performs air conditioning in the vehicle cabin and temperature control of the battery 55 by switching the execution of the air-conditioning operations of the heating mode, the dehumidification heating mode, the dehumidification cooling mode, and the cooling mode, or the defrost mode, or the coordination mode, or the battery cooling operation of the battery cooling single mode in an electric vehicle that cannot utilize the engine waste heat for heating.

[0051] In addition, the vehicle is not limited to an electric vehicle, and the present invention is also effective in a so-called hybrid vehicle that uses a common engine and a driving motor. In addition, the vehicle to which the vehicle air conditioning device 1 of the embodiment is applied can charge the battery 55 from an external charger (a quick charger, a normal charger, etc.). In addition, the battery 55, the driving motor, and the inverter that controls the driving motor are objects to be temperature-controlled installed in the vehicle of the present invention, but in the following embodiments, the battery 55 is used as an example for description.

[0052] The vehicle air conditioner 1 of the embodiment performs air conditioning (heating, cooling, dehumidification, and ventilation) in the passenger compartment of an electric vehicle. In this vehicle air conditioner 1, an electric compressor 2, a radiator 4, an outdoor expansion valve 6, an outdoor heat exchanger 7, an indoor expansion valve 8, an absorber 9, a storage tank 12, etc. are sequentially connected by a refrigerant pipe 13 to form a refrigerant circuit R. Among them, the compressor 2 compresses the refrigerant. The radiator 4 is disposed in the air flow path 3 of the HVAC unit 10 through which the air in the passenger compartment circulates for ventilation, allowing the high-temperature and high-pressure refrigerant discharged from the compressor 2 to flow in via a muffler (Japanese: マフラー) 5 and the refrigerant pipe 13G, and dissipating the heat of the refrigerant in the passenger compartment (releasing the heat of the refrigerant). The outdoor expansion valve 6 decompresses and expands the refrigerant during heating and is composed of an electric valve (electronic expansion valve, flow control valve). The outdoor heat exchanger 7 exchanges heat between the refrigerant and the external gas, acting as a radiator to dissipate the heat of the refrigerant during cooling and as an evaporator to absorb heat into the refrigerant during heating. The indoor expansion valve 8 decompresses and expands the refrigerant and is composed of a mechanical expansion valve. The absorber 9 is disposed in the air flow path 3 and is the absorber for the front seat in the embodiment that acts as an evaporator to absorb heat (evaporate) the refrigerant from inside and outside the passenger compartment during cooling and dehumidification.

[0053] In addition, the outdoor expansion valve 6 decompresses and expands the refrigerant flowing out of the radiator 4 and flowing into the outdoor heat exchanger 7, and can also be set to fully closed. In addition, in the embodiment, the indoor expansion valve 8 using a mechanical expansion valve decompresses and expands the refrigerant flowing into the absorber 9 and adjusts the superheat of the refrigerant in the absorber 9.

[0054] Furthermore, an outdoor blower 15 is provided in the outdoor heat exchanger 7. The outdoor blower 15 is configured to force the external gas to ventilate to the outdoor heat exchanger 7 to exchange heat between the external gas and the refrigerant. Thus, even when the vehicle is parked (i.e., the vehicle speed is 0 km / h), the external gas will ventilate to the outdoor heat exchanger 7.

[0055] In addition, the outdoor heat exchanger 7 sequentially has a receiving drying section 14 and a subcooling section 16 on the downstream side of the refrigerant. The refrigerant pipe 13A on the refrigerant outlet side of the outdoor heat exchanger 7 is connected to the receiving drying section 14 via a solenoid valve 17 (for refrigeration) as an on-off valve that opens when the refrigerant flows to the absorber 9. The refrigerant pipe 13B on the outlet side of the subcooling section 16 is sequentially connected to the refrigerant inlet side of the absorber 9 via a check valve 18, the indoor expansion valve 8, and a solenoid valve 35 as an on-off valve of the valve device for the absorber (represented by a cabin valve (Japanese: キャビン弁) in the following flow chart or control block diagram. The same applies hereinafter). This solenoid valve 35 is a valve device for controlling the flow of the refrigerant to the absorber 9.

[0056] The receiving drying unit 14 and the supercooling unit 16 structurally constitute a part of the outdoor heat exchanger 7. The check valve 18 is in the forward direction toward the indoor expansion valve 8. In the embodiment, the indoor expansion valve 8 and the electromagnetic valve 35 are formed by an expansion valve with an electromagnetic valve.

[0057] In addition, the refrigerant pipe 13A extending from the outdoor heat exchanger 7 branches into a refrigerant pipe 13D, and the branched refrigerant pipe 13D is connected to the refrigerant pipe 13C on the refrigerant outlet side of the heat absorber 9 via the electromagnetic valve 21 (for heating) as an on-off valve opened during heating. In addition, the refrigerant pipe 13C is connected to the inlet side of the accumulator 12, and the outlet side of the accumulator 12 is connected to the refrigerant pipe 13K on the refrigerant suction side of the compressor 2.

[0058] In addition, the refrigerant pipe 13E on the refrigerant outlet side of the radiator 4 is connected to a filter 19, and the refrigerant pipe 13E is branched into a refrigerant pipe 13J and a refrigerant pipe 13F near the outdoor expansion valve 6 (refrigerant upstream side), and one of the branched refrigerant pipes 13J is connected to the refrigerant inlet side of the outdoor heat exchanger 7 via the outdoor expansion valve 6. In addition, the other branched refrigerant pipe 13F is connected to the refrigerant pipe 13B located on the refrigerant downstream side of the check valve 18 and the refrigerant upstream side of the indoor expansion valve 8 via the solenoid valve 22 (for dehumidification) as an on-off valve opened during dehumidification.

[0059] As a result, 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, and becomes a bypass circuit that bypasses the outdoor expansion valve 6, the outdoor heat exchanger 7 and the check valve 18. In addition, the outdoor expansion valve 6 is connected in parallel with the electromagnetic valve 20 as an on-off valve for bypass.

[0060] In addition, the air flow path 3 on the air upstream side of the heat absorber 9 is formed with an external air intake port and an internal air intake port (at Figure 1 In the figure, the air inlet 25 is represented as a representative, and an intake switching damper 26 is provided at the intake port 25. The intake switching damper 26 switches the air introduced into the air circulation path 3 to the internal gas (internal gas circulation) as the air in the vehicle interior and the external gas (external gas introduction) as the air outside the vehicle exterior. In addition, an indoor blower (blower) 27 is provided on the air downstream side of the intake switching damper 26. The indoor blower 27 is used to send the introduced internal gas or external gas to the air circulation path 3.

[0061] In addition, the suction switching damper 26 of the embodiment is configured to adjust the ratio of the external air and the internal air flowing into the heat absorber 9 in the air flow path 3 between 0 and 100% by opening and closing the external air suction port and the internal air suction port of the suction port 25 at an arbitrary ratio. In the present application, the ratio of the external air and the internal air adjusted by the suction switching damper 26 is referred to as the internal and external air ratio RECrate. When the internal and external air ratio RECrate=1, it is an internal air circulation mode in which the internal air is 100% and the external air is 0%, and when the internal air ratio RECrate=0, it is an external air introduction mode in which the external air is 100% and the internal air is 0%. In addition, when 0<internal and external air ratio RECrate<1, it is in the middle position of the internal and external air where 0%<internal air<100% and 100%>external air>0%. That is, in the present application, the internal and external air ratio RECrate refers to the ratio of the internal air in the air flowing into the heat absorber 9 of the air flow path 3.

[0062] Furthermore, in the embodiment, an auxiliary heater 23 as an auxiliary heating device composed of a PTC heater (electric heater) is provided in the air flow path 3 on the downwind side (air downstream side) of the radiator 4, and can heat the air supplied to the vehicle interior via the radiator 4. Furthermore, an air mixing damper 28 is provided in the air flow path 3 on the air upstream side of the radiator 4, and the air mixing damper 28 adjusts the ratio of the air (internal air or external air) in the air flow path 3 that flows into the air flow path 3 and passes through the heat absorber 9 to be ventilated to the radiator 4 and the auxiliary heater 23.

[0063] In addition, the air flow path 3 on the downstream side of the radiator 4 is provided with blow outlets (in the air flow path 3) for foot, vent, and front windshield defogger. Figure 1 The outlet 29 is used as a representative representation), and an outlet switching damper 31 is provided at the outlet 29. The outlet switching damper 31 switches and controls the blowing of air from each of the outlets.

[0064] In addition, the vehicle air conditioning device 1 includes a device temperature adjustment device 61, which is used to circulate the heat medium in the battery 55 (the object to be temperature-regulated) to adjust the temperature of the battery 55. The device temperature adjustment device 61 of the embodiment includes: a circulation pump 62 as a circulation device, which is used to circulate the heat medium to the battery 55; an evaporator, that is, a refrigerant-heat medium heat exchanger 64 as a heat exchanger for the object to be temperature-regulated; and a heat medium heater 63 as a heating device, and the above components and the battery 55 are connected in a ring shape through a heat medium pipe 66.

[0065] In the embodiment, the inlet of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 is connected to the discharge side of the circulation pump 62, and the outlet of the heat medium flow path 64A is connected to the inlet of the heat medium heater 63. The outlet of the heat medium heater 63 is connected to the inlet of the battery 55, and the outlet of the battery 55 is connected to the suction side of the circulation pump 62.

[0066] As the heat medium used in the above-mentioned equipment temperature control device 61, for example, water, a refrigerant such as HFO-1234yf, a liquid such as a coolant, and a gas such as air can be used. In addition, in the embodiment, water is used as the heat medium. In addition, the heat medium heater 63 is composed of an electric heater such as a PTC heater. In addition, a jacket structure is implemented around the battery 55 so that the heat medium can flow in a relationship that heat exchange can be performed with the above-mentioned battery 55.

[0067] Next, when the circulation pump 62 is operated, 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. The heat medium flowing out of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 flows to the heat medium heater 63, and is heated therein when the heat medium heater 63 generates heat, and then flows to the battery 55, and the heat medium then exchanges heat with the battery 55. Then, the heat medium that has exchanged heat with the battery 55 is sucked into the circulation pump 62, and circulates in the heat medium piping 66 (in Figure 4 Others are indicated by dotted arrows).

[0068] On the other hand, one end of a branch pipe 67 as a branch circuit is connected to the refrigerant pipe 13B located at the refrigerant downstream side of the connection portion between the refrigerant pipe 13F and the refrigerant pipe 13B of the refrigerant circuit R and at the refrigerant upstream side of the indoor expansion valve 8. In the embodiment, the branch pipe 67 is provided with an auxiliary expansion valve 68 composed of a mechanical expansion valve and an electromagnetic valve (represented by a cooler valve in the flowchart and control block diagram described later, the same below) 69 as an opening and closing valve of a valve device. The electromagnetic valve 69 is a valve device for controlling the flow of refrigerant to the refrigerant-heat medium heat exchanger 64. The auxiliary expansion valve 68 decompresses and expands the refrigerant flowing into the refrigerant flow path 64B described later of the refrigerant-heat medium heat exchanger 64, and adjusts the superheat of the refrigerant in the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64. In addition, in the embodiment, the auxiliary expansion valve 68 and the electromagnetic valve 69 are also composed of expansion valves with electromagnetic valves.

[0069] In addition, the other end of the branch pipe 67 is connected to the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, and one end of the refrigerant pipe 71 is connected to the outlet of the refrigerant flow path 64B, and the other end of the refrigerant pipe 71 is connected to the refrigerant pipe 13C on the refrigerant upstream side (refrigerant upstream side of the storage tank 12) of the confluence point with the refrigerant pipe 13D. In addition, these auxiliary expansion valve 68, electromagnetic valve 69, refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, etc. also constitute a part of the refrigerant circuit R, and also constitute a part of the equipment temperature adjustment device 61.

[0070] When the solenoid valve 69 is open, the refrigerant (part or all of the refrigerant) flowing out of the outdoor heat exchanger 7 flows into the branch pipe 67, and after being reduced in pressure in the auxiliary expansion valve 68, flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 through the solenoid valve 69, and evaporates in the refrigerant flow path 64B. While flowing in the refrigerant flow path 64B, the refrigerant absorbs heat from the heat medium flowing in the heat medium flow path 64A, and then passes through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12, and is sucked into the compressor 2 from the refrigerant pipe 13K.

[0071] then, Figure 2 The block diagram of the control device 11 of the vehicle air conditioning device 1 of the embodiment is shown. The control device 11 is composed of an air conditioning controller 45 and a heat pump controller 32, each of which is composed of a microcomputer as an example of a computer including a processor, and the air conditioning controller 45 and the heat pump controller 32 are connected to a vehicle communication bus 65 that constitutes CAN (Controller Area Network) and LIN (Local Interconnect Network). In addition, the compressor 2, the auxiliary heater 23, the circulation pump 62, and the heat medium heater 63 are also connected to the vehicle communication bus 65, and the air conditioning controller 45, the heat pump controller 32, the compressor 2, the auxiliary heater 23, the circulation pump 62, and the heat medium heater 63 are configured to receive and send data via the vehicle communication bus 65.

[0072] In addition, the vehicle communication bus 65 is connected to a vehicle controller 72 (ECU), a battery controller (BMS: Battery Management System) 73, and a GPS navigation device 74. The vehicle controller 72 is responsible for controlling the entire vehicle including driving, and the battery controller 73 is responsible for controlling the charge and discharge of the battery 55. The vehicle controller 72, the battery controller 73, and the GPS navigation device 74 are also composed of a microcomputer as an example of a computer including a processor. The air conditioning controller 45 and the heat pump controller 32 constituting the control device 11 are configured to receive and send information (data) to and from the vehicle controller 72, the battery controller 73, and the GPS navigation device 74 via the vehicle communication bus 65.

[0073] The air conditioning controller 45 is a superior controller responsible for controlling the air conditioning in the vehicle's interior. The input of the air conditioning controller 45 is connected to an external air temperature sensor 33, an external air humidity sensor 34, a HVAC intake temperature sensor 36, an internal air temperature sensor 37, an internal air humidity sensor 38, an indoor CO2 concentration sensor 39, a blow-out temperature sensor 41, a sunlight sensor 51 such as a photoelectric sensor, the outputs of a vehicle speed sensor 52, and an air conditioning operating unit 53. The external air temperature sensor 33 detects the external air temperature Tam of the vehicle, the external air humidity sensor 34 detects the external air humidity, and the HVAC intake temperature sensor 36 detects the air sucked into the vehicle from the intake port 25. The temperature of the air flowing into the heat absorber 9 through the air flow path 3 is detected, the internal gas temperature sensor 37 detects the air temperature (internal gas temperature Tin) in the vehicle compartment, the internal gas humidity sensor 38 detects the humidity of the air in the vehicle compartment, 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 into the vehicle compartment, the sunshine sensor 51 is used to detect the sunshine amount in the vehicle compartment, the vehicle speed sensor 52 is used to detect the moving speed of the vehicle (vehicle speed VSP), and the air conditioning operation unit 53 is used to perform the air conditioning setting operation and information display in the vehicle compartment such as the switching of the set temperature and operation mode in the vehicle compartment. In addition, 53A in the figure is a display screen provided in the air conditioning operation unit 53 as a display output device.

[0074] In addition, the outdoor air blower 15, the indoor air blower (blower) 27, the suction switching damper 26, the air mixing damper 28, and the blow-outlet switching damper 31 are connected to the output of the air conditioning controller 45, and the above components are controlled by the air conditioning controller 45.

[0075] The heat pump controller 32 is a controller mainly responsible for controlling the refrigerant circuit R. The input of the heat pump controller 32 is connected to the outputs of the radiator inlet temperature sensor 43, the radiator outlet temperature sensor 44, the suction temperature sensor 46, the radiator pressure sensor 47, the absorber temperature sensor 48, the outdoor heat exchanger temperature sensor 49 and the auxiliary heater temperature sensors 50A (driver's seat side) and 50B (passenger seat side). The radiator inlet temperature sensor 43 detects the refrigerant inlet temperature Tcxin of the radiator 4 (also the discharge refrigerant temperature of the compressor 2), and the radiator outlet temperature sensor 44 detects the refrigerant outlet temperature Tcxin of the radiator 4. i is detected, the above-mentioned suction temperature sensor 46 detects the suction refrigerant temperature Ts of the compressor 2, the above-mentioned radiator pressure sensor 47 detects the refrigerant pressure on the refrigerant outlet side of the radiator 4 (the pressure of the radiator 4: the radiator pressure Pci), the above-mentioned absorber temperature sensor 48 detects the temperature of the absorber 9 (the refrigerant temperature of the absorber 9: the absorber temperature Te), the above-mentioned outdoor heat exchanger temperature sensor 49 detects the refrigerant temperature at the outlet of the outdoor heat exchanger 7 (the refrigerant evaporation temperature of the outdoor heat exchanger 7: the outdoor heat exchanger temperature TXO), and the above-mentioned auxiliary heater temperature sensors 50A and 50B detect the temperature of the auxiliary heater 23.

[0076] In addition, the output of the heat pump controller 32 is connected to the outdoor expansion valve 6, the solenoid valve 22 (for dehumidification), the solenoid valve 17 (for cooling), the solenoid valve 21 (for heating), the solenoid valve 20 (for bypass), the solenoid valve 35 (compartment valve) and the solenoid valve 69 (cooler valve), and the heat pump controller 32 controls the above components. In addition, the compressor 2, the auxiliary heater 23, the circulation pump 62 and the heat medium heater 63 are respectively equipped with controllers. In the embodiment, the controllers of the compressor 2, the auxiliary heater 23, the circulation pump 62 and the heat medium heater 63 receive and send data with the heat pump controller 32 via the vehicle communication bus 65, and are controlled by the above heat pump controller 32 ( Figure 2 The part indicated by the dotted line is described in detail in Example 2).

[0077] In addition, the circulation pump 62 and the heat medium heater 63 constituting the equipment temperature control device 61 can also be controlled by the battery controller 73. In addition, the outputs of the heat medium temperature sensor 76 and the battery temperature sensor 77 are connected to the battery controller 73. The heat medium temperature sensor 76 detects the temperature of the heat medium (heat medium temperature Tw) at the inlet side of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 of the equipment temperature control device 61, and the battery temperature sensor 77 detects the temperature of the battery 55 (the temperature of the battery 55 itself: the battery temperature Tcell). In addition, in the embodiment, the remaining amount (storage amount) of the battery 55, the information related to the charging of the battery 55 (information in charge, charging end time, remaining charging time, etc.), the heat medium temperature Tw, the battery temperature Tcell, the calorific value of the battery 55 (calculated by the battery controller 73 according to the amount of power supplied, etc.) and the like are sent from the battery controller 73 to the air conditioning controller 45 and the vehicle controller 72 via the vehicle communication bus 65. The information related to the charging end time and the remaining charging time when charging the battery 55 is information supplied from an external charger such as a quick charger. In addition, the output Mpower of the traveling motor is transmitted from the vehicle controller 72 to the heat pump controller 32 and the air-conditioning controller 45 .

[0078] The heat pump controller 32 and the air conditioning controller 45 receive and transmit data to each other via the vehicle communication bus 65, and control each device based on the output of each sensor and the setting input through the air conditioning operation unit 53. In this embodiment, the outside air temperature sensor 33, the outside air humidity sensor 34, the HVAC intake temperature sensor 36, the inside air temperature sensor 37, the inside air humidity sensor 38, the indoor CO2 concentration sensor 39, the blowout temperature sensor 41, the sunlight sensor 51, the vehicle speed sensor 52, the air volume Ga of the air flowing into the air circulation path 3 and circulating in the air circulation path 3 (calculated by the air conditioning controller 45), the air volume ratio SW achieved by the air mixing damper 28 (calculated by the air conditioning controller 45), the voltage (BLV) of the indoor blower 27, the information from the above-mentioned battery controller 73, the information from the GPS navigation device 74 and the output of the air conditioning operation unit 53 are sent from the air conditioning controller 45 to the heat pump controller 32 via the vehicle communication bus 65 for control by the heat pump controller 32.

[0079] In addition, data (information) related to the control of the refrigerant circuit R is also sent from the heat pump controller 32 to the air conditioning controller 45 via the vehicle communication bus 65. In addition, the air volume ratio SW achieved by the air mixing damper 28 is calculated by the air conditioning controller 45 within the range of 0≤SW≤1. In addition, when SW=1, the air flowing through the heat absorber 9 is completely ventilated to the radiator 4 and the auxiliary heater 23 through the air mixing damper 28.

[0080] Based on the above structure, the operation of the vehicle air conditioning device 1 of the embodiment will be described. In this embodiment, the control device 11 (air conditioning controller 45, heat pump controller 32) switches to perform the heating mode, dehumidification heating mode, dehumidification cooling mode, cooling mode, each air conditioning operation, or the coordinated mode, battery cooling mode, each battery cooling operation, or the defrosting mode. Figure 3 In addition, the heat pump controller 32 operates the circulation pump 62 during operation, as shown in FIG. Figures 4 to 6 As indicated by the middle dotted arrow, the heat medium circulates in the heat medium pipe 66 .

[0081] (1) Air conditioning operation

[0082] First, the air-conditioning operation for air-conditioning the vehicle interior will be described.

[0083] (1-1) Heating mode

[0084] First, the heating mode is described. In addition, the control of each device is performed by the cooperation of the heat pump controller 32 and the air conditioning controller 45, but in the following description, the heat pump controller 32 is used as the control body for simplified description. When the heating mode is selected by the heat pump controller 32 (automatic mode) or the manual air conditioning setting operation (manual mode) of the air conditioning operation unit 53 of the air conditioning controller 45, the heat pump controller 32 opens the solenoid valve 21 and closes the solenoid valve 17, the solenoid valve 20, the solenoid valve 22, the solenoid valve 35 and the solenoid valve 69. Next, the compressor 2 and each blower 15, 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 radiator 4 and the auxiliary heater 23 is adjusted.

[0085] Thus, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. The air in the air flow path 3 is ventilated in the radiator 4, so the air in the air flow path 3 is heated by heat exchange with the high-temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by the heat taken away by the air, condensed and liquefied.

[0086] After the refrigerant liquefied in the radiator 4 flows out of the radiator 4, it flows to 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 external air ventilated by driving or using the outdoor blower 15. That is, the refrigerant circuit R becomes a heat pump. Then, the low-temperature refrigerant flowing out of the outdoor heat exchanger 7 flows to the refrigerant pipe 13C through the refrigerant pipe 13A, the refrigerant pipe 13D and the electromagnetic valve 21, and enters the storage tank 12 through the above-mentioned refrigerant pipe 13C. After being separated into gas and liquid in the storage tank 12, the gas refrigerant is sucked into the compressor 2 from the refrigerant pipe 13K, and the above-mentioned cycle is repeated. Since the air heated in the radiator 4 is blown out from the blow-out port 29, the interior of the vehicle is heated thereby.

[0087] The heat pump controller 32 calculates the target radiator pressure PCO based on the target heater temperature TCO (target temperature of the radiator 4) calculated from the target blowing temperature TAO described later as the target temperature of the air blown into the vehicle interior (target value of the temperature of the air blown into the vehicle interior), controls the rotation speed of the compressor 2 based on the above-mentioned target radiator pressure PCO 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 refrigerant outlet temperature Tci of the radiator 4 detected by the radiator outlet temperature sensor 44 and the radiator pressure Pci detected by the radiator pressure sensor 47, thereby controlling the supercooling degree of the refrigerant at the outlet of the radiator 4.

[0088] If the heating capacity of the radiator 4 is insufficient for the required heating capacity, the heat pump controller 32 compensates for the insufficient amount by heat generation of the auxiliary heater 23. Thus, the vehicle interior can be heated smoothly even at low outside air temperatures.

[0089] (1-2) Dehumidification and heating mode

[0090] Next, the dehumidification and heating mode is described. In the dehumidification and heating mode, the heat pump controller 32 opens the solenoid valves 21, 22, and 35, and closes the solenoid valves 17, 20, and 69. Next, the compressor 2 and the 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 from the indoor blower 27 to the radiator 4 and the auxiliary heater 23 is adjusted.

[0091] Thus, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. The air in the air flow path 3 is ventilated in the radiator 4, so the air in the air flow path 3 is heated by heat exchange with the high-temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by the heat taken away by the air, condensed and liquefied.

[0092] After the refrigerant liquefied in the radiator 4 flows out of the radiator 4, it passes through the refrigerant piping 13E, and a part of it flows into the refrigerant piping 13J and flows to the outdoor expansion valve 6. 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 external air ventilated by the vehicle or the outdoor blower 15. Then, the low-temperature refrigerant flowing out of the outdoor heat exchanger 7 passes through the refrigerant piping 13A, the refrigerant piping 13D and the electromagnetic valve 21 to the refrigerant piping 13C, and enters the storage tank 12 through the above-mentioned refrigerant piping 13C. After being separated into gas and liquid in the storage tank 12, the gas refrigerant is sucked into the compressor 2 from the refrigerant piping 13K, and the above-mentioned cycle is repeated.

[0093] On the other hand, the remaining part of the condensed refrigerant that passes through the radiator 4 and flows in the refrigerant pipe 13E is divided, and the divided refrigerant flows into the refrigerant pipe 13F through the electromagnetic valve 22, and flows to the refrigerant pipe 13B. Then, the refrigerant flows to the indoor expansion valve 8, is decompressed in the indoor expansion valve 8, and then flows into the heat absorber 9 through the electromagnetic valve 35 to evaporate. At this time, under the heat absorption effect of the refrigerant generated by 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 that the air is cooled and dehumidified.

[0094] The refrigerant evaporated in the heat absorber 9 flows out from the refrigerant pipe 13C and merges with the refrigerant from the refrigerant pipe 13D (the refrigerant from the outdoor heat exchanger 7), then passes through the receiver 12 and is sucked into the compressor 2 from the refrigerant pipe 13K, and the above cycle is repeated. The air dehumidified in the heat absorber 9 is heated again in the process of passing through the radiator 4 and the auxiliary heater 23 (in the case of heat generation), thereby performing dehumidification and heating in the vehicle interior.

[0095] In the embodiment, the heat pump controller 32 controls the rotation speed of the compressor 2 based on the target radiator pressure PCO calculated based on the target heater temperature TCO and the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47, or controls the rotation speed of the compressor 2 based on the temperature of the absorber 9 (absorber temperature Te) detected by the absorber temperature sensor 48 and the target absorber temperature TEO as its target value. At this time, the heat pump controller 32 selects the lower one of the compressor target rotation speed calculated based on either the radiator pressure Pci or the absorber temperature Te to control the compressor 2. In addition, the valve opening of the outdoor expansion valve 6 is controlled based on the absorber temperature Te.

[0096] Furthermore, when the heating capacity (heating capacity) achieved by the radiator 4 is insufficient for the heating capacity required in the above-mentioned dehumidification and heating mode, the heat pump controller 32 can also compensate for the above-mentioned insufficient amount by the heat generated by the auxiliary heater 23. Thus, dehumidification and heating of the vehicle interior can be performed without any hindrance even when the outside air temperature is low.

[0097] (1-3) Dehumidification and cooling mode

[0098] Next, the dehumidification and cooling mode is described. In the dehumidification and cooling mode, the heat pump controller 32 opens the solenoid valve 17 and the solenoid valve 35, and closes the solenoid valve 20, the solenoid valve 21, the solenoid valve 22, and the solenoid valve 69. Next, the compressor 2 and the 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 from the indoor blower 27 to the radiator 4 and the auxiliary heater 23 is adjusted.

[0099] Thus, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. The air in the air flow path 3 is ventilated in the radiator 4, so the air in the air flow path 3 is heated by heat exchange with the high-temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by the heat taken away by the air, condensed and liquefied.

[0100] The refrigerant flowing out of the radiator 4 flows to the outdoor expansion valve 6 through the refrigerant pipes 13E and 13J, and flows into the outdoor heat exchanger 7 through the outdoor expansion valve 6 which is controlled to be slightly opened (in a larger valve opening range) compared with the heating mode and the dehumidification heating mode. The refrigerant flowing into the outdoor heat exchanger 7 is cooled by air in the outdoor heat exchanger 7 by running or using the external air ventilated by the outdoor blower 15, and condenses. The refrigerant flowing out of the outdoor heat exchanger 7 flows into the refrigerant pipe 13B through the refrigerant pipe 13A, the solenoid valve 17, the receiving drying unit 14 and the supercooling unit 16, and flows to the indoor expansion valve 8 through the check valve 18. After the refrigerant is decompressed in the indoor expansion valve 8, it flows into the heat absorber 9 through the solenoid valve 35 and evaporates. Under the heat absorption effect at this time, the moisture in the air blown out from the indoor blower 27 condenses and adheres to the heat absorber 9, so that the air is cooled and dehumidified.

[0101] The refrigerant evaporated in the heat absorber 9 flows to the storage tank 12 through the refrigerant pipe 13C, is sucked into the compressor 2 from the refrigerant pipe 13K through the storage tank 12, and the above cycle is repeated. The air cooled and dehumidified in the heat absorber 9 is heated again (the heating capacity is lower than that in the dehumidification heating) in the process of passing through the radiator 4 and the auxiliary heater 23 (in the case of heat generation), thereby performing dehumidification and cooling in the vehicle interior.

[0102] The heat pump controller 32 controls the rotation speed of the compressor 2 based on the temperature of the absorber 9 (absorber temperature Te) detected by the absorber temperature sensor 48 and the target absorber temperature TEO which is the target temperature of the absorber 9 (target value of the absorber temperature Te) so that the absorber temperature Te becomes the target absorber temperature TEO, and controls the valve opening of the outdoor expansion valve 6 based on the radiator pressure Pci (the 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) so that the radiator pressure Pci becomes the target radiator pressure PCO, thereby obtaining the required reheating amount (reheating amount) achieved by the radiator 4.

[0103] Furthermore, in the above-mentioned dehumidification and cooling mode, when the heating capacity (reheating capacity) achieved by the radiator 4 is insufficient relative to the required heating capacity, the heat pump controller 32 compensates for the insufficient amount by heating the auxiliary heater 23. Thus, dehumidification and cooling can be performed while preventing the temperature in the vehicle interior from dropping excessively.

[0104] (1-4) Cooling mode

[0105] Next, refer to Figure 4 The cooling mode is described. Figure 4The flow pattern of the refrigerant in the refrigerant circuit R in the cooling mode is shown (solid arrows). In the cooling mode, the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20 and the solenoid valve 35, and closes the solenoid valve 21, the solenoid valve 22 and the solenoid valve 69. Next, the compressor 2 and the 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 from the indoor blower 27 to the radiator 4 and the auxiliary heater 23 is adjusted. In addition, the auxiliary heater 23 is not energized.

[0106] Thus, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Although the air in the air flow path 3 is ventilated to the radiator 4, since the above-mentioned proportion is small (only used for reheating (reheating) during cooling), the refrigerant flowing out of the radiator 4 almost only passes through the radiator 4, and the refrigerant flowing out of the radiator 4 flows to the refrigerant pipe 13J through the refrigerant pipe 13E. At this time, since the solenoid valve 20 is open, the refrigerant passes through the solenoid valve 20 and directly flows into the outdoor heat exchanger 7, and then in the outdoor heat exchanger 7, the air is cooled by the external air ventilated by running or using the outdoor blower 15, thereby condensing and liquefying.

[0107] The refrigerant flowing out of the outdoor heat exchanger 7 flows into the refrigerant pipe 13B through the refrigerant pipe 13A, the solenoid valve 17, the receiving drying unit 14 and the supercooling unit 16, and flows to the indoor expansion valve 8 through the check valve 18. After the refrigerant is decompressed in the indoor expansion valve 8, it flows into the heat absorber 9 through the solenoid valve 35 and evaporates. Under the heat absorption effect at this time, the air blown out from the indoor blower 27 and heat exchanged with the heat absorber 9 is cooled.

[0108] The refrigerant evaporated in the heat absorber 9 flows to the storage tank 12 through the refrigerant pipe 13C, and is sucked into the compressor 2 from the storage tank 12 through the refrigerant pipe 13K, and the above cycle is repeated. The air cooled in the heat absorber 9 is blown out from the blowout port 29 into the vehicle interior, thereby cooling the vehicle interior. In the above cooling mode, the heat pump controller 32 controls the rotation speed of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48.

[0109] (1-5) Switching of air conditioning operation

[0110] The heat pump controller 32 calculates the 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 out from the air outlet 29 into the vehicle interior.

[0111] TAO=(Tset-Tin)×K+Tbal(f(Tset、SUN、Tam))…(I)

[0112] Here, Tset is the set temperature in the vehicle interior set by the air conditioning operation unit 53, Tin is the temperature of the air in the vehicle interior detected by the internal 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 external air temperature Tam detected by the external air temperature sensor 33. In addition, generally speaking, the lower the external air temperature Tam, the higher the above-mentioned target blowing temperature TAO, and the above-mentioned target blowing temperature TAO decreases as the external air temperature Tam increases.

[0113] Furthermore, at startup, the heat pump controller 32 selects any one of the above-mentioned air conditioning operations based on the outside air temperature Tam and the target outlet temperature TAO detected by the outside air temperature sensor 33. Furthermore, after startup, the air conditioning operation mode is switched according to changes in operating conditions, environmental conditions, and setting conditions such as the outside air temperature Tam, the target outlet temperature TAO, the heat medium temperature Tw, and the battery temperature Tcell.

[0114] (2) Defrost mode

[0115] Next, the defrosting mode of the outdoor heat exchanger 7 is described. In the heating mode as described above, since the refrigerant evaporates in the outdoor heat exchanger 7 and absorbs heat from the outside air to become low temperature, the moisture in the outside air turns into frost and adheres to the outdoor heat exchanger 7. Next, the heat pump controller 32 calculates the difference ΔTXO (=TXObase-TXO) between the outdoor heat exchanger temperature TXO (the refrigerant evaporation temperature in the outdoor heat exchanger 7) detected by the outdoor heat exchanger temperature sensor 49 and the refrigerant evaporation temperature TXObase of the outdoor heat exchanger 7 when there is no frost, and when the outdoor heat exchanger temperature TXO drops to a level lower than the refrigerant evaporation temperature TXObase when there is no frost and the difference ΔTXO is enlarged to a predetermined value or more for a predetermined time, it is determined that frost is formed in the outdoor heat exchanger 7, and a predetermined frost mark is set.

[0116] Next, when the frost flag is set and the air conditioner switch of the air conditioner operating unit 53 is turned off and the charging plug is connected to the quick charger to charge the battery 55, the heat pump controller 32 executes the defrosting mode of the outdoor heat exchanger 7 as follows.

[0117] In the above-mentioned defrosting mode, the heat pump controller 32 sets the valve opening of the outdoor expansion valve 6 to be fully opened on the basis of setting the refrigerant circuit R to the state of the above-mentioned heating mode. Then, the compressor 2 is operated so that the high-temperature refrigerant discharged from the compressor 2 flows into the outdoor heat exchanger 7 through the radiator 4 and the outdoor expansion valve 6, thereby melting the frost on the outdoor expansion valve 7. Then, when the outdoor heat exchanger temperature TXO detected by the outdoor heat exchanger temperature sensor 49 is higher than the prescribed defrosting end temperature (for example, +3°C, etc.), the heat pump controller 32 completes the defrosting of the outdoor heat exchanger 7 and ends the defrosting mode.

[0118] (3) Battery cooling operation

[0119] Next, the battery cooling operation will be described. The battery cooling operation of the embodiment has two operation modes: a cooperative mode and a battery cooling individual mode. First, the flow of the refrigerant in each operation mode will be described.

[0120] (3-1) Coordination Mode

[0121] First, refer to Figure 6 The coordinated mode of the battery cooling operation will be described. Figure 6 The figure shows the flow pattern of the refrigerant in the refrigerant circuit R in the coordination mode (solid arrows). In the coordination mode, the heat pump controller 32 opens the solenoid valves 17 and 20 and closes the solenoid valves 21 and 22. In addition, the solenoid valves 35 and 69 are controlled to open and close as described later.

[0122] Next, the compressor 2 and the fans 15 and 27 are operated, and the air mixing damper 28 is set to adjust the ratio of the air blown from the indoor fan 27 to the radiator 4 and the auxiliary heater 23. In the above operation mode, the auxiliary heater 23 is not powered. In addition, the heat medium heater 63 is also not powered.

[0123] Thus, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Although the air in the air flow path 3 is ventilated to the radiator 4, since the above-mentioned proportion is small (only used for reheating (reheating) during cooling), the refrigerant flowing out of the radiator 4 almost only passes through the radiator 4, and the refrigerant flowing out of the radiator 4 flows to the refrigerant pipe 13J through the refrigerant pipe 13E. At this time, since the solenoid valve 20 is open, the refrigerant passes through the solenoid valve 20 and directly flows into the outdoor heat exchanger 7, and then in the outdoor heat exchanger 7, the air is cooled by the external air ventilated by running or using the outdoor blower 15, thereby condensing and liquefying.

[0124] The refrigerant flowing out of the outdoor heat exchanger 7 enters the refrigerant pipe 13A, the solenoid valve 17, the receiving drying unit 14, the supercooling unit 16, and enters the refrigerant pipe 13B. The refrigerant flowing into the refrigerant pipe 13B is divided after passing through the check valve 18, and on the other hand, it directly flows in the refrigerant pipe 13B and flows to the indoor expansion valve 8. The refrigerant flowing into the indoor expansion valve 8 is decompressed in the indoor expansion valve 8, and then flows into the heat absorber 9 through the solenoid valve 35 to evaporate. Under the heat absorption effect at this time, the air blown out from the indoor blower 27 and heat exchanged with the heat absorber 9 is cooled.

[0125] The refrigerant evaporated in the heat absorber 9 flows to the accumulator 12 through the refrigerant pipe 13C, and is sucked into the compressor 2 from the accumulator 12 through the refrigerant pipe 13K, and the above cycle is repeated. The air cooled in the heat absorber 9 is blown out from the blowout port 29 into the vehicle interior, thereby cooling the vehicle interior.

[0126] On the other hand, the remaining part of the refrigerant that has passed through the check valve 18 is diverted and flows into the branch pipe 67 and flows to the auxiliary expansion valve 68. Here, after the refrigerant is decompressed, it flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 through the solenoid valve 69, and evaporates in the refrigerant flow path 64B. At this time, the heat absorption effect is exerted. The refrigerant evaporated in the above-mentioned refrigerant flow path 64B passes through the refrigerant pipe 71, the refrigerant pipe 13C and the storage tank 12 in sequence, and is sucked into the compressor 2 from the refrigerant pipe 13K, and the above-mentioned cycle is repeated (in Figure 6 Indicated by solid arrows).

[0127] On the other hand, the circulation pump 62 is running, so the heat medium discharged from the above-mentioned circulation pump 62 flows in the heat medium piping 66 to the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64, and exchanges heat with the refrigerant evaporated in the refrigerant flow path 64B in the heat medium flow path 64A, and the heat medium absorbs heat and is cooled. The heat medium flowing out of the heat medium flow path 64A of the above-mentioned refrigerant-heat medium heat exchanger 64 flows to the heat medium heater 63. However, in the above-mentioned operation mode, the heat medium heater 63 does not generate heat, so the heat medium directly passes through and flows to the battery 55, and exchanges heat with the battery 55. As a result, the battery 55 is cooled, and the heat medium after cooling the battery 55 is sucked into the circulation pump 62, and the above-mentioned cycle is repeated (in Figure 6 Indicated by dashed arrows).

[0128] In this coordination mode, in the embodiment, based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48, as shown in FIG. Figure 5 As shown, the solenoid valve 35 is controlled to be opened and closed.

[0129] Right now, Figure 5 A block diagram showing the opening and closing control of the solenoid valve 35 in the coordination mode. The absorber solenoid valve control unit 95 of the heat pump controller 32 inputs the absorber temperature Te detected by the absorber temperature sensor 48 and the target absorber temperature TEO as the target value of the absorber temperature Te. In addition, the absorber solenoid valve control unit 95 has a prescribed temperature difference above and below the target absorber temperature TEO and sets an upper limit value TeUL and a lower limit value TeLL. Then, when the absorber temperature Te starts to increase from the state in which the solenoid valve 35 is closed and rises to the upper limit value TeUL (a case where it is greater than the upper limit value TeUL or a case where it is above the upper limit value TeUL. The same applies below), the solenoid valve 35 is opened. As a result, the refrigerant flows into the absorber 9 and evaporates to cool the air flowing in the air flow path 3.

[0130] Then, when the heat absorber temperature Te drops to the lower limit value TeLL (less than the lower limit value TeLL or below the lower limit value TeLL. The same applies below), the solenoid valve 35 is closed. Thereafter, the opening and closing of the solenoid valve 35 is repeated to control the heat absorber temperature Te to the target heat absorber temperature TEO, thereby cooling the vehicle interior.

[0131] In addition, in the embodiment, based on the temperature of the heat medium detected by the heat medium temperature sensor 76 (heat medium temperature Tw: sent from the battery controller 73), as shown in FIG. Figure 7 As shown, the solenoid valve 69 is controlled to be opened and closed.

[0132] The heat absorber temperature Te is the temperature of the heat absorber 9 in the embodiment or the temperature of the object (air) cooled by the heat absorber 9. The heat medium temperature Tw is the temperature of the object (heat medium) cooled by the refrigerant-heat medium heat exchanger 64 (heat exchanger for the temperature-controlled object) in the embodiment, but may be an index indicating the temperature of the battery 55 as the temperature-controlled object (the same below).

[0133] Figure 7A block diagram showing the opening and closing control of the solenoid valve 69 in the coordination mode. The heat medium temperature Tw detected by the heat medium temperature sensor 76 and the target heat medium temperature TWO specified as the target value of the heat medium temperature Tw are input to the temperature control unit 90 of the heat pump controller 32. In addition, when the heat medium temperature Tw is increased to the upper limit TwUL (a case where it is greater than the upper limit TwUL or a case where it is above the upper limit TwUL, the same applies below) by the heat generation of the battery 55 from the state where the solenoid valve 69 is closed, the temperature control unit 90 for the temperature control object opens the solenoid valve 69 (the solenoid valve 69 opens the instruction). As a result, the refrigerant flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 and evaporates to cool the heat medium flowing through the heat medium flow path 64A, and the battery 55 is cooled by the above-mentioned cooled heat medium.

[0134] After that, when the heat medium temperature Tw drops to the lower limit value TwLL (below the lower limit value TwLL or below the lower limit value TwLL, the same below), the solenoid valve 69 is closed (solenoid valve 69 closing instruction). Subsequently, the opening and closing of the solenoid valve 69 is repeated to control the heat medium temperature Tw to the target heat medium temperature TWO, thereby cooling the battery 55.

[0135] (3-2) Battery cooling mode

[0136] Next, refer to Figure 8 The battery cooling only mode of the battery cooling operation will be described. Figure 8 The figure shows the flow of refrigerant in the refrigerant circuit R in the battery cooling only mode (solid arrows). In the battery cooling only mode, the heat pump controller 32 opens the solenoid valves 17 , 20 , and 69 , and closes the solenoid valves 21 , 22 , and 35 .

[0137] Next, the compressor 2 and the outdoor fan 15 are operated. In addition, the indoor fan 27 is not operated, and the auxiliary heater 23 is not energized. In addition, in the above-mentioned operation mode, the heat medium heater 63 is not energized.

[0138] Thus, 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 not ventilated to the radiator 4, the refrigerant that only passes through this place and flows out of the radiator 4 reaches the refrigerant pipe 13J through the refrigerant pipe 13E. At this time, since the solenoid valve 20 is open, the refrigerant passes through the solenoid valve 20 and directly flows into the outdoor heat exchanger 7, and then is air-cooled in the outdoor heat exchanger 7 by the external air ventilated by the outdoor blower 15, thereby condensing and liquefying.

[0139] The refrigerant flowing out of the outdoor heat exchanger 7 enters the refrigerant piping 13A, the solenoid valve 17, the receiving drying section 14, the supercooling section 16, and enters the refrigerant piping 13B. The refrigerant flowing into the above-mentioned refrigerant piping 13B all flows into the branch piping 67 after passing through the check valve 18 and flows to the auxiliary expansion valve 68. Here, after the refrigerant is decompressed, it flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 through the solenoid valve 69, and evaporates in the refrigerant flow path 64B. At this time, the heat absorption effect is exerted. The refrigerant evaporated in the above-mentioned refrigerant flow path 64B passes through the refrigerant piping 71, the refrigerant piping 13C and the storage tank 12 in sequence, and is sucked into the compressor 2 from the refrigerant piping 13K, and the above-mentioned cycle is repeated (in Figure 8 Indicated by solid arrows).

[0140] On the other hand, since the circulation pump 62 is running, the heat medium discharged from the circulation pump 62 flows in the heat medium pipe 66 to the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64, and absorbs heat here from the refrigerant evaporated in the refrigerant flow path 64B, so that the heat medium is cooled. The heat medium flowing out of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 flows to the heat medium heater 63. However, in the above-mentioned operation mode, the heat medium heater 63 does not generate heat, so the heat medium directly passes through and flows to the battery 55, and exchanges heat with the battery 55. As a result, the battery 55 is cooled, and the heat medium after cooling the battery 55 is sucked into the circulation pump 62, and the above-mentioned cycle is repeated (in Figure 8 Indicated by dashed arrows).

[0141] In the battery cooling (only) mode, the heat pump controller 32 fixes the solenoid valve 69 in the open state to cool the battery 55 .

[0142] (3-3) Control of the Compressor 2 by the Heat Pump Controller 32 in the Coordinated Mode of Battery Cooling Operation

[0143] Next, refer to Fig. 9 , Fig.10 The control of the compressor 2 by the heat pump controller 32 in the cooperative mode of the battery cooling operation will be described.

[0144] (3-3-1) Control block diagram of compressor 2

[0145] Fig. 9 This is a control block diagram of the heat pump controller 32 that calculates the target speed (compressor target speed) TGNC of the compressor 2. First, Fig. 9 The lower side is a control block diagram for calculating the target speed (compressor target speed) TGNCc of the compressor 2 based on the absorber temperature Te. The F / F (feedforward) operation amount calculation unit 86 of the heat pump controller 32 calculates the F / F operation amount TGNCcff of the compressor target speed based on the outside air temperature Tam, the air volume Ga of the air flowing in the air flow path 3 (it can also be the blower voltage BLV of the indoor blower 27), the target radiator pressure PCO and the target absorber temperature TEO which is the target value of the absorber temperature Te.

[0146] In addition, the F / B (feedback) operation amount calculation unit 87 calculates the F / B operation amount TGNCcfb of the compressor target speed through PID (proportional integral differential) calculation or PI (proportional integral) calculation based on the target heat absorber temperature TEO and the heat absorber temperature Te. In addition, the F / F operation amount TGNCcff calculated by the F / F operation amount calculation unit 86 and the F / B operation amount TGNCcfb calculated by the F / B operation amount calculation unit 87 are added by the adder 88 and input to the limit setting unit 89.

[0147] After the lower speed limit TGNCcLimLo and the upper speed limit TGNCcLimHi in the control are set as TGNCc0 in the limit setting unit 89, they are determined as the compressor target speed TGNCc via the compressor disconnection control unit 91. In addition, since the F / B operation amount TGNCcfb cannot be obtained at the start of operation, the F / F operation amount TGNCcff is determined as the compressor target speed TGNCc. The determined compressor target speed TGNCc enters the input of one side of the switch 101. The other input of the switch 101 is input as "0" in the embodiment. The switch 101 selects "0" and outputs (TGNCc=0) when the solenoid valve 35 (carriage valve) is closed, and outputs TGNCc when it is opened. This TGNCc is the target speed of the compressor 2 required to control the heat absorber temperature Te (the target speed corresponding to the heat absorber 9). Then, the output of the switch 101 is input to the maximum value selection unit 102.

[0148] then, Fig. 9The upper side is a control block diagram of the heat pump controller 32 that calculates the target speed (compressor target speed) TGNCcb of the compressor 2 based on the heat medium temperature Tw. The F / F operation amount calculation unit 92 of the heat pump controller 32 calculates the F / F operation amount TGNCcbff of the compressor target speed based on the outside air temperature Tam, the flow rate Gw of the heat medium in the equipment temperature adjustment device 61 (calculated based on the output of the circulation pump 62), the heating value of the battery 55 (sent from the battery controller 73), the battery temperature Tcell (sent from the battery controller 73), and the target heat medium temperature TWO as the target value of the heat medium temperature Tw.

[0149] Furthermore, the F / B operation amount calculation unit 93 calculates the F / B operation amount TGNCwfb of the compressor target speed by PID calculation or PI calculation based on the target heat medium temperature TWO and the heat medium temperature Tw (sent from the battery controller 73). Then, the F / F operation amount TGNCcbff calculated by the F / F operation amount calculation unit 92 and the F / B operation amount TGNCcbfb calculated by the F / B operation amount calculation unit 93 are added by the adder 94 and input to the limit setting unit 96.

[0150] After the lower speed limit TGNCcbLimLo and the upper speed limit TGNCcLimHi in the control are set as TGNCcb0 in the limit setting unit 96, they are determined as the compressor target speed TGNCcb via the compressor disconnection control unit 97. In addition, since the F / B operation amount TGNCcbfb cannot be obtained at the start of operation, the F / F operation amount TGNCbff is determined as the compressor target speed TGNCcb. The determined compressor target speed TGNCcb enters one input of the switch 103. The other input of the switch 103 is input as "0" in the embodiment. The switch 103 selects "0" and outputs (TGNCcb=0) when the solenoid valve 69 (cooler valve) is closed, and outputs TGNCcb when it is opened. This TGNCcb is the target speed of the compressor 2 required for cooling the heat medium (the target speed corresponding to the refrigerant-heat medium heat exchanger 64). Then, the output of the switch 103 is also input to the maximum value selection unit 102.

[0151] The maximum value selection unit 102 selects the maximum value among the input values ​​and outputs it as the compressor target rotation speed TGNC. The heat pump controller 32 controls the operation (rotation speed) of the compressor 2 according to the compressor target rotation speed TGNC selected by the maximum value selection unit 102.

[0152] (3-3-2) Determination of compressor target speed TGNC

[0153] Next, refer to Fig.10The flowchart of FIG. 4 illustrates the determination control of the target speed (compressor target speed) TGNC of the compressor 2 in the coordinated mode of the battery cooling operation implemented by the heat pump controller 32. In addition, in this example, it is assumed that an air conditioning request is made. The air conditioning request refers to, for example, pressing the air conditioning switch (air conditioning on switch) of the air conditioning operating unit 53, and is input from the air conditioning controller 45 to the heat pump controller 32.

[0154] Heat pump controller 32 Fig.10 In step S1, it is determined whether a battery cooling request is input from the battery controller 73. In this case, the battery controller 73 outputs a battery cooling request when, for example, the heat medium temperature Tw and the battery temperature Tcell rise to or above a predetermined value, and sends it to the heat pump controller 32 and the air conditioning controller 45. If there is no battery cooling request in step S1, the heat pump controller 32 proceeds to step S2 and performs the above-mentioned air conditioning operation (heating mode, dehumidification heating mode, dehumidification cooling mode, cooling mode).

[0155] On the other hand, if there is a battery cooling request in step S1, the heat pump controller 32 proceeds to step S3 and shifts to the coordination mode to execute the above Figure 7 Next, in step S4, it is determined whether the solenoid valve 69 is closed. Then, if the solenoid valve 69 is open, the process proceeds to step S5. Fig. 9 In the control block diagram, the compressor target speed TGNCcb based on the heat medium temperature Tw is calculated, and the switch 103 is switched so as to output the compressor target speed TGNCcb.

[0156] On the other hand, if the electromagnetic valve 69 is closed in step S4, the process proceeds to step S6 and stops. Fig. 9 The target speed of the compressor TGNCcb based on the heat medium temperature Tw in the control block diagram is calculated, and the switch 103 is switched so as to output "0" (TGNCcb=0).

[0157] Next, proceed to step S7 and execute the above Figure 5 Next, in step S8, it is determined whether the solenoid valve 35 is closed. Then, if the solenoid valve 35 is open, the process proceeds to step S9. Fig. 9 In the control block diagram, the compressor target speed TGNCc based on the heat absorber temperature Te is calculated, and the switch 101 is switched so as to output the compressor target speed TGNCc.

[0158] On the other hand, when the electromagnetic valve 35 is closed in step S8, the process proceeds to step S10 to stop the Fig. 9 The compressor target speed TGNCc corresponding to the absorber temperature Te in the control block diagram is calculated, and the switch 101 is switched so as to output "0" (TGNCc=0).

[0159] Then, the process finally proceeds to step S11, and the heat pump controller 32 selects the maximum value of the compressor target speeds TGNCc and TGNCcb through the maximum value selection unit 102, and determines it as the compressor target speed TGNC. In addition, when the solenoid valves 69 and 35 are closed, in steps S6 and S10, the compressor target speeds TGNCc and TGNCcb are both "0", so the compressor 2 stops.

[0160] In addition, in the determination of step S11, the heat pump controller 32 stops the compressor target speed TGNCc or TGNCcb if it is not the maximum value. Fig. 9 The integral operation in the F / B operation amount calculation unit 87 or 93.

[0161] As described above, the heat pump controller 32 of the embodiment calculates the target speeds TGNCc and TGNCcb of the compressor 2 required for controlling the temperature of the heat absorber 9 or the temperature of the heat medium cooled by the refrigerant-heat medium heat exchanger 64, respectively, in the coordinated mode of battery cooling operation, and selects the maximum value therebetween to control the operation of the compressor 2. Therefore, in a vehicle air-conditioning device 1 having multiple evaporators such as the heat absorber 9 or the refrigerant-heat medium heat exchanger 64, even when their loads change, the undesirable situation of insufficient cooling capacity in all evaporators can be eliminated, and the vehicle interior air conditioning by the heat absorber 9 and the cooling control of the battery 55 by the refrigerant-heat medium heat exchanger 64 can be properly realized.

[0162] Furthermore, since electromagnetic valves 35 and 69 are provided and controlled based on the absorber temperature Te, the heat medium temperature Tw, and whether or not there is a cooling requirement, cooling control by the absorber 9 or the refrigerant-heat medium heat exchanger 64 can be reliably performed.

[0163] In this case, the heat pump controller 32 calculates the compressor target speeds TGNCc and TGNCcb corresponding to the heat absorber 9 or the refrigerant-heat medium heat exchanger 64 corresponding to the solenoid valve 35 or the solenoid valve 69 when the solenoid valve 35 or the solenoid valve 69 is open. Therefore, the solenoid valves 35 and 69 are closed, and the target speed is not calculated for the components that do not need to generate cooling effect, thereby eliminating unnecessary calculation processing performed by the heat pump controller 32.

[0164] In addition, the heat pump controller 32 sets the compressor target speed TGNCc or TGNCcb to 0 when the solenoid valve 35 or the solenoid valve 69 is closed. Therefore, it is possible to reliably avoid the undesirable situation in which the compressor target speed TGNCc or TGNCcb corresponding to the heat absorber 9 or the refrigerant-heat medium heat exchanger 64 that does not need to produce a cooling effect is selected.

[0165] Furthermore, since the heat pump controller 32 stops the integral operation in the calculation of the compressor target rotation speed TGNCc or TGNCcb which is not the maximum value, it is possible to avoid the deterioration of the controllability in advance.

[0166] In addition, the heat pump controller 32 selects the maximum value of the F / F operating quantities TGNCcff and TGNCcbff to control the operation of the compressor 2 at the start of operation. Therefore, it is possible to eliminate the undesirable situation of insufficient cooling capacity in the heat absorber 9 and the refrigerant-heat medium heat exchanger 64 from the start of operation, and achieve appropriate temperature control through the above-mentioned components.

[0167] (3-4) Battery alarm control

[0168] Here, refer to Fig.11 , the battery alarm control implemented by the heat pump controller 32 is described. For example, in the above control, when the compressor target speed TGNCc based on the heat absorber temperature Te is selected as the maximum value, if the battery temperature Tcell becomes higher than the prescribed upper limit value TcellUL due to some reason, or is higher than the upper limit value TcellUL, the battery alarm is sent from the battery controller 73 to the heat pump controller 32.

[0169] Heat pump controller 32 Fig.11 In step S12, it is determined whether there is a battery request. If there is no battery cooling request from the battery controller 73, the process proceeds to step S13, closes the electromagnetic valve 69, and proceeds to step S16. On the other hand, if a battery request is issued from the battery controller 73, the heat pump controller 32 proceeds from step S12 to step S14, and determines whether the above-mentioned battery alarm is issued. Then, if the battery alarm is not issued, the process proceeds to step S15, performs the opening and closing control of the above-mentioned electromagnetic valve 69 (cooler valve), and proceeds to step S16.

[0170] In step S16, it is determined whether there is the above-mentioned air conditioning requirement. Then, in the case where there is no air conditioning requirement, the process proceeds to step S17, and the solenoid valve 35 (compartment valve) is closed. On the other hand, in the case where there is an air conditioning requirement, the heat pump controller 32 proceeds from step S16 to step S17a, and performs the opening and closing control of the above-mentioned solenoid valve 35. On the other hand, in the case where a battery alarm is sent from the battery controller 73 in step S14, the heat pump controller 32 proceeds to step S17b, and fixes the solenoid valve 69 (cooler valve) in an open state, and proceeds to step S17c, and fixes the solenoid valve 35 (compartment valve) in a closed state. This state is the above-mentioned battery cooling single mode.

[0171] That is, when the temperature Tcell of the battery 55 becomes equal to or higher than the upper limit value TcellUL, or is higher than the upper limit value TcellUL, the refrigerant always flows through the refrigerant-heat medium heat exchanger 64, and the refrigerant no longer flows to the heat absorber 9. Thus, the temperature of the battery 55 can be quickly lowered, and the inconvenience of excessive temperature rise of the battery 55 can be avoided in advance, thereby preventing deterioration and extending the life of the battery.

[0172] [Example 2]

[0173] Next, refer to Figure 12 to Figure 15 , other embodiments of the present invention are described. Fig.12 A configuration diagram of a vehicle air conditioning device 1 according to another embodiment to which the present invention can be applied is shown. Fig.12 The rear seat heat absorber 111 (in the rear seat) has an evaporator for cooling the air supplied to the rear part (rear seat) in the vehicle interior. Figure 2 , Fig.15 An example of a vehicle air conditioning device 1 using a rear evaporator (Japanese: リアエバ) in the figure. Figure 1 Components indicated by the same reference numerals have the same or similar functions. However, in this embodiment, the heat absorber 9 is a front seat heat absorber for cooling air supplied to the front portion (front seat) in the vehicle interior.

[0174] Then, 114 is a HVAC unit for the rear seat, and the heat absorber 111 is provided in the air flow path 113 of the HVAC unit 114 for the rear seat. The air flow path 113 of the HVAC unit 114 for the rear seat is also formed with an external air intake port and an internal air intake port on the air upstream side of the heat absorber 111 (in the Fig.12 The suction port 116 is shown as a representative.

[0175] In addition, an indoor air blower (blowing fan) for the rear seat is provided on the air downstream side of the suction switching damper 117. Figure 2The indoor blower 118 is used to send the introduced internal air or external air to the air flow path 113. In addition, 119 is a plurality of blow-out ports for the rear seats (in the rear seats) for blowing the air in the air flow path 113 passing through the heat absorber 111 to the rear part (rear seats) in the vehicle interior. Fig.12 The outlet 119 is also provided with an outlet switching damper 117 (in the figure) for switching the air out of each outlet. Figure 2 Indicated by the rear blow outlet switching baffle).

[0176] One end of a branch pipe 106 is connected to the refrigerant pipe 13B located at the refrigerant downstream side of the connection between the refrigerant pipe 13F and the refrigerant pipe 13B of the refrigerant circuit R and at the refrigerant upstream side of the indoor expansion valve 8. In the embodiment, the branch pipe 106 is provided with an indoor expansion valve 107 for a rear seat composed of a mechanical expansion valve and an opening and closing valve, i.e., a solenoid valve (represented by a rear evaporator valve in the flowchart and control block diagram described later. Same below) 108 which is a valve device. The solenoid valve 108 is a valve device for controlling the flow of refrigerant to the heat absorber 111. The indoor expansion valve 107 decompresses and expands the refrigerant flowing into the heat absorber 111, and adjusts the superheat of the refrigerant in the heat absorber 111. In addition, in the embodiment, the indoor expansion valve 107 and the solenoid valve 108 are also composed of an expansion valve with a solenoid valve.

[0177] In addition, the other end of the branch pipe 106 is connected to the heat absorber 111, and one end of the refrigerant pipe 109 is connected to the outlet of the heat absorber 111, and the other end of the refrigerant pipe 109 is connected to the refrigerant pipe 13C which is closer to the refrigerant upstream side (the refrigerant upstream side of the storage tank 12) than the confluence point with the refrigerant pipe 13D. In addition, these indoor expansion valves 107, electromagnetic valves 108, and heat absorbers 111 also constitute a part of the refrigerant circuit R.

[0178] When the solenoid valve 108 is open, the refrigerant (part or all of the refrigerant) flowing out of the outdoor heat exchanger 7 flows into the branch pipe 106, and after being decompressed in the indoor expansion valve 107, flows into the heat absorber 111 through the solenoid valve 108, and evaporates in the heat absorber 111. While flowing in the heat absorber 111, the refrigerant absorbs heat from the air flowing in the air flow path 113, and after cooling the air, it is sucked into the compressor 2 from the refrigerant pipe 109, the refrigerant pipe 13C, and the storage tank 12 from the refrigerant pipe 13K.

[0179] In addition, reference numeral 112 is a heat sink temperature sensor for the rear seat (in the case of the rear seat) for detecting the temperature of the heat sink 111 (the refrigerant temperature of the heat sink 111: the heat sink temperature TeRr). Figure 2 In addition, the solenoid valve 108 is connected to the output of the heat pump controller 32, and the outlet switching damper 117 and the indoor air blower 118 are connected to the output of the air conditioning controller 45 and are controlled by the air conditioning controller 45 (in Figure 2 Indicated by dotted lines).

[0180] (4) Air conditioning operation and battery cooling operation when heat sink 111 for rear seats is present

[0181] In this embodiment, the air conditioning operation of each of the heating mode, the dehumidification heating mode, the dehumidification cooling mode, and the cooling mode is performed in the same manner as in the above-mentioned embodiment 1. In the cooling mode, for example, when the air conditioning switch (air conditioning on switch) for the rear seat provided in the air conditioning operation unit 53 is pressed and a cooling request (rear evaporator cooling request) for the heat absorber 111 for the rear seat is sent to the heat pump controller 32, the heat pump controller 32 opens the solenoid valve 108 to allow the refrigerant to flow in the heat absorber 111 (in the cooling mode). Fig.12 Indicated by solid arrows).

[0182] In addition, in this embodiment, the battery cooling operation is performed in the same manner as in the above-mentioned embodiment 1. However, in this embodiment, in the battery cooling single mode of the battery cooling operation in the above-mentioned embodiment, the solenoid valve 108 is also fixed to be closed. In addition, in the coordinated mode of the battery cooling operation in the above-mentioned embodiment, there is a state in which the solenoid valve 108 is opened and the refrigerant flows in the heat absorber 111, and a state in which the solenoid valve 108 is closed and the refrigerant does not flow in the heat absorber 111. That is, Fig.12 The solid arrows indicate the flow of the refrigerant when the solenoid valve 108 is open in the coordinated mode.

[0183] (4-1) Control of the Solenoid Valve 108 for Rear Seat

[0184] Next, refer to Fig.13 The opening and closing control of the electromagnetic valve 108 in this embodiment is described. The electromagnetic valve 108 is based on the temperature of the heat absorber 111 (heat absorber temperature TeRr) detected by the heat absorber temperature sensor 112. Fig.13 The opening and closing control is performed as shown. That is, Fig.13 This is a block diagram showing the opening and closing control of the solenoid valve 108 .

[0185] The temperature of the absorber 111 detected by the absorber temperature sensor 112 (absorber temperature TeRr) and the target absorber temperature TEORr, which is the target value of the absorber temperature TeRr, are input to the absorber solenoid valve control unit 121 of the heat pump controller 32. In addition, the absorber solenoid valve control unit 121 has a specified temperature difference above and below the target absorber temperature TEORr and sets an upper limit value TeRrUL and a lower limit value TeRrLL. Then, when the absorber temperature TeRr starts to increase from the state in which the solenoid valve 108 is closed and rises to the upper limit value TeRrUL (a case where it is greater than the upper limit value TeRrUL or a case where it is above the upper limit value TeRrUL. The same applies below), the solenoid valve 108 is opened. As a result, the refrigerant flows into the absorber 111 and evaporates to cool the air flowing in the air circulation path 113.

[0186] After that, when the heat absorber temperature TeRr drops to the lower limit value TeRrLL (less than the lower limit value TeRrLL or below the lower limit value TeRrLL, the same below), the solenoid valve 108 is closed. Thereafter, the opening and closing of the solenoid valve 108 is repeated to control the heat absorber temperature TeRr to the target heat absorber temperature TEORr, thereby cooling the rear part of the vehicle interior.

[0187] (4-2) Control of the compressor 2 based on the heat absorber temperature TeRr of the heat absorber 111 for the rear seat

[0188] then, Fig.14 This is a control block diagram for calculating the target speed (compressor target speed) TGNCcr of the compressor 2 based on the heat absorber temperature TeRr. The F / F (feed forward) operation amount calculation unit 86 of the heat pump controller 32 calculates the F / F operation amount TGNCcrff of the compressor target speed based on the internal gas temperature Tin, the air volume GaRr of the air flowing in the air flow path 3 (it can also be the blower voltage BLVRr of the indoor air blower 118) and the target heat absorber temperature TEORr which is the target value of the heat absorber temperature TeRr.

[0189] In addition, the F / B (feedback) operation amount calculation unit 124 calculates the F / B operation amount TGNCcrfb of the compressor target speed through PID (proportional integral differential) calculation or PI (proportional integral) calculation based on the target heat absorber temperature TEORr and the heat absorber temperature TeRr. In addition, the F / F operation amount TGNCcrff calculated by the F / F operation amount calculation unit 123 and the F / B operation amount TGNCcrfb calculated by the F / B operation amount calculation unit 124 are added by the adder 126 and input to the limit setting unit 127.

[0190] After the lower speed limit TGNCcrLimLo and the upper speed limit TGNCcrLimHi are set as TGNCcr0 in the limit setting unit 127, the compressor target speed TGNCcr is determined by the compressor disconnection control unit 128. In addition, since the F / B operation amount TGNCcrfb cannot be obtained at the start of operation, the F / F operation amount TGNCcrff is determined as the compressor target speed TGNCcr. The determined compressor target speed TGNCcr enters one input of the switch 129.

[0191] The other input of the switch 129 is inputted as "0" in the embodiment. The switch 129 selects "0" and outputs (TGNCcr = 0) when the solenoid valve 108 (rear evaporator valve) is closed, and outputs TGNCcr when it is open. This TGNCcr is the target speed of the compressor 2 (target speed corresponding to the heat absorber 111) required to control the heat absorber temperature TeRr. Then, the output of the switch 129 is also inputted to Fig. 9 The maximum value selection unit 102 (in Fig. 9 Indicated by dotted lines).

[0192] In the present embodiment, the maximum value selection unit 102 selects the maximum value of the input compressor target speeds TGNCc, TGNCcb, and TGNCcr, and outputs it as the compressor target speed TGNC. Then, similarly, the heat pump controller 32 controls the operation (speed) of the compressor 2 according to the compressor target speed TGNC selected by the maximum value selection unit 102.

[0193] (4-3) Determination of the compressor target speed TGNC when the heat absorber 111 for the rear seat is present

[0194] Next, refer to Fig.15 The flowchart of FIG. 1 will be used to describe the determination control of the target speed (compressor target speed) TGNC of the compressor 2 based on the heat medium temperature Tw, the heat absorber temperature Te, and the heat absorber temperature TeRr, which is implemented by the heat pump controller 32 of this embodiment.

[0195] Heat pump controller 32 Fig.15 In step S18, it is determined whether the battery cooling request is input from the battery controller 73. If there is no battery cooling request in step S18, the heat pump controller 32 proceeds to step S19, sets the compressor target speed TGNCcb to "0", closes the solenoid valve 69 (cooler valve) in step S20, and proceeds to step S21.

[0196] On the other hand, if there is a battery cooling request in step S18, the heat pump controller 32 proceeds to step S28 and enters the coordination mode, executing the above Figure 7 Next, in step S29, it is determined whether the solenoid valve 69 is closed. Then, if the solenoid valve 69 is open, the process proceeds to step S30. Fig. 9 In the control block diagram, the compressor target speed TGNCcb based on the heat medium temperature Tw is calculated, and the switch 103 is switched so as to output the compressor target speed TGNCcb.

[0197] On the other hand, if the electromagnetic valve 69 is closed in step S29, the process proceeds to step S31 and stops. Fig. 9 The target speed of the compressor TGNCcb based on the heat medium temperature Tw in the control block diagram is calculated, and the switch 103 is switched so as to output "0" (TGNCcb=0), and the process proceeds to step S21.

[0198] In the present embodiment, when there is no battery cooling request and the process proceeds from step S18 to step S19 and step S20 and then to step S21 , the cooling mode of the air-conditioning operation is subsequently executed.

[0199] Then, in Fig.15 In step S21, the heat pump controller 32 determines whether an evaporator cooling request is input from the air conditioning controller 45. The evaporator cooling request in this embodiment is the same as the air conditioning request described above, but also means, for example, pressing the air conditioning switch (air conditioning on switch) for the front seat provided on the air conditioning operating unit 53 and selecting the cooling mode, thereby requesting cooling (cooling) by the heat absorber 9 for the front seat.

[0200] When no evaporator cooling request is sent to the heat pump controller 32 in step S21, the heat pump controller 32 proceeds to step S22, sets the compressor target speed TGNCc to "0", closes the solenoid valve 35 (compartment valve) in step S23, and proceeds to step S24.

[0201] On the other hand, if there is a request for evaporator cooling in step S21, the heat pump controller 32 proceeds to step S32 to execute the above Figure 5 Next, in step S33, it is determined whether the solenoid valve 35 is closed. Then, if the solenoid valve 35 is open, the process proceeds to step S34. Fig. 9 In the control block diagram, the compressor target speed TGNCc based on the heat absorber temperature Te is calculated, and the switch 101 is switched so as to output the compressor target speed TGNCc.

[0202] On the other hand, if the electromagnetic valve 35 is closed in step S33, the process proceeds to step S35 and stops. Fig. 9 The target speed of the compressor TGNCc based on the heat absorber temperature Te in the control block diagram is calculated, and the switch 101 is switched so as to output "0" (TGNCcb=0), and the process proceeds to step S24.

[0203] Then, in Fig.15 In step S24, the heat pump controller 32 determines whether a rear evaporator cooling request is input from the air conditioning controller 45. The rear evaporator cooling request in this embodiment means that the air conditioning switch (air conditioning on switch) for the rear seat provided in the air conditioning operating unit 53 is pressed, and the cooling mode is selected, thereby requesting cooling (cooling) by the heat absorber 11 for the rear seat.

[0204] When no rear evaporator cooling request is sent to the heat pump controller 32 in step S24, the heat pump controller 32 proceeds to step S25, sets the compressor target speed TGNCcr to "0", closes the solenoid valve 108 (rear evaporator valve) in step S26, and proceeds to step S27.

[0205] On the other hand, if there is a request for post-evaporator cooling in step S24, the heat pump controller 32 proceeds to step S36 to execute the above Fig.13 The electromagnetic valve 108 (rear evaporator valve) is opened and closed. Next, in step S37, it is determined whether the electromagnetic valve 108 is closed. Then, if the electromagnetic valve 108 is open, the process proceeds to step S38. Fig.14 In the control block diagram, the compressor target speed TGNCcr based on the absorber temperature TeRr is calculated, and the switch 129 is switched in a manner to output the compressor target speed TGNCcr.

[0206] On the other hand, if the electromagnetic valve 108 is closed in step S37, the process proceeds to step S39 and stops. Fig.14 The target speed of the compressor TGNCcr based on the heat absorber temperature TeRr in the control block diagram is calculated, and the switch 129 is switched so as to output "0" (TGNCcr=0), and the process proceeds to step S27.

[0207] Then, in step S27, the heat pump controller 32 selects the maximum value of the compressor target speeds TGNCc, TGNCcb, and TGNCcr through the maximum value selection unit 102, and determines it as the compressor target speed TGNC. In addition, when all the solenoid valves 69, 35, and 108 are closed, in steps S31, S35, and S39, the compressor target speeds TGNCc, TGNCcb, and TGNCcr are all "0", so when the air conditioner is operated in the cooling mode, the compressor 2 stops.

[0208] In addition, in the determination of step S27, the heat pump controller 32 stops the compressor target speed TGNCc or TGNCcb or TGNCcr which is not the maximum value. Fig. 9 , Fig.14 The integral operation in the F / B operation amount calculation unit 87, 93 or 124.

[0209] As described above, in the present embodiment, the heat pump controller 32 calculates the target speeds TGNCc, TGNCcb, and TGNCcr of the compressor 2 required for controlling the temperature of the heat absorber 9 or the temperature of the heat medium cooled by the refrigerant-heat medium heat exchanger 64, and the temperature of the heat absorber 111, respectively, and selects the maximum value therebetween to control the operation of the compressor 2. Therefore, in the vehicle air-conditioning device 1 having three evaporators, namely, the heat absorber 9 for the front seats, the refrigerant-heat medium heat exchanger 64, and the heat absorber 111 for the rear seats, even when their loads change, the undesirable situation of insufficient cooling capacity in all the evaporators can be eliminated, and the cooling control of the vehicle interior air conditioning based on the heat absorber 9 and the heat absorber 111 and the cooling control of the battery 55 based on the refrigerant-heat medium heat exchanger 64 can be properly realized.

[0210] In this case, since solenoid valves 35, 69, and 108 are provided and controlled based on the absorber temperature Te, the heat medium temperature Tw, the absorber temperature TrRr, and whether or not there is a cooling requirement, cooling control based on the absorber 9, the refrigerant-heat medium heat exchanger 64, and the absorber 11 can be reliably performed.

[0211] In addition, in the present embodiment, even when the solenoid valve 35, the solenoid valve 69, and the solenoid valve 108 are open, the heat pump controller 32 calculates the compressor target speeds TGNCc, TGNCcb, and TGNCcr corresponding to the heat absorber 9, the refrigerant-heat medium heat exchanger 64, and the heat absorber 111 corresponding to the solenoid valve 35, the solenoid valve 69, and the solenoid valve 108. Therefore, when the solenoid valve 35, the solenoid valve 69, or the solenoid valve 108 is closed, the target speed calculation is not performed for components that do not need to generate a cooling effect, thereby eliminating unnecessary calculation processing performed by the heat pump controller 32.

[0212] In addition, when the solenoid valve 35, the solenoid valve 69 or the solenoid valve 108 is closed, the heat pump controller 32 sets the compressor target speeds TGNCc, TGNCcb, and TGNCcr to 0. Therefore, it is possible to reliably avoid the undesirable situation in which the compressor target speeds TGNCc, TGNCcb, and TGNCcr corresponding to the heat absorber 111, the refrigerant-heat medium heat exchanger 64, and the heat absorber 111 that do not need to generate a cooling effect are selected.

[0213] Furthermore, the heat pump controller 32 stops the integration operation in the calculation of the compressor target rotation speeds TGNCc, TGNCcb, and TGNCcr that are not the maximum values, and thus, it is possible to similarly avoid the deterioration of the controllability in advance.

[0214] In addition, in this case, the heat pump controller 32 selects the maximum value of the F / F operating quantities TGNCcff, TGNCcbff, and TGNCcrff to control the operation of the compressor 2 at the start of operation. Therefore, it is possible to eliminate the undesirable situation of insufficient cooling capacity in the heat absorber 9, the refrigerant-heat medium heat exchanger 64, and the heat absorber 111 from the start of operation, and achieve appropriate temperature control through the above-mentioned components.

[0215] In this embodiment, the heat pump controller 32 also performs the battery alarm control of the above-mentioned embodiment. That is, when the battery alarm is input, the heat pump controller 32 fixes the electromagnetic valve 35 and the electromagnetic valve 108 to be closed and fixes the electromagnetic valve 69 to be open.

[0216] In addition, in the above-mentioned embodiments, the temperature of the object (heat medium) cooled by the refrigerant-heat medium heat exchanger 64 (heat exchanger for the temperature-controlled object) is used as the heat medium temperature Tw, but the temperature of the object cooled by the refrigerant-heat medium heat exchanger 64 (heat exchanger for the temperature-controlled object) may also be used as the battery temperature Tcell, and the temperature of the refrigerant-heat medium heat exchanger 64 (the temperature of the refrigerant-heat medium heat exchanger 64 itself, the temperature of the refrigerant flowing out of the refrigerant flow path 64B, etc.) may also be used as the temperature of the refrigerant-heat medium heat exchanger 64 (heat exchanger for the temperature-controlled object).

[0217] In addition, in the embodiment, the heat medium is circulated to adjust the temperature of the battery 55, but the present invention is not limited thereto, and a temperature-controlled object heat exchanger may be provided to directly exchange heat between the refrigerant and the battery 55 (temperature-controlled object). In the above case, the battery temperature Tcell is the temperature of the object cooled by the temperature-controlled object heat exchanger.

[0218] In addition, in the embodiment, the solenoid valve 35, the solenoid valve 69, and the solenoid valve 108 are used as the valve devices of the present invention. However, when the indoor expansion valve 8, the auxiliary expansion valve 68, and the indoor expansion valve 107 are composed of a flow regulating valve (electric valve) that can be fully closed, the solenoid valves 35, 69, and 108 are not required, and the indoor expansion valve 8, the auxiliary expansion valve 68, and the indoor expansion valve 107 are the valve devices of the present invention.

[0219] In addition, in each embodiment, when the solenoid valve 69 is closed, the compressor target speed TGNCcb is set to "0" (steps S6, S31), when the solenoid valve 35 is closed, the compressor target speed TGNCc is set to "0" (steps S10, S35), and when the solenoid valve 108 is closed, the compressor target speed TGNCcr is set to "0" (step S39), but it is not limited to this, and they can also be set to the lower limit speed (control lower limit value) of the control, or the current value can be maintained.

[0220] In the first embodiment, the heat absorber 9 for the front seat and the refrigerant-heat medium heat exchanger 64 are used as the evaporator of the present invention, and in the second embodiment, in addition, the heat absorber 111 for the rear seat is used as the evaporator, but the present invention is not limited to this, and in the first embodiment, it may be a combination of the heat absorber 9 and the heat absorber 111, or a combination of the refrigerant-heat medium heat exchanger 64 and the heat absorber 111. That is, the present invention is also effective for a vehicle air conditioning device having the evaporator of this combination.

[0221] In addition, the structure and numerical value of the refrigerant circuit R described in the embodiment are not limited thereto, and can be changed within the scope of the purpose of the present invention. It goes without saying. In addition, in the embodiment, the present invention is described by the vehicle air conditioner 1 having various operation modes such as heating mode, dehumidification heating mode, dehumidification cooling mode, cooling mode, coordination mode, and battery cooling mode, but it is not limited thereto. For example, the present invention is also effective in a vehicle air conditioner that can execute the cooling mode and the coordination mode, and the battery cooling mode.

[0222] Explanation of symbols

[0223] 1. Car air conditioning device;

[0224] 2 compressors;

[0225] 3.113 air circulation path;

[0226] 4 Radiator;

[0227] 6 Outdoor expansion valve;

[0228] 7 Outdoor heat exchanger;

[0229] 8. 107 indoor expansion valve;

[0230] 9 Heat absorber (evaporator, heat absorber for front seats);

[0231] 11. Control device;

[0232] 32 Heat pump controller (forming part of the control device);

[0233] 35, 69, 108 solenoid valve (valve device);

[0234] 45 Air conditioning controller (forming part of the control device);

[0235] 55 battery (temperature-controlled object);

[0236] 61 Equipment temperature control device;

[0237] 64 Refrigerant-heat medium heat exchanger (evaporator, heat exchanger for temperature-controlled object);

[0238] 68 Auxiliary expansion valve;

[0239] 72 Vehicle controller;

[0240] 73 Battery controller;

[0241] 77 battery temperature sensor;

[0242] 76 thermal medium temperature sensor;

[0243] 111 Heat absorber (evaporator, heat absorber for rear seat);

[0244] R Refrigerant circuit.

Claims

1. A vehicle air conditioning device, comprising at least a compressor, a plurality of evaporators, a plurality of valve devices and a control device for air conditioning a vehicle interior, wherein: The compressor compresses the refrigerant; The plurality of evaporators are used to evaporate the refrigerant; The plurality of valve devices are used to control the flow of refrigerant to each of the evaporators. It is characterized in that The valve device is an on-off valve or a flow regulating valve that can be fully closed. The control device The target speed of the compressor required for controlling the temperature of each evaporator or the temperature of an object to be cooled by the evaporator is calculated respectively, and the maximum value of the plurality of target speeds calculated corresponding to each evaporator is selected to control the operation of the compressor, and The valve device is controlled based on the temperature of each evaporator or the temperature of an object to be cooled by each evaporator or whether there is a cooling request for each evaporator. When the valve device is open, the target rotation speed corresponding to the evaporator whose flow of refrigerant is controlled by the valve device is calculated, When the valve device is closed, the target rotation speed corresponding to the evaporator whose flow of refrigerant is controlled by the valve device is maintained at 0, maintained at a control lower limit value, or maintained at a current value.

2. The vehicle air conditioning device according to claim 1, characterized in that: The control device In calculating the target speed, feedback calculation is performed based on the temperature of each evaporator or the temperature of an object cooled by the evaporator, and the feedback calculation includes an integral calculation. When the target speed is not the maximum value, the integral calculation is stopped.

3. The vehicle air conditioning device according to claim 1 or 2, characterized in that: The control device In the calculation of the target speed, a feedforward calculation based on the target temperature of each of the evaporators or the target temperature of an object to be cooled by the evaporator is performed, and At the start of operation, the maximum value of the target rotation speeds of the compressor corresponding to each of the evaporators calculated by the feedforward calculation is selected to control the operation of the compressor.

4. The vehicle air conditioning device according to claim 1 or 2, characterized in that: The multiple evaporators are any two or all of the following components: a front seat heat absorber for evaporating a refrigerant to cool air supplied to a front portion of the vehicle interior; a rear seat heat absorber for evaporating a refrigerant to cool air supplied to a rear portion of the vehicle interior; and A heat exchanger for an object to be temperature-controlled is used to evaporate a refrigerant to cool an object to be temperature-controlled installed in a vehicle.

5. The vehicle air conditioning device according to claim 1, wherein: The plurality of evaporators include a heat exchanger for a temperature-controlled object for evaporating a refrigerant to cool a temperature-controlled object installed in a vehicle. The control device When the temperature of the temperature-regulated object is above a prescribed upper limit value, or is higher than the upper limit value, the valve device for controlling the flow of refrigerant to the temperature-regulated object through the heat exchanger is fixed in an open state, and the valve device is fixed in a closed state in other cases than the above.

6. The vehicle air conditioning device according to claim 4, characterized in that: The object to be temperature-controlled is a battery.

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