Vehicle air conditioning device

Abstract

The present invention provides a vehicle air-conditioning device capable of suppressing waste of electric power by avoiding execution of an unwanted defrosting operation and effectively utilizing the capability of an external air heat absorption heating operation as much as possible. A vehicle air-conditioning device (100) is provided with: an air-conditioning circuit (E) having a refrigerant circuit (R) including a compressor (1), an indoor heat exchange unit (4), and an external heat exchange unit (7); and a control device (200) for controlling the refrigerant circuit (R), the control device (200) being capable of selectively executing an outside air heat absorption heating operation for absorbing heat in the outside heat exchange unit (7) and a defrosting operation for defrosting the outside heat exchange unit (7). The control device (200) calculates a travel time to a destination and an operation time for an outside air heat absorption heating operation until outside air heat absorption cannot be performed in the outside heat exchange unit (7) due to frosting, and executes a defrosting operation when the travel time is longer than the operation time, and executes a defrosting operation when the travel time is longer than the operation time. The running time is at least longer than the driving time.

Description

Technical Field

[0001] The present invention relates to an air conditioner for a vehicle. Background Art

[0002] Conventionally, as an air conditioning device applicable to vehicles such as hybrid vehicles or electric vehicles, an air conditioning device has been developed that includes a refrigerant circuit connected to a compressor, a radiator, an absorber, and an external heat exchanger, dissipates the refrigerant discharged from the compressor in the radiator, and absorbs heat of the refrigerant dissipated in the radiator in the external heat exchanger, thereby heating the interior of the vehicle, dissipates the refrigerant discharged from the compressor in the external heat exchanger, and absorbs heat in the absorber, thereby cooling the interior of the vehicle.

[0003] In addition, when heating the interior of the vehicle, since the refrigerant absorbs heat in the external heat exchanger and becomes low temperature, moisture in the external air forms frost and adheres to the external heat exchanger. If the frosting of the external heat exchanger increases, the heat exchange with the external air is hindered, and thus the heating capacity decreases. Therefore, the external heat exchanger is defrosted by flowing the high-temperature refrigerant discharged from the compressor to the external heat exchanger to dissipate heat (for example, refer to Patent Document 1).

[0004] Moreover, in a refrigeration cycle device that absorbs heat from external air, for the purpose of defrosting as effectively as possible, a technique is also known in which the defrosting state is estimated based on the temperature of cooling water and the presence or absence of defrosting operation is determined, and defrosting control is performed (for example, refer to Patent Document 2). Prior Art Documents

[0005] Patent Document 1: Japanese Unexamined Patent Application Publication No. 2011-237052 Patent Document 2: Japanese Unexamined Patent Application Publication No. 2022-51623

[0006] However, in the case of defrosting control that estimates the defrosting state and determines the presence or absence of defrosting operation based on the temperature of cooling water as in Patent Document 2, power may sometimes be wasted due to defrosting operation. Specifically, for example, sometimes the progress of frosting is slow or the distance to the destination is short, and before reaching the destination, the frosting does not progress to the extent that heat cannot be absorbed from the external air for heating. If defrosting is also performed based on the determination based on the temperature of cooling water in this case, it is possible to perform excessive defrosting operation. In addition, if the defrosting operation is performed, for example, when the frosting has not progressed to a certain degree, the vehicle may sometimes end its travel while still having the ability to perform heat absorption and heating operation from the external air, resulting in the following problems: wasting the power of the defrosting operation, not being able to effectively utilize the ability of the heat absorption and heating operation from the external air, not being able to achieve energy saving as a whole for the vehicle air conditioner, and reducing the cruising range of the vehicle. Summary of the Invention

[0007] Accordingly, an object of the present invention is to provide an air conditioning device for a vehicle, which can suppress waste of electric power by avoiding execution of unnecessary defrosting operation and making the most effective use of the ability of the outside air heat absorption heating operation.

[0008] The present invention relates to an air conditioning device for a vehicle, comprising: an air conditioning circuit having a refrigerant circuit including a compressor, an indoor heat exchanger, and an outdoor heat exchanger; and a control device for controlling the refrigerant circuit. The control device can selectively execute an outside air heat absorption heating operation for absorbing heat in the outdoor heat exchanger and a defrosting operation for defrosting the outdoor heat exchanger. The air conditioning device for a vehicle is characterized in that the control device calculates the driving time to the destination and the operation time of the outside air heat absorption heating operation until the outside air heat absorption cannot be performed in the outdoor heat exchanger due to frosting. When the driving time is longer than the operation time, the control device executes the defrosting operation so that at least the operation time reaches the driving time or more.

[0009] According to the present invention, an air conditioning device for a vehicle can be provided, which can suppress waste of electric power by avoiding execution of unnecessary defrosting operation and making the most effective use of the ability of the outside air heat absorption heating operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 is a schematic view showing an air conditioning device for a vehicle according to a first embodiment of the present invention. Figure 2 is a schematic view showing an air conditioning device for a vehicle according to the first embodiment. Figure 3 is a schematic view showing an air conditioning device for a vehicle according to the first embodiment. Figure 4 is a schematic view showing an air conditioning device for a vehicle according to the first embodiment. Figure 5 In (A) is a block diagram showing the hardware configuration of a control device of an air conditioning device for a vehicle according to the first embodiment, and (B) is a block diagram showing the functional configuration of the control device. Figure 6 is a schematic diagram showing an outline of an air conditioning operation mode in an air conditioning device for a vehicle according to the first embodiment. Figure 7 is a schematic diagram showing an outline of an air conditioning operation mode in an air conditioning device for a vehicle according to the first embodiment. Figure 8 is a schematic diagram showing an outline of an air conditioning operation mode in an air conditioning device for a vehicle according to the first embodiment. Figure 9It is a schematic diagram showing the outline of the air-conditioning operation mode in the vehicle air-conditioning device according to the first embodiment. Figure 10 It is a schematic diagram showing the outline of the air-conditioning operation mode in the vehicle air-conditioning device according to the first embodiment. Figure 11 It is a flowchart showing the process of the air-conditioning operation process in the vehicle air-conditioning device according to the first embodiment. Figure 12 It is a flowchart showing the process of the air-conditioning operation process in the vehicle air-conditioning device according to the first embodiment. Figure 13 It is a schematic diagram showing the vehicle air-conditioning device according to the second embodiment of the present invention. Figure 14 It is a schematic diagram showing the vehicle air-conditioning device according to the second embodiment of the present invention. Figure 15 It is a schematic diagram showing the vehicle air-conditioning device according to the second embodiment of the present invention. Figure 16 It is a schematic diagram showing the vehicle air-conditioning device according to the second embodiment of the present invention. Figure 17 It is a schematic diagram showing the vehicle air-conditioning device according to the third embodiment of the present invention. Figure 18 It is a schematic diagram showing the vehicle air-conditioning device according to the third embodiment of the present invention. Figure 19 It is a schematic diagram showing the outline of the air-conditioning operation mode in the vehicle air-conditioning device according to the third embodiment. Detailed Embodiment

[0011] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following description, the same reference numerals denote parts having the same function, and repeated descriptions in each figure will be appropriately omitted.

[0012] Figure 1 It is a schematic diagram showing an example of the main structure including the refrigerant circuit R in the vehicle air-conditioning device 100 according to the first embodiment of the present invention. The vehicle air-conditioning device 100 of the present embodiment can be mounted on a vehicle powered only by an internal combustion engine, but compared with a vehicle powered only by an internal combustion engine, it is suitable for vehicles such as HEVs (Hybrid Electric Vehicles) where it is difficult to ensure sufficient heat only by the waste heat of the internal combustion engine, and EVs (Electric Vehicles) where heating cannot be performed by the waste heat of the internal combustion engine. Vehicles such as HEVs or EVs are equipped with a battery (for example, a lithium battery), and are driven by supplying the electric power charged from an external power source to a motor unit including a driving motor, and thus travel. The vehicle air-conditioning device 100 is also driven by the electric power supplied from the battery.

[0013] <Overall structure> As Figure 1 shown, the vehicle air conditioner 100 of the first embodiment includes an air conditioning circuit E and a control device 200. Figure 1 The air conditioning circuit E shown is an example and has a refrigerant circuit R, an indoor heat exchanger 4, and an outdoor heat exchanger 7. The vehicle air conditioner 100 of the present embodiment performs air conditioning (heating, cooling, dehumidifying, and defrosting) in the vehicle interior by performing heat pump operation using the refrigerant circuit R. In addition, in the following description, the refrigerant refers to the circulating medium of the refrigerant circuit R that accompanies the state change in the heat pump (compression, condensation, expansion, evaporation), and the heat medium refers to the medium that absorbs and dissipates heat without accompanying such a state change.

[0014] (Refrigerant circuit) The refrigerant circuit R is constituted by connecting a compressor 1, a first heat exchanger 2, an expansion mechanism 16, a second heat exchanger 3, etc. through refrigerant pipes 13. The compressor 1 sucks in the refrigerant from the upstream side in the refrigerant circuit R and compresses it, discharging the refrigerant as a high-temperature and high-pressure gas to the downstream side. The form of the compressor 1 is not particularly limited, and for example, a piston-type or scroll-type electric compressor is used. Although not shown, a liquid receiver for separating the liquid from the refrigerant is provided on the upstream side of the compressor 1 in the refrigerant circuit R. The refrigerant circuit R cools the refrigerant that has become a high-temperature and high-pressure gas through the compressor 1 by dissipating heat from the refrigerant through the first heat exchanger 2. The refrigerant that has passed through the first heat exchanger 2 is decompressed in the expansion mechanism 16 and absorbs heat through the second heat exchanger 3. And the low-pressure refrigerant is compressed again in the compressor 1. This cycle is repeated.

[0015] (First heat exchanger) The first heat exchanger 2 is a refrigerant-heat medium heat exchanger having a refrigerant flow path 2A and a heat medium flow path 2B. The refrigerant flow path 2A is connected to the refrigerant circuit R, and the heat medium flow path 2B is connected to a first heat medium circuit 5 described later. The refrigerant flow path 2A of the first heat exchanger 2 constitutes a part of the refrigerant circuit R and functions as a radiator of the refrigerant circuit R. In addition, the heat medium flow path 2B of the first heat exchanger 2 constitutes a part of the first heat medium circuit 5 and functions as a heat absorber of the first heat medium circuit 5.

[0016] (Expansion mechanism) The expansion mechanism 16 is constituted by an expansion valve, a capillary tube, etc., and decompresses and expands the high-pressure refrigerant that has passed through the first heat exchanger 2 to become a low-pressure refrigerant.

[0017] (Second heat exchanger) The second heat exchanger 3 is a refrigerant-heat medium heat exchanger having a refrigerant flow path 3A and a heat medium flow path 3B. The refrigerant flow path 3A is connected to the refrigerant circuit R, and the heat medium flow path 3B is connected to a second heat medium circuit 6 described later. The refrigerant flow path 3A of the second heat exchanger 3 constitutes a part of the refrigerant circuit R and functions as a heat absorber of the refrigerant circuit R. In addition, the heat medium flow path 3B of the second heat exchanger 3 constitutes a part of the second heat medium circuit 6 and functions as a radiator of the second heat medium circuit 6.

[0018] (First heat medium circuit) The first heat medium circuit 5 is a circuit in which heat medium circulates and can exchange heat with the refrigerant in the refrigerant circuit R. For example, it is composed of a circulation pump 51, a first heat exchanger 2, a heater core 4 of the HVAC unit 10, pipes 50 (50A, 50B, 50C, 50D, 50E, 50F), three-way valves 52 (52A, 52B), etc. The outlet of the circulation pump 51 communicates with the heat medium flow path 2B of the first heat exchanger 2 via the pipe 50A. The heat medium flow path 2B is connected to the three-way valve 52B via the pipe 50B.

[0019] The inlet of the three-way valve 52B is connected to the pipe 50B. One outlet communicates with the inlet of the heater core 4 via the pipe 50C, and the other outlet communicates with one inlet of the three-way valve 52A via the pipe 50F. The outlet of the heater core 4 is connected to the other inlet of the three-way valve 52A via the pipe 50D. The outlet of the three-way valve 52A communicates with the inlet of the circulation pump 51 via the pipe 50E.

[0020] The heater core 4 is arranged in a device called an HVAC (Heating Ventilation and Air-Conditioning) unit 10 provided in the vehicle.

[0021] (HVAC unit) The HVAC unit 10 is formed by an air flow path 29 that introduces external air or internal air from one end side and supplies air to the vehicle interior from the other end side. An in-vehicle blower 27, a heat absorber 9, an air mixing damper 28, and a heater core 4 are provided inside the HVAC unit 10. At the air upstream side of the heat absorber 9 in the air flow path 29, there are formed inlets for an external air inlet and an internal air inlet (in Figure 1It is represented by the suction port 25. A suction switching damper 26 is provided at the suction port 25. Through the suction switching damper 26, the internal air (internal air circulation) which is the air inside the vehicle compartment and the external air (external air introduction) which is the air outside the vehicle compartment are appropriately switched, and are introduced into the air flow path 29 from the suction port 25. An in-vehicle blower 27 for delivering the introduced internal air or external air to the air flow path 29 is provided on the air downstream side of the suction switching damper 26.

[0022] The in-vehicle blower 27 is provided at one end side of the HVAC unit 10. When driven, it sucks the external air or internal air and discharges it to the other end side. The heat absorber 9 is provided on the downstream side of the in-vehicle blower 27. All the air blown out from the in-vehicle blower 27 passes through the heat absorber 9. Downstream of the heat absorber 9, the air flow path 29 can be branched into two flow paths 29A and 29B. The downstream sides of the two flow paths 29A and 29B merge, and a heater core 4 is arranged in the middle of one flow path 29A.

[0023] The air mix damper 28 can rotate between a position where the flow path 29A downstream of the heat absorber 9 is opened and the flow path 29B is closed and a position where the flow path 29A is closed and the flow path 29B is opened. When the air mix damper 28 is in the position where the flow path 29A is opened and the flow path 29B is closed, all the air that has passed through the heat absorber 9 passes through the flow path 29A. When the air mix damper 28 is in the position where the flow path 29A is closed and the flow path 29B is opened, all the air that has passed through the heat absorber 9 bypasses the flow path 29A. When the air mix damper 28 is in the position where both the flow path 29A and the flow path 29B are opened, a part of the air that has passed through the heat absorber 9 passes through the flow path 29A, and the remaining part bypasses the flow path 29A. The air that has passed through the flow path 29A and the air that has bypassed the flow path 29A are mixed on the downstream side of the HVAC unit 10.

[0024] (Second heat medium circuit) The second heat medium circuit 6 is a circuit for the heat medium circulation that can respectively exchange heat with the heat supply device 65 and the refrigerant in the refrigerant circuit R. For example, it is composed of a circulation pump 63, a second heat exchanger 3, a radiator that becomes the external (outdoor) heat exchange part 7, a heat supply device 65, the heat absorber 9 of the HVAC unit 10, pipes 60 (60A to 60K), three-way valves 62 (62A, 62B, 62C, 63D), etc. The heat supply device 65 is a device that becomes the heat source for supplying heat to the air conditioning circuit E. Here, as an example, it is a water heater (ECH: Electric Coolant Heater) that heats the heat medium.

[0025] The external heat exchanger 7 has an intake grille 71, and an outdoor blower 15 is provided nearby. With the intake grille 71 in the open state, the outdoor blower 15 forcibly ventilates external air to the external heat exchanger 7, thereby causing the external air to exchange heat with the refrigerant. Even when the vehicle is parked, the external air is ventilated to the external heat exchanger 7. The outlet of the circulation pump 63 is connected to the heat medium flow path 3B of the second heat exchanger 3 via a pipe 60A. The heat medium flow path 3B is connected to one end of the external heat exchanger 7 via pipes 60B, a three-way valve 62A, a pipe 60C, a three-way valve 62B, a pipe 60D, a three-way valve 62C, and a pipe 60E. The other end of the external heat exchanger 7 is connected to the inlet of the heating device 65 via a pipe 60F, a three-way valve 62D, and a pipe 60G. The outlet of the heating device 65 is connected to the inlet of the circulation pump 63 via a pipe 60H.

[0026] The inlet of the three-way valve 62A is connected to the heat medium flow path 3B of the second heat exchanger 3 via a pipe 60B. One outlet is connected to a pipe 60C, and the other outlet is connected to the inlet of the heat absorber 9 of the HVAC unit 10 via a pipe 60K. One inlet of the three-way valve 62B is connected to a pipe 60C, the other inlet is connected to the outlet of the heat absorber 9 of the HVAC unit 10 via a pipe 60I, and the outlet is connected to a pipe 60D. One inlet of the three-way valve 62C is connected to a pipe 60D, one outlet is connected to a pipe 60J, and the other outlet is connected to one end of the external heat exchanger 7 via a pipe 60E. One inlet of the three-way valve 62D is connected to the other end of the external heat exchanger 7 via a pipe 60F, the other inlet is connected to a pipe 60J, and the outlet is connected to the inlet of the heating device 65 via a pipe 60G. The pipe 60J forms a bypass path that bypasses the external heat exchanger 7. By switching the three-way valves 62C and 62D, the flow path of the heat medium between the two three-way valves 62C and 62D can be switched between the flow paths of pipes 60E, the external heat exchanger 7, pipe 60F and the flow path of pipe 60J.

[0027] <Air conditioning operation> Hereinafter, the types of air conditioning operations in the vehicle air conditioning device 100 will be described. The vehicle air conditioning device 100 can selectively perform external air heat absorption heating operation, equipment heat recovery heating operation, defrosting operation, dehumidifying operation, refrigeration operation, etc.

[0028] <Air conditioning operation / External air heat absorption heating operation> Continue to refer to Figure 1 and describe the external air heat absorption heating operation. In addition, in the Figures 1 to 4 circuit shown, the devices (structures) painted black are structures with their functions stopped. In addition, the movement of the heat medium and the refrigerant is indicated by arrows.

[0029] During the external air heat absorption and heating operation, in the first heat medium circuit 5, the three-way valves 52A and 52B are switched to block the flow path of the pipe 50F. Thus, in the first heat medium circuit 5, the heat medium circulates in the order of the circulation pump 51, the pipe 50A, the first heat exchanger 2 (heat medium flow path 2B), the pipe 50B, the three-way valve 52B, the pipe 50C, the heater core 4, the pipe 50D, the three-way valve 52A, and the pipe 50E.

[0030] In addition, in the second heat medium circuit 6, the three-way valve 62A is switched to block the flow path of the pipe 60K, the three-way valve 62B is switched to block the flow path of the pipe 60I, and the three-way valves 62C and 62D are switched to block the flow path of the pipe 60J. In addition, the intake grille 71 of the external heat exchange unit 7 is opened, and the outdoor blower 15 is operated. The heating device (ECH) 65 stops operating (generating heat), but the heat medium can circulate inside it (in the pipes).

[0031] Thus, in the second heat medium circuit 6, the heat medium circulates in the order of the circulation pump 63, the pipe 60A, the second heat exchanger 3 (heat medium flow path 3B), the pipe 60B, the three-way valve 62A, the pipe 60C, the three-way valve 62B, the pipe 60D, the three-way valve 62C, the pipe 60E, the external heat exchange unit 7, the pipe 60F, the three-way valve 62D, the pipe 60G, the ECH 65, and the pipe 60H.

[0032] If external air flows into the external heat exchange unit 7 due to the vehicle's movement or the opening of the intake grille 71 and the operation of the outdoor blower 15, the heat medium flowing in the second heat medium circuit 6 absorbs heat from the external air in the external heat exchange unit 7 and flows into the heat medium flow path 3B of the second heat exchanger 3.

[0033] The heat medium in the second heat exchanger 3 exchanges heat with the refrigerant flowing in the refrigerant flow path 3A of the refrigerant circuit R. The heat medium of the second heat medium circuit 6 that has passed through the second heat exchanger 3 becomes low-temperature through heat exchange, flows into the external heat exchange unit 7, and absorbs heat from the external air.

[0034] The refrigerant flowing in the refrigerant circuit R absorbs heat from the heat medium of the second heat medium circuit 6 in the second heat exchanger 3 and flows into the compressor 1. The refrigerant that has become a high-temperature and high-pressure gas through the compressor 1 passes through the refrigerant flow path 2A of the first heat exchanger 2, exchanges heat with the heat medium flowing in the heat medium flow path 2B of the first heat exchanger 2, and is cooled by the heat medium taking away its heat, thereby condensing and liquefying.

[0035] When the heat medium circulating in the first heat medium circuit 5 passes through the heat medium flow path 2B of the first heat exchanger 2, it exchanges heat with the refrigerant to absorb heat and flows into the heater core 4. In the heater core 4, heat exchange occurs between the air passing around the fins and the heat medium passing through the tube. When the heater core 4 is supplied with the heat medium heated by absorbing heat, it heats the air around the fins (the heat medium dissipates heat). Through this heat exchange, the heat medium becomes low temperature. After dissipating heat in the heater core 4, the heat medium flows into the heat medium flow path 2B of the first heat exchanger 2 and exchanges heat with the refrigerant to absorb heat.

[0036] In the HVAC unit 10, although the flow paths (pipes 60K, 60I) of the heat medium flowing into the heat absorber 9 from the second heat medium circuit 6 are closed, the flow path of the air passing through the heat absorber 9 is ensured. In addition, the air mix damper 28 is located at a position where the flow path 29A is opened and the flow path 29B is closed, so that all the air passing through the heat absorber 9 passes through the flow path 29A.

[0037] Therefore, the air introduced into the air flow path 29 from the suction port 25 by the indoor blower 27 passes through the heat absorber 9 and flows into the heater core 4 provided in the flow path 29A. The air exchanges heat with the high-temperature heat medium passing through the heater core 4 and is heated, and then supplied to the vehicle interior.

[0038] Thus, in the present embodiment, under the condition that external air heat absorption can be performed, heat is absorbed from the external air in the external heat exchange section (radiator) 7, and the heat pump serving as the heat absorption source of the refrigerant circuit R operates to perform external air heat absorption heating operation for heating the vehicle interior. Here, the "condition that external air heat absorption can be performed" means that the frosting state (frosting amount) in the external heat exchange section (radiator) 7 has not reached the level where external air heat absorption in the external heat exchange section 7 cannot be performed. Hereinafter, the "level where the frosting state (frosting amount) reaches the level where external air heat absorption in the external heat exchange section 7 cannot be performed" will be simply referred to as the "external air heat absorption impossible level" (with frosting).

[0039] <Air conditioning operation / Equipment heat recovery heating operation> Next, with reference to Figure 2 the equipment heat recovery heating operation will be described. The equipment heat recovery heating operation refers to an operation in which heat is absorbed from the heat medium heated by the heating equipment 65 in the refrigerant circuit R to perform heating. The heating equipment 65 in this example is the ECH, but it is not limited thereto. In the case of having heating equipment such as a driving motor and a battery (in addition to the ECH), it may also be a structure that absorbs the waste heat of them as the heat absorption source and absorbs heat in the refrigerant circuit R to perform heating. Hereinafter, in the present embodiment, taking the Figure 2 air conditioning circuit E as an example, the equipment heat recovery heating operation may sometimes be referred to as "ECH heating operation".

[0040] During the heat recovery heating operation of the device, the structures and operations of the first heat medium circuit 5 and the refrigerant circuit R are the same as those in the external air heat absorption heating operation, so these descriptions are omitted.

[0041] In the second heat medium circuit 6, the flow paths of the pipe 60K and the pipe 60I are closed in the same way as in the external air heat absorption heating operation. On the other hand, the switching three-way valves 62C and 62D are switched to close the flow path of the pipe 60E that becomes the inlet to the external heat exchanger 7 and the flow path of the pipe 60F that becomes the outlet from the external heat exchanger 7, and open the flow path of the pipe 60J. Thus, the path of the heat medium that originally passed through the external heat exchanger 7 is bypassed by the pipe 60J. In addition, the intake grille 71 of the external heat exchanger 7 is closed, and the outdoor blower 15 is also stopped. On the other hand, the heat supply device (ECH) 65 operates (generates heat).

[0042] Thus, in the second heat medium circuit 6, the heat medium circulates in the order of the circulation pump 63, the pipe 60A, the second heat exchanger 3 (heat medium flow path 3B), the pipe 60B, the three-way valve 62A, the pipe 60C, the three-way valve 62B, the pipe 60D, the three-way valve 62C, the pipe 60J, the three-way valve 62D, the pipe 60G, the ECH 65, and the pipe 60H.

[0043] The ECH heating operation is a heating operation performed when the frosting of the external heat exchanger 7 reaches a level where it is impossible to absorb heat from the external air and the external air heat absorption heating operation cannot be performed. The heat medium flowing in the second heat medium circuit 6 is heated by the ECH 65 and used as the heat absorption source of the refrigerant circuit R. That is, the heat medium that has passed through the ECH 65 exchanges heat with the refrigerant in the refrigerant circuit R flowing in the refrigerant flow path 3A in the second heat exchanger 3. The heat medium in the second heat medium circuit 6 that has passed through the second heat exchanger 3 becomes low temperature through heat exchange, passes through the pipe 60J that bypasses the external heat exchanger 7, and is heated (absorbs heat from the ECH 65) in the ECH 65.

[0044] The refrigerant flowing in the refrigerant circuit R absorbs heat from the heat medium in the second heat medium circuit 6 in the second heat exchanger 3 and flows into the compressor 1. The refrigerant that has become a high-temperature and high-pressure gas through the compressor 1 passes through the refrigerant flow path 2A of the first heat exchanger 2 and exchanges heat with the heat medium flowing in the heat medium flow path 2B of the first heat exchanger 2 to be condensed and liquefied.

[0045] When the heat medium circulating in the first heat medium circuit 5 passes through the first heat exchanger 2, it exchanges heat with the refrigerant and flows into the heater core 4. When the heater core 4 is supplied with the heat medium heated by absorbing heat, it heats the air around the radiator fins (the heat medium dissipates heat). Through this heat exchange, the heat medium becomes low temperature. The heat medium that has dissipated heat in the heater core 4 flows into the heat medium flow path 2B of the first heat exchanger 2 and exchanges heat with the refrigerant to absorb heat.

[0046] In the HVAC unit 10, the air introduced into the air flow path 29 from the suction port 25 by the indoor blower 27 flows into the heater core 4, exchanges heat with the high-temperature heat medium passing through the heater core 4, is heated, and is supplied to the vehicle interior.

[0047] In this way, when frosting reaches a level where external air heat absorption is impossible, the heat medium bypassing the external heat exchange section (radiator) 7 is heated by the ECH65. That is, heating is performed using the ECH65 as the heat absorption source of the refrigerant circuit R. In addition, in this case, although not shown in the figure, when there are heat supply devices (heating devices) such as a battery and a driving motor in the second heat medium circuit 6, in addition to the ECH65, their waste heat is also utilized, thereby being able to suppress the heat generation amount of the ECH65 and being able to suppress the increase in the energy consumption (power consumption) of the ECH heating operation.

[0048] <Air conditioning operation / Defrosting operation (defrosting heating operation)> Next, with reference to Figure 3 The defrosting operation for defrosting the external heat exchange section 7 will be described. In the defrosting of the external heat exchange section 7, there are various methods such as using a refrigerant circuit R to introduce a high-temperature refrigerant through a pipe to pass through the external heat exchange section 7. However, in this embodiment, as an example, a structure is adopted in which the heat supply device (ECH) 65 of the second heat medium circuit 6 is used as the heat source for defrosting.

[0049] In addition, since external air heat absorption heating operation cannot be performed during defrosting, heating operation is also performed by the ECH65. That is, it can also be considered that the "defrosting operation" in this embodiment is a defrosting heating operation that combines the defrosting operation using the ECH65 as the heat source and the ECH heating operation.

[0050] During the defrosting operation, the structures and operations of the first heat medium circuit 5 and the refrigerant circuit R are the same as those in the external air heat absorption heating operation, so their descriptions are omitted.

[0051] In the second heat medium circuit 6, the three-way valves 62C and 62D are switched to block the flow path of the pipe 60J bypassing the external heat exchange section 7 and allow the heat medium to pass through the external heat exchange section 7. In addition, Figure 2The structure of the equipment heat recovery heating operation (ECH heating operation) shown is the same.

[0052] Thus, in the second heat medium circuit 6, the heat medium circulates in the order of the circulation pump 63, the pipe 60A, the second heat exchanger 3 (heat medium flow path 3B), the pipe 60B, the three-way valve 62A, the pipe 60C, the three-way valve 62B, the pipe 60D, the three-way valve 62C, the pipe 60E, the external heat exchange unit 7, the pipe 60F, the three-way valve 62D, the pipe 60G, the ECH 65, and the pipe 60H.

[0053] The defrosting operation is a heating operation performed when the frost in the external heat exchange part 7 reaches a level that makes it impossible to absorb heat from the outside air and the heating operation of absorbing heat from the outside air cannot be performed. The heat medium flowing in the second heat medium circuit 6 is heated by the ECH 65 to serve as a heat absorption source for the refrigerant circuit R. That is, the heat medium that has passed through the ECH 65 exchanges heat with the refrigerant of the refrigerant circuit R flowing in the refrigerant flow path 3A in the second heat exchanger 3. The heat medium of the second heat medium circuit 6 that has passed through the second heat exchanger 3 becomes low temperature by heat exchange, but is high temperature compared to the outside air. By causing the heat medium to flow into the external heat exchange part 7, the frost in the external heat exchange part 7 is removed.

[0054] The refrigerant flowing in the refrigerant circuit R absorbs heat from the heat medium of the second heat medium circuit 6 in the second heat exchanger 3 and flows into the compressor 1. The refrigerant that has become a high-temperature and high-pressure gas by the compressor 1 passes through the refrigerant flow path 2A of the first heat exchanger 2, exchanges heat with the heat medium flowing in the heat medium flow path 2B of the first heat exchanger 2, and is condensed and liquefied.

[0055] The heat medium circulating in the first heat medium circuit 5 exchanges heat with the refrigerant when passing through the first heat exchanger 2 and flows into the heater core 4. When the heat medium heated by absorbing heat is supplied to the heater core 4, the air around the heat sink is heated (heat medium dissipates heat). The heat medium becomes low temperature through this heat exchange. The heat medium after dissipating heat in the heater core 4 flows into the heat medium flow path 2B of the first heat exchanger 2, exchanges heat with the refrigerant and absorbs heat.

[0056] In the HVAC unit 10 , air introduced into the air flow path 29 from the air inlet 25 by the interior blower 27 flows into the heater core 4 , is heated by exchanging heat with the high-temperature heat medium passing through the heater core 4 , and is supplied into the vehicle interior.

[0057] In this way, when frost reaches a level that makes it impossible for the outside air to absorb heat, by using ECH65 as a heat source for defrosting and heating, both defrosting and heating can be achieved. Figure 2The difference between the device heat recovery heating operation and the defrosting operation is that the former is an operation that only performs heating without defrosting, while in contrast, the latter is an operation that performs both defrosting and heating. In this sense, it can also be considered that the defrosting operation of the present embodiment is a defrosting heating operation.

[0058] In addition, although not shown in the figure in this case, when there are heat supply devices (heating devices) such as a battery and a driving motor in the second heat medium circuit 6, in addition to the ECH65, their waste heat is utilized, thereby being able to suppress the calorific value of the ECH65 and being able to suppress an increase in the energy consumption (power consumption) of the ECH heating operation.

[0059] <Air conditioning operation / combined heating operation> Next, with reference to Figure 4 A heating operation that combines the external air heat absorption heating operation and the device heat recovery heating operation will be described.

[0060] The combined heating operation is an operation as follows: Compared with the case of the external air heat absorption heating operation shown in Figure 1 , the heating based on the external air heat absorption is controlled, and for the insufficient temperature, heating using the ECH65 as a heat source is used to supplement it. The reason for performing such an operation will be described later, but in the combined heating operation, the external heat exchange unit 7 and the heat supply device (ECH) 65 are used as the heat absorption sources of the refrigerant circuit R.

[0061] In the combined heating operation, the intake grille 71 of the external heat exchange unit 7 is opened, the outdoor blower 15 is operated, and external air can flow in. The other structures are the same as those in the defrosting operation shown in Figure 3 , so the description is omitted.

[0062] If external air flows into the external heat exchange unit 7 due to the vehicle's running or the opening of the intake grille 71 and the operation of the outdoor blower 15, the heat medium flowing in the second heat medium circuit 6 absorbs heat from the external air in the external heat exchange unit 7 and flows into the second heat exchanger 3. The heat medium exchanges heat with the refrigerant in the refrigerant circuit R in the second heat exchanger 3 and becomes low temperature, then flows into the external heat exchange unit 7 and absorbs heat from the external air.

[0063] The refrigerant flowing in the refrigerant circuit R absorbs heat from the heat medium in the second heat medium circuit 6 in the second heat exchanger 3 and flows into the compressor 1. The refrigerant that becomes a high-temperature and high-pressure gas through the compressor 1 passes through the first heat exchanger 2 and exchanges heat with the heat medium circulating in the first heat medium circuit 5 and condenses and liquefies.

[0064] The heat medium circulating in the first heat medium circuit 5 exchanges heat with the refrigerant when passing through the first heat exchanger 2 and then flows into the heater core 4. The heat medium passing through the heater core 4 heats the air around the radiator fins (the heat medium dissipates heat). The heat medium that has dissipated heat in the heater core 4 flows into the heat medium flow path 2B of the first heat exchanger 2 and exchanges heat with the refrigerant to absorb heat.

[0065] In the HVAC unit 10, the air introduced into the air flow path 29 from the suction port 25 by the indoor blower 27 flows into the heater core 4, exchanges heat with the high-temperature heat medium passing through the heater core 4, is heated, and is supplied into the vehicle interior.

[0066] In this way, during combined heating operation, the external heat exchange section 7 and the ECH65 are used as the heat absorption sources of the refrigerant circuit R.

[0067] In addition, in this case, although not shown in the figure, when there are heat supply devices (heating devices) such as a battery and a driving motor in the second heat medium circuit 6, in addition to the ECH65, their waste heat is also utilized, thereby being able to suppress the calorific value of the ECH65, and thus being able to suppress the increase in the energy consumption (power consumption) of the ECH heating operation.

[0068] In the vehicle air conditioner 100 of the present embodiment, by a switching valve (not shown) Figures 1 to 4 the circulation path of the refrigerant in the refrigerant circuit R is switched, and it is also possible to perform refrigeration operation and dehumidification operation in which the first heat exchanger 2 functions as a heat absorber and the second heat exchanger 3 functions as a radiator, but the illustration and detailed description of these operations are omitted.

[0069] <Control device> Next, Figure 5 the control device 200 will be described with reference to Figure 5 FIG. (A) of is a block diagram showing an example of the hardware configuration of the control device 200, and FIG. (B) of the same figure is a block diagram showing an example of the functional configuration of the control device 200, and in particular, a schematic block diagram showing an example of the functional configuration capable of performing air conditioning control in the vehicle air conditioner 100 of the present embodiment.

[0070] As Figure 5As shown in (A) of , the control device 200 is implemented by an air conditioner ECU (Electronic Control Unit), and at least controls the refrigerant circuit R. The control device (ECU) 200 includes a CPU (Central Processing Unit) 202, memories 204 such as a ROM (Read Only Memory) and a RAM (Random Access Memory), a non-volatile storage unit 206 such as an HDD (Hard Disk Drive) and an SSD (Solid State Drive), and a communication control unit 208. The CPU 202, the memories 204, the storage unit 206, and the communication control unit 208 are connected via an internal bus 210 so as to be able to communicate with each other.

[0071] The communication control unit 208 is connected, for example, via a communication line to a vehicle ECU 300 that controls the entire vehicle, including drive control of a driving motor and charge and discharge control of a battery, various sensors 400 such as an outside air temperature sensor, a humidity sensor, and a vehicle speed sensor, and each structure (control driver) 500 of the air conditioning circuit E, and can transmit and receive control signals and other information (such as outside air temperature, humidity, vehicle speed, etc.) between the vehicle ECU 300, the various sensors 400, and each structure of the air conditioning circuit E.

[0072] In addition, the communication control unit 208 can communicate with an external device (such as a server device) 600 and can transmit and receive various information (such as external information related to the environment on the driving route, destination information, etc.) from the external device 600. Specifically, the communication control unit 208 can perform, for example, V2X (Vehicle to Everything) communication and can transmit and receive information in vehicle-to-vehicle (Vehicle to Vehicle, V2V), vehicle-to-pedestrian (Vehicle to Pedestrian, V2P), vehicle-to-infrastructure (Vehicle to Infrastructure, V2I), and vehicle-to-network (Vehicle to Network, V2N).

[0073] In the present embodiment, as an example, a configuration is shown in which the communication control unit 208 of the air conditioner ECU (control device 200) communicates with an external device 600. However, it is not limited thereto. For example, it may also be a configuration in which various information (external information, destination information, etc.) obtained by communicating the communication control unit (not shown) provided in the vehicle ECU 300 with the external device 600 is transmitted to the air conditioner ECU (control device 200), and the air conditioner ECU (control device 200) receives it.

[0074] A control program for performing air conditioner control is stored in the storage unit 206. In addition, the ECU 200 includes a known configuration of an air conditioner ECU which is not described here.

[0075] In the ECU 200, the control program is read from the storage unit 206 and expanded in the memory 204, and the drive suppression control program expanded in the memory 204 is executed by the CPU 202. By cooperating with each structure (hardware) of the vehicle air conditioner device 100, at least various functions of air conditioner control including control of the refrigerant circuit R are achieved, and air conditioner control processing is executed.

[0076] Figure 5 (B) is a schematic diagram showing an example of the functional configuration of the control device 200. The control device 200 includes, for example, an analog unit 220, an information acquisition unit 221, a frost amount prediction unit 222, a power consumption calculation unit 223, a defrosting time determination unit 224, a heat absorption amount suppression control unit 225, and the like. Each of these parts may be constituted by a physical unit (hardware such as electronic components (circuits, elements) provided on a control board), may be constituted by software (program) possessed by the control device 200, or may be constituted by the cooperation of both.

[0077] (Analog unit) The analog unit 220 performs simulation on a plurality of air conditioner operation modes for future air conditioner operation from a certain location (current location) to a destination. Specifically, in the vehicle air conditioner device 100 of the present embodiment, the above-described outside air heat absorption heating operation, equipment heat recovery heating operation, defrosting operation (defrosting heating operation), and combined heating operation can be selectively executed. However, when traveling from a certain location (current location) to a destination, an air conditioner operation mode in which one or more of the above operations are combined is set along with the passage of time, and the frost formation state and power consumption of the outside heat exchanger 7 are simulated according to the air conditioner operation mode. In addition, a plurality of such air conditioner operation modes are prepared, and the best air conditioner operation mode is selected through simulation. The control device 200 can execute actual air conditioner operation according to the air conditioner operation mode selected from a plurality of air conditioner operation modes. The plurality of air conditioner operation modes will be described later.

[0078] (Information acquisition unit) The information acquisition unit 221 communicates with an external device 600 or the like via the communication control unit 208 to acquire external information related to the environment on the driving route. The "external information" is, for example, road traffic information distributed to the car navigation device through a road traffic information communication system (such as VICS (registered trademark)), environmental information of the destination (external air temperature, humidity, etc.), external air temperature, humidity, topographic map, map information, etc. on the driving route to the destination. In addition, the external information also includes information related to the vehicle speed of the host vehicle that can be acquired via the communication control unit 208. The information acquisition unit 221 also acquires destination information. The "destination information" is information on the distance and time to the destination (predicted destination), for example, information acquired through the car navigation device system or information acquired through other global positioning systems (GPS), but can also be information acquired from the external device 600 or the like as external information.

[0079] The information acquisition unit 221, for example, based on the information related to the destination input to the car navigation device system, acquires the distance and time from the current location to the destination. In addition, for example, when information related to the destination is not input to the car navigation device system and the vehicle is in motion, the information acquisition unit 221 predicts the destination based on past driving history data (similar routes, day of the week, time, etc.) and acquires the distance and time to the predicted destination.

[0080] (Frost amount prediction unit) The frost amount prediction unit 222 predicts the future frosting state (frost amount) in the external heat exchange unit 7 (for example, until reaching the destination) based on the destination information acquired by the information acquisition unit 221 and, if necessary, referring to the external information. If the frosting state (frost amount) in the external heat exchange unit 7 reaches a specified amount, the external air heat absorption heating operation cannot be performed. The frost amount prediction unit 222 determines whether the external air heat absorption heating operation cannot be performed during the period until reaching the destination (whether the external air heat absorption heating operation can continue until reaching the destination) based on the predicted future frosting state. Hereinafter, the frost amount (level) at which the external air heat absorption heating operation cannot be performed is referred to as the "external air heat absorption impossible level".

[0081] Specifically, the frost amount prediction unit 222 predicts the change in the frosting state in the external heat exchange unit 7 until reaching the destination based at least on the destination information (and external information as needed, the same hereinafter). More specifically, it predicts the change (increase) amount of the frost adhering to the external heat exchange unit during the period from point A to point B (hereinafter referred to as the "frost change amount"). The control device 200 determines whether defrosting operation is required based on the predicted frost change amount.

[0082] In addition, the frost accumulation amount prediction unit 222 calculates the operation time of the outside air heat absorption heating operation until the point where outside air heat absorption cannot be performed in the outside heat exchanger 7 due to frost accumulation (the outside air heat absorption heating operation cannot be performed, that is, the frost accumulation amount reaches the level where outside air heat absorption is impossible) when the vehicle continues to travel under the outside air heat absorption heating operation until the destination based on the predicted frost accumulation change amount.

[0083] The control device 200 determines whether the outside air heat absorption heating operation cannot be performed before reaching the destination based on the calculated operation time of the outside air heat absorption heating operation and the travel time until the destination. Moreover, when the travel time until the destination is longer than the calculated operation time of the outside air heat absorption heating operation, at least the defrosting operation is executed so that the operation time of the outside air heat absorption heating operation becomes equal to or longer than the travel time (the detailed situation will be described later).

[0084] In addition, when the travel time until the destination is longer than the operation time of the outside air heat absorption heating operation, the control device 200 performs heat absorption amount suppression control to control the air conditioning circuit in such a way that the difference between the operation time of the outside air heat absorption heating operation and the travel time until the destination becomes smaller. The heat absorption amount suppression control will be described later.

[0085] The frost accumulation amount prediction unit 222 repeatedly (intermittently) predicts the frost accumulation amount based on the frost accumulation change amount at a certain timing from the start of the vehicle's travel (including the calculation of the available operation time of the outside air heat absorption heating operation, hereinafter referred to as "frost accumulation amount prediction"). This certain timing can be, in addition to, for example, a timing at regular intervals such as every predetermined time (e.g., 5 minutes) or every predetermined distance (e.g., 5 km), also an arbitrary timing such as when the vehicle stops traveling.

[0086] In addition, the simulation unit 220 simulates at least one of the multiple air conditioning operation modes at least once at a certain timing during travel. The "certain timing during travel" is a timing detected (predicted) by the intermittent frost accumulation amount prediction of the frost accumulation amount prediction unit 222 when the frost accumulation amount reaches the level where outside air heat absorption is impossible before reaching the destination. That is, the frost accumulation amount prediction unit 222 intermittently predicts the frost accumulation amount from the start of the vehicle's travel, and as a result, when detecting (predicting) the timing when the frost accumulation amount reaches the level where outside air heat absorption is impossible before reaching the destination, at least one air conditioning operation mode is simulated.

[0087] The prediction method of the frost accumulation amount can adopt known methods. As an example, the following method can be cited: Obtain the difference between the measured value of the outlet water temperature of the cooling medium (heat medium) in the external heat exchange unit (radiator) 7 and the theoretical value of the outlet water temperature of the cooling medium without frost from prior experimental results, etc., and the correlation between the external air temperature and humidity and the frost accumulation change amount, thereby predicting the future frost accumulation amount. The following briefly explains this prediction method.

[0088] In this case, the calculation of the outlet water temperature Tth of the cooling medium without frost based on Equation 1 uses the counts k5 to k8 obtained through experiments, etc., to find the theoretical value of the outlet water temperature of the external heat exchange unit 7 when the external heat exchange unit 7 is not frosted under the same conditions. Then, the calculation result of the outlet water temperature Tth of the cooling medium without frost is compared with the measured value of the outlet water temperature of the cooling medium, and the current frost accumulation amount is estimated based on the difference. The larger this difference, the larger the frost accumulation amount.

[0089] That is, through prior experiments, etc., obtain the magnitude of the temperature difference between the calculation result of the outlet water temperature Tth of the cooling medium without frost and the measured value of the outlet water temperature of the cooling medium, and the correlation between the external air temperature and humidity and the frost accumulation change amount, thereby being able to estimate the future frost accumulation amount corresponding to the current frost accumulation amount, that is, the frost accumulation amount after a specified time from the current time point.

[0090] (Power consumption calculation unit) The power consumption calculation unit 223 predicts and calculates the power consumption of the air conditioner operation from a certain location (simulation start time point, current location) to a future location. The power consumption calculation unit 223 is not limited to a single air conditioner operation, and can also predict and calculate the total power consumption in the case where multiple air conditioner operations coexist. Specifically, the power consumption calculation unit 223 can calculate the total predicted power consumption for each of multiple air conditioner operation modes that combine one or more of the external air heat absorption and heating operation, equipment heat recovery heating operation, defrosting operation (defrosting heating operation), and combined heating operation. Specifically, for example, calculate the power consumption when only the external air heat absorption and heating operation is performed from the simulation start time point to the destination, the power consumption when the equipment recovery heating operation is performed without the defrosting operation, or the power consumption when the defrosting operation and the equipment heat recovery heating operation are performed and the heat absorption and heating operation is performed after defrosting, etc.

[0091] The power consumption calculation unit 223 calculates the predicted power consumption of the air conditioner to the destination based on the external air temperature at the current location, the frost accumulation change amount calculated by the frost accumulation amount prediction unit 222, and the destination information. In this case, the predicted power consumption is calculated with reference to the obtained external information as needed.

[0092] The power consumption calculation unit 223 calculates the predicted power consumption each time the simulation unit 220 performs a simulation. That is, when multiple simulations are performed at multiple locations on the driving route to the destination, the corresponding multiple predicted power consumptions are calculated accordingly.

[0093] (Defrosting period determination unit) The defrosting period determination unit 224 determines the start period of the defrosting operation when the defrosting operation is performed. When defrosting, it is vulnerable to external environmental factors such as external air temperature, humidity, and vehicle speed. For example, defrosting is more effective at a location with a relatively high external air temperature than at a location with a relatively low external air temperature. The defrosting period determination unit 224 determines multiple locations on the driving route as candidates for the execution period of the defrosting operation based on the external information obtained by the information acquisition unit 221.

[0094] Hereinafter, as an example, the case where the external information is the external air temperature on the driving route based on weather forecasts, etc. will be described.

[0095] The defrosting period determination unit 224, for example, when the frost accumulation amount reaches the level where external air heat absorption is impossible before reaching the destination, takes the time when the external air heat absorption becomes impossible (immediately) as a reference, and determines the period earlier than it (the early execution period) and the period later than the reference (the delayed execution period) as candidates for the execution period of the defrosting operation. When selecting the early execution period and the delayed execution period, if there is a location where the external air temperature is relatively higher than the location where the external air heat absorption becomes impossible at level α, the corresponding period of that location is selected.

[0096] The power consumption calculation unit 223 calculates the predicted power consumption in the case of performing the defrosting operation at these multiple candidate execution periods respectively. The control device 200 (defrosting period determination unit 224) determines to start the defrosting operation at the execution period with the minimum predicted power consumption when selecting any one of these candidate execution periods to perform the defrosting operation.

[0097] In addition, the execution period of the defrosting operation is not limited to selecting the early execution and the delayed execution based on the time when the external air heat absorption becomes impossible at level α as candidates. For example, it is also possible to select the periods corresponding to any multiple locations (locations where the predicted power consumption may decrease) from the current time point to the destination on the driving route as the start periods (candidates) of the defrosting operation, and perform the defrosting operation at the location with the minimum predicted power consumption among them. The selection of any multiple locations can also be based on various information such as external air temperature, humidity, traffic information, terrain, whether it is urban or suburban, etc.

[0098] The defrost period determination unit 224 also determines the defrost period actually executed by the control device 200 based on the result of the simulation performed by the simulation unit 220 based on the candidates for the execution period of the selected defrost operation.

[0099] (Heat absorption amount suppression control unit) The heat absorption amount suppression control unit 225 performs control to adjust so as to be able to make the most effective use of the ability of the external air heat absorption heating operation, that is, to make the frost formation amount exceed a certain level around the destination and reach or be closer to the level where external air heat absorption is impossible.

[0100] For example, the frost formation amount prediction unit 222 calculates the travel time to the destination and the time until external air heat absorption in the external heat exchange unit 7 becomes impossible (the operation time of the external air heat absorption heating operation). When it is determined that the travel time to the destination is longer than the operation time of the external air heat absorption heating operation (defrost operation is required), the heat absorption amount suppression control unit 225 executes the heat absorption amount suppression control, which controls the air-conditioning circuit to reduce the difference between the operation time of the external air heat absorption heating operation and the travel time.

[0101] Generally speaking, if it is possible to reach the destination only by the external air heat absorption heating operation, it is advantageous in terms of power consumption. However, there are also cases where, due to a long distance to the destination or a low external air temperature, etc., a defrost operation is required. In such a case, it is preferable that the frost formation amount around the destination reaches or is closer to the level where external air heat absorption is impossible, and the ability of the external air heat absorption heating operation can be made the most effective use of.

[0102] When it is predicted that the frost formation amount at the time of reaching the destination exceeds the level where external air heat absorption is impossible, the heat absorption amount suppression control unit 225 suppresses the operation time or the heating capacity (external air heat absorption amount) of the external air heat absorption heating operation so as not to execute the defrost operation and make the frost formation amount at the time of reaching the destination reach, for example, 50% or more of the level where external air heat absorption is impossible. By suppressing the external air heat absorption amount in the external air heat absorption heating operation, as a result, the frost formation amount in the external heat exchange unit 7 is suppressed.

[0103] The heat absorption amount suppression control unit 225 also reduces the temperature of the heater core 4 in the HVAC unit 10 by suppressing the external air heat absorption amount. Therefore, the heat absorption amount suppression control unit 225 reduces the air volume of the indoor blower 27 and suppresses the reduction of the blowing temperature to the minimum.

[0104] Since the heating capacity of the external air heat absorption heating operation is suppressed, the air-conditioning comfort inside the vehicle will be slightly sacrificed. Therefore, in order to supplement the heating capacity of the external air heat absorption heating operation that has been sacrificed, the heat absorption amount suppression control unit 225 can also assist in performing the ECH heating operation to control the temperature drop inside the vehicle.

[0105] In addition, in addition to the control performed by the heat absorption amount suppression control unit 225, the control device 200 performs air-conditioning operation in a manner that can maximize the effective use of the capacity of the external air heat absorption heating operation. For example, even when performing defrosting operation, the defrosting operation (defrosting amount, defrosting operation time) and the subsequent external air heat absorption heating operation (operation time) can be controlled in such a way that the frost formation amount at the destination reaches more than 50% of the level where external air heat absorption is impossible.

[0106] In this way, the control device 200 of the present embodiment has a simulation unit 220 that predicts the future frost formation amount and predicts the power consumption (power consumption) of the air conditioner, thereby simulating the frost formation amount and power consumption for a variety of air-conditioning operation modes envisioned in advance.

[0107] The control device 200 compares the predicted power consumption calculated from the results of simulating at least two air-conditioning operation modes, selects the air-conditioning operation mode with the smallest predicted power consumption, and executes the air-conditioning operation until the destination. Thus, from the simulation start time point (current time point) to the destination, it is possible to appropriately select an efficient air-conditioning operation according to the destination information and external information. For example, whether to select any one of the equipment heat recovery heating operation and the defrosting operation, or whether to perform the external air heat absorption heating operation after the defrosting operation, or whether to immediately start the defrosting operation when the defrosting operation is required during the period until the destination (when the frost formation amount reaches the level where external air heat absorption is impossible), etc. Through the energy-saving effect, it is possible to suppress the reduction of the cruising range.

[0108] In addition, in the present embodiment, for the sake of convenience of explanation, the functions of the control device 200 are divided into Figure 6 the structure shown in (B) has been described, but these are only examples. In the control device 200, the structures (units) that implement each function are not limited to the above examples. In addition, the units that implement the above functions do not need to be structured in a modular (unitized) manner to share functions as shown in (B) of Figure 6 For example, as long as the control device 200 can implement an information acquisition function, a frost formation amount prediction function, a power consumption calculation function, a defrosting period determination function, a heat absorption amount suppression control function, a simulation function, etc. as a whole.

[0109] <Air-conditioning operation mode> Next, with reference to Figures 6 to 12, an example of the air conditioner operation mode will be described. In addition to the above-described control (operation), the control device 200 can also execute control (operation) for simulating the following air conditioner operation modes.

[0110] In Figures 6 to 10 In the shown curve graph, the horizontal axis is time, and the vertical axis is the frost formation amount (measured, predicted) and the power consumption (measured, predicted). The frost formation amount and the power consumption are measured values up to the current time T0, and predicted values after the current time T0. The frost formation amount is represented by a thick line, and the power consumption is represented by a dotted line and shading. In addition, α on the vertical axis represents the level at which external air heat absorption for the frost formation amount is impossible.

[0111] First, Figure 6 (A) of is a curve graph showing an example of the air conditioner operation state at a certain time point during driving. In this case, at the current time T0, the frost formation amount is close to the level α at which external air heat absorption is impossible, and it is the timing when the following is detected (predicted): at the time Tx before the destination arrival scheduled time TE, the frost formation amount reaches the level α at which external air heat absorption is impossible, that is, if the intermittent prediction by the frost formation amount prediction unit 222 continues to drive in this state, the frost formation amount will reach the level α at which external air heat absorption is impossible before reaching the destination (at the time Tx) as shown by the dotted line. "The frost formation amount reaches the level α at which external air heat absorption is impossible" means that defrosting is required before reaching the destination if driving continues in this state. Hereinafter, the detection of "the frost formation amount reaches the level α at which external air heat absorption is impossible" is sometimes referred to as the detection of "requiring defrosting".

[0112] The simulation unit 220 of the present embodiment takes Figure 6 the detection of requiring defrosting shown in (A) of as an opportunity to execute the simulation of one or more of the following air conditioner operation modes.

[0113] <Air conditioner operation mode 1> Figure 6 (B) of shows the air conditioner operation mode 1. The air conditioner operation mode 1 is a mode in which, from the current time T0 to the time Tx when the level α at which external air heat absorption is impossible is reached, external air heat absorption heating operation ( Figure 1 ) is performed, and after the time Tx when the level α at which external air heat absorption is impossible is reached, defrosting operation is not performed, and equipment heat recovery heating operation (ECH heating operation) shown in Figure 2 is performed until the destination. When the level α at which external air heat absorption is impossible is reached, external air heat absorption heating operation cannot be performed, so equipment heat recovery heating operation is executed instead. It is a mode that can simulate the power consumption generated in this case.

[0114] In this case, as the total predicted power consumption PC1 from the current time T0 to the scheduled arrival time TE at the destination, the power calculation unit 223 calculates the predicted power consumption (a) of the outside air heat absorption heating operation from the current time T0 to the time Tx when the outside air heat absorption becomes impossible, and the predicted power consumption (b) of the ECH heating operation from the time Tx when the outside air heat absorption becomes impossible to the scheduled arrival time TE at the destination, and the sum of these values (PC1 = (a) + (b)).

[0115] <Air conditioning operation mode 2> Figure 6 (C) of which represents the air conditioning operation mode 2. The state at the current time T0 of the air conditioning operation mode 2 is the same as Figure 6 that of (B). That is, in Figure 6 (A), it is a state where defrosting operation is required during the period until the destination is reached, but at the current time T0, the outside air heat absorption heating operation can still be performed. In the air conditioning operation mode 2, it is determined at the current time T0 that immediate defrosting operation is not required, and the outside air heat absorption heating operation is stopped. In addition, no defrosting operation is performed, and the operation is switched to the equipment heat recovery heating operation (ECH heating operation, Figure 3 ) to execute. Then, near the destination, the outside air heat absorption heating operation ( Figure 1 ) with remaining capacity (the frost accumulation amount has not reached the outside air heat absorption impossible level α) is executed.

[0116] Thus, the air conditioning operation mode 2 is a mode as follows: Although it is a state where defrosting operation is required during the period until the destination is reached, when it is determined that immediate execution is not required, the equipment heat recovery heating operation is executed, and when near the destination, it is switched to the outside air heat absorption heating operation. Similar to the air conditioning operation mode 1, it is a mode that can simulate the amount of power consumption generated when the equipment heat recovery heating operation is executed instead of the outside air heat absorption heating operation.

[0117] In this case, it is preferable that the level of the frost accumulation amount at the destination reaches near the level α where external air heat absorption is impossible. That is, based on the rate of change of the frost accumulation amount (proportional to time) predicted by the frost accumulation prediction unit 222, the control device 200 (for example, the simulation unit 220) performs inverse calculation on the premise that the level of the frost accumulation amount at the destination reaches near the level α where external air heat absorption is impossible, and determines the time T1 to start the external air heat absorption heating operation near the destination. Here, "the level of the frost accumulation amount at the destination reaches near the level α where external air heat absorption is impossible" means that the level of the frost accumulation amount at the destination reaches 50% or more of the level α where external air heat absorption is impossible, preferably means that the level of the frost accumulation amount reaches about 70% to 100% of the level α where external air heat absorption is impossible, and more preferably means that the level of the frost accumulation amount reaches about 90% to 100% of the level α where external air heat absorption is impossible.

[0118] Thus, since the external air heat absorption is switched near the destination, power consumption can be suppressed compared with the case where the ECH heating operation is continued until the destination (for example, the air conditioner operation mode 1).

[0119] In this case, as the total predicted power consumption PC2 from the current time T0 to the scheduled arrival time TE at the destination, the power calculation unit 223 calculates the sum value (PC2 = (c) + (d)) of the predicted power consumption (c) of the ECH heating operation from the current time T0 to the time T1 and the predicted power consumption (d) of the external air heat absorption heating operation from the time T2 to the scheduled arrival time TE at the destination.

[0120] <Air conditioner operation mode 3> Figure 7 (A) of represents the air conditioner operation mode 3. The air conditioner operation mode 3 is a mode in which the external air heat absorption heating operation is performed after the current time T0 until the level α where external air heat absorption is impossible is reached (until the external air heat absorption impossible level arrival time Tx), and the defrosting operation (defrosting heating operation) shown in Figure 1 is performed immediately from the external air heat absorption impossible level arrival time Tx, and the external air heat absorption heating operation is performed from the time T1 when the defrosting is completed (when almost all the frost is removed) to the destination. Figure 3 Figure 1 ).

[0121] As described above, the defrosting operation is an air conditioning operation that uses both the defrosting operation and the ECH heating operation using the ECH65 as a heat source. When frost reaches the impossible level α of the outside air heat absorption, the outside air heat absorption heating operation cannot be performed, so the ECH heating operation is performed instead, and by performing the defrosting operation using the ECH65 as a heat source, the heating operation and the defrosting operation can be performed at the same time. The air conditioning operation mode 3 is a mode that can simulate the power consumption generated when the outside air heat absorption heating operation is restarted instead of the equipment heat recovery heating operation when frost occurs and the outside air heat absorption heating operation cannot be performed.

[0122] In this case, as the total predicted power consumption PC3 from the current time T0 to the scheduled time TE when arriving at the destination, the power calculation unit 223 calculates the predicted power consumption (e) of the external air heat absorption heating operation from the current time T0 to the time Tx when the external air heat absorption level is reached, the predicted power consumption (f) of the defrosting operation from the time Tx when the external air heat absorption level is reached to the time T1 when the defrosting is completed, and the predicted power consumption (g) of the external air heat absorption heating operation from the time T2 to the scheduled time TE when arriving at the destination (PC3=(e)+(f)+(g)).

[0123] <Air conditioning operation mode 4> Figure 7 (B) indicates air conditioning operation mode 4. Air conditioning operation mode 4 is a mode in which the outside air heat absorption heating operation is performed after the current time T0 until the outside air heat absorption impossible level α is reached (until the outside air heat absorption impossible level reaches time Tx). Figure 1 ), from the time Tx when the heat absorption of the outside air cannot reach the horizontal level, the defrosting operation is not performed immediately, but the equipment heat recovery heating operation is performed until the time T1 ( Figure 2 ), and then the defrosting operation is performed from time T1 ( Figure 3 ), the outside air heat absorption heating operation is performed from the time T2 when the defrosting is completed (when the frost is almost completely removed) to the destination. The air conditioning operation mode 4 is also the same as the air conditioning operation mode 3, and is a mode that can simulate the degree of power consumption when the start timing of the defrosting operation is different.

[0124] The start time T1 of the defrosting operation in this case is a time for delayed execution of the defrosting operation determined (selected) by the defrosting time determination unit 224. The defrosting time determination unit 224 determines the time T1 as a time when defrosting can (is likely to) be effectively performed, and as a time that is delayed (delayed execution) from the time Tx at which the level at which heat absorption of the outside air cannot be reached, based on external information on the driving route.

[0125] In the simulation of the air conditioner operation mode 4, based on this, starting from the moment Tx when it is impossible to absorb heat from the outside air horizontally, instead of immediately performing the defrosting operation, the defrosting operation is put on standby until the delayed execution moment T1.

[0126] In this case, for example, compared with Figure 7 the case of (A), there is a possibility that the predicted power consumption of the defrosting operation can be reduced.

[0127] In this case, as the total predicted power consumption PC4 from the current moment T0 to the destination arrival scheduled moment TE, the power calculation unit 223 calculates the predicted power consumption (h) of the outside air heat absorption heating operation from the current moment T0 to the moment Tx when it is impossible to absorb heat from the outside air horizontally, the predicted power consumption (i) of the equipment heat recovery heating operation from the moment Tx when it is impossible to absorb heat from the outside air horizontally to the standby moment T1 of the defrosting operation, the predicted power consumption (j) of the defrosting operation from the moment T1 when the defrosting operation starts to the moment T2 when the defrosting is completed, and the predicted power consumption (k) of the outside air heat absorption heating operation from the moment T2 when the defrosting is completed to the destination arrival scheduled moment TE, and the sum value (PC4 = (h) + (i) + (j) + (k)).

[0128] <Air conditioner operation mode 5> Figure 7 The (C) of Figure 1 represents the air conditioner operation mode 5. The air conditioner operation mode 5 is the following mode: after the current moment T0, the outside air heat absorption heating operation ( Figure 3 is performed, but the outside air heat absorption heating operation is stopped at the moment T1 earlier than the moment when it becomes impossible to absorb heat from the outside air at the level α and switched to the defrosting operation (

[0129] ), and then the outside air heat absorption heating operation is performed from the moment T2 when the defrosting is completed (when almost all the frost has been removed) to the destination. Similar to the air conditioner operation mode 3, the air conditioner operation mode 5 is also a mode that can simulate the power consumption generated when the start timing of the defrosting operation is different from that of the air conditioner operation modes 3 and 4.

[0130] In this case, as the total predicted power consumption PC5 from the current time T0 until the predicted arrival time TE at the destination, the power calculation unit 223 calculates the predicted power consumption (l) of the external air heat absorption and heating operation from after the current time T0 until the time T1, the predicted power consumption (m) of the defrosting operation from the time T1 when the defrosting operation starts until the time T2 when the defrosting is completed, and the predicted power consumption (n) of the external air heat absorption and heating operation from the time T2 when the defrosting is completed until the predicted arrival time TE at the destination, and calculates the sum value (PC5 = (l) + (m) + (n)).

[0131] Air conditioning operation modes 3 to 5 are as follows: in the case of a state where it is determined that a defrosting operation is required during the period until reaching the destination, after performing the defrosting operation, the operation is transferred to the external air heat absorption and heating operation.

[0132] <Air conditioning operation mode 6> Refer to Figure 8 A description will be given of the air conditioning operation mode 6. First, Figure 8 The (A) in it represents the following state: at the time point of determining whether a defrosting operation is required (the time point detected as "defrost required" through the prediction of the frost accumulation amount based on the change amount of the frost accumulation), the amount of frost accumulation is relatively small, that is, the progress of frosting has not advanced. In such a case where the progress of frosting is slow, if the defrosting operation is performed before reaching the destination, it is possible to reach the destination in a state where there is still a large amount of remaining capacity for the external air heat absorption and heating operation, and it is possible to waste the energy of the defrosting operation.

[0133] Therefore, in the air conditioning operation mode 6, a time parameter is also adopted in the detection of "defrost required". That is, the control device 200 (frost accumulation amount prediction unit 222) detects the frost accumulation amount at intermittent timings, and makes the prediction indicated by the dotted line in Figure 8 the (A). The control device 200 (frost accumulation amount prediction unit 222) also calculates the travel time from the current location to the destination (the time from the current time T0 until the predicted arrival time TE at the destination) R0, and the time of the external air heat absorption and heating operation ( Figure 1 ) from the current time T0 until the external air heat absorption cannot be performed in the external heat exchange unit 7 due to frosting (until the time Tx when the external air heat absorption becomes impossible level) (the external heat absorption and heating executable time) Rh.

[0134] Moreover, when the travel time R0 is longer than the external heat absorption and heating executable time Rh, it is determined (detected) as "defrost required (time)".

[0135] For example, in the case of this determination, as shown in (A) of Figure 8 , when the distance to the destination is short (travel time R0 > external heat absorption and heating executable time Rh), defrosting is not performed.

[0136] On the other hand, when "defrosting (time)" is detected, defrosting operation is performed at a stage far from the destination (immediately after "defrosting (time)" is detected). Thereby, external heat absorption heating operation can be performed from after the defrosting operation until the destination, and thus the possibility of wasting the ability of external heat absorption heating operation around the destination (at the end of driving) can be reduced.

[0137] Figure 8 (B) is a graph showing the air-conditioning operation mode 6, indicating a state in which "defrosting (time)" is detected as a result of predicting the frost formation amount with a time parameter included. In Figure 8 In the case of the frost formation amount (predicted amount) indicated by the dotted line in (B), if the calculated driving time from the current location to the destination (the time from the current time T0 to the scheduled destination arrival time TE) R1 and the external heat absorption heating executable time Rh are compared, then R1 > Rh, and thus it becomes "defrosting (time)".

[0138] In this case, defrosting operation is performed at a stage far from the destination (preferably immediately after the detection of "defrosting (time)"), and then external air heat absorption heating operation is performed, thereby adjusting the external heat absorption heating executable time (obtaining a new external heat absorption heating executable time Rh'). That is, the execution time of the defrosting operation is the time when the new (after defrosting) external heat absorption heating executable time Rh' becomes equal to or greater than the driving time R1 (Rh' > R1).

[0139] By immediately performing the necessary defrosting operation after detecting "defrosting (time)", external heat absorption heating operation can be performed from after the defrosting operation until the destination, and thus the possibility of wasting the ability of external heat absorption heating operation around the destination (at the end of driving) can be reduced.

[0140] In addition, since the defrosting operation is performed at a stage where the progress of frost formation is small, the power consumption of the defrosting operation can also be suppressed to a low level.

[0141] Moreover, the frost formation amount (predicted amount) in the present embodiment is based on the value of the frost formation change amount calculated by the frost formation amount prediction unit 222 according to the destination information (and external information as needed, the same hereinafter). That is, by calculating the external heat absorption heating executable times Rh and Rh' based on this frost formation change amount, the accuracy of the external heat absorption heating executable times Rh and Rh' can be improved. Thereby, it is possible to select whether appropriate defrosting operation is required, and the waste of power consumption of the defrosting operation can be minimized (the same also applies to air-conditioning operation modes 7 and 8).

[0142] Specifically, the air conditioner operation mode 6 is as follows: Defrosting operation starts immediately at the current time T0 when frosting is relatively less, and external air heat absorption heating operation is performed from the time T1 when defrosting is completed (when substantially all the frost is removed) to the destination.

[0143] In this case, as the total predicted power consumption PC6 from the current time T0 to the predicted time TE of reaching the destination, the power calculation unit 223 calculates the sum of the predicted power consumption (o) of the defrosting operation from the current time T0 to the time T1 and the predicted power consumption (p) of the external air heat absorption heating operation from the time T1 to the predicted time TE of reaching the destination (PC6 = (o) + (p)).

[0144] <Air conditioner operation mode 7> Figure 9 (A) of represents the air conditioner operation mode 7. The air conditioner operation mode 7 is also a mode in which defrosting operation is performed after detecting "defrosting (time)", but in the defrosting operation of the air conditioner operation mode 6 ( Figure 3 ), only a part of the frost is removed instead of substantially completely removing the frost. In addition, the defrosting amount is controlled, and the time of the defrosting operation (i.e., the start time of the external air heat absorption heating operation after defrosting) is controlled so that the frost amount at the time of reaching the destination TE reaches 50% or more of the external air heat absorption impossible level α (closer to the external air heat absorption impossible level α or reaching the external air heat absorption impossible level α). Even if the frost on the radiator 7 is not completely (substantially completely) removed, external air heat absorption heating operation can be performed until the destination is reached ( Figure 1 ). Moreover, it is possible to operate in such a way that the frost amount at the time of reaching the destination TE reaches 50% or more of the external air heat absorption impossible level (reaching or closer to the external air heat absorption impossible level α), so that driving can always end in the state of external heat absorption heating operation.

[0145] In the air conditioner operation mode 7, the defrosting amount and the time of the defrosting operation are controlled so that the level of the frost amount reaches 50% or more of the external air heat absorption impossible level α. Preferably, the level of the frost amount reaches about 70% - 100% of the external air heat absorption impossible level α, and more preferably, the level of the frost amount reaches about 90% - 100% of the external air heat absorption impossible level α. It is possible to substantially exhaust the operable time of the external air heat absorption heating operation with good system efficiency and end driving, so that an increase in energy consumption can be suppressed (the same applies to the air conditioner operation mode 8).

[0146] In this case, as the total predicted power consumption PC7 from the current time T0 until the predicted destination arrival time TE, the power calculation unit 223 calculates the sum of the predicted power consumption (q) of the defrosting operation from after the current time T0 until time T1, and the predicted power consumption (r) of the external air heat absorption heating operation from time T1 until the predicted destination arrival time TE (PC7 = (q) + (r)).

[0147] <Air conditioning operation mode 8> Figure 9 The (B) of represents the air conditioning operation mode 8. The air conditioning operation mode 8 is a mode that controls the defrosting time (and defrosting amount) to control the start time of the external air heat absorption heating operation after defrosting ( Figure 1 ) so that the frost accumulation amount at the destination arrival time TE in the air conditioning operation mode 5 shown in the (C) of Figure 7 reaches 50% or more of the external air heat absorption impossible level (reaches or is closer to the external air heat absorption impossible level α). This mode can also be considered as a mode of executing the defrosting operation in advance (air conditioning operation mode 5), but the difference is that it is controlled so that the frost accumulation amount at the destination arrival time TE reaches 50% or more of the external air heat absorption impossible level.

[0148] In addition, in the air conditioning operation mode 8 of the (B) of Figure 9 , an example of completely (substantially completely) removing the frost on the radiator 7 is shown, but as long as it is a mode of executing the external air heat absorption heating operation in such a way that the frost accumulation amount at the destination arrival time TE reaches 50% or more of the external air heat absorption impossible level, the defrosting amount can also be partial defrosting as shown in the (A) of Figure 9 .

[0149] In this case, as the total predicted power consumption PC8 from the current time T0 until the predicted destination arrival time TE, the power calculation unit 223 calculates the sum of the predicted power consumption (s) of the external air heat absorption heating operation from after the current time T0 until time T1, the predicted power consumption (t) of the defrosting operation from time T1 until the defrosting completion time T2, and the predicted power consumption (u) of the external air heat absorption heating operation from time T2 until the predicted destination arrival time TE (PC8 = (s) + (t) + (u)).

[0150] <Air conditioning operation mode 9> Figure 10 The (A) of represents the air conditioning operation mode 9. The air conditioning operation mode 9 also includes a time parameter to determine whether a defrosting operation is required, similar to the air conditioning operation mode 6. In Figure 10 Figure 10 ​​​​​​In the case of (A), "defrosting (time)" is detected (predicted) at the current time T0. The air conditioner operation mode 9 is a mode in which even when "defrosting (time)" is detected, defrosting operation is not performed and only heat is generated by absorbing heat from the outside air until the destination is reached.

[0151] Here, the detection of "defrosting required" in the air conditioner operation modes 9 and 10 will be described. In the air conditioner operation modes 9 and 10, time parameters are also used in the detection of "defrosting required". That is, the control device 200 (frost amount prediction unit 222) detects the frost amount at intermittent timings, and makes the prediction indicated by the dashed line in Figure 10 the case of (A). The control device 200 (frost amount prediction unit 222) also calculates the travel time from the current location to the destination (the time from the current time T0 to the destination arrival scheduled time TE) R3 and the external heat absorption and heat generation executable time Rh. When the travel time R3 is longer than the external heat absorption and heat generation executable time Rh, it is determined (detected) that "defrosting (time) is required".

[0152] In Figure 10 the case of the frost amount (predicted amount) indicated by the dashed line in (A), R3 > Rh, and thus "defrosting (time) is required". Moreover, in the air conditioner operation mode 9, when "defrosting (time) is required" is detected, heat absorption amount suppression control is performed to change the control (operation state) of the external air heat absorption and heat generation operation and adjust the external heat absorption and heat generation executable time (obtain a new external heat absorption and heat generation executable time Rh'). Specifically, the heat absorption amount suppression control is performed in such a way that the difference between the travel time R3 to the destination and the external heat absorption and heat generation executable time Rh' becomes smaller (preferably, the travel time R3 and the external heat absorption and heat generation executable time Rh' are of the same degree). In addition, the frost amount (predicted amount) after the current time T0 is all based on the value of the frost change amount calculated by the frost amount prediction unit 222 according to the destination information. By calculating the external heat absorption and heat generation executable times Rh and Rh' based on this frost change amount, the accuracy of the external heat absorption and heat generation executable times Rh and Rh' can be improved (the same applies to the air conditioner operation mode 10).

[0153] In the air conditioner operation mode 9, when the destination is reached, external air heat absorption and heat generation operation cannot be performed or is in a state close thereto (such heat absorption amount and frost amount are controlled), and the travel can always end with external air heat absorption and heat generation operation with good system efficiency. As a result, an increase in the energy consumption of the vehicle air conditioner device 100 can be suppressed.

[0154] In air-conditioning operation mode 9, “defrosting (time)” is detected, and thus heat absorption suppression control is performed in such a way as to reduce the difference between the travel time R3 and the external heat absorption and heating executable time Rh'. A small difference between the travel time R3 and the external heat absorption and heating executable time Rh' means that the frost formation amount at the destination arrival time TE approaches the external air heat absorption impossible level α. When the travel time R3 is equal to the external heat absorption and heating executable time Rh', the frost formation amount at the destination arrival time TE is substantially the same as the external air heat absorption impossible level α ( Figure 10 of (A)). In air-conditioning operation mode 9, although heat absorption suppression control is performed in such a way as to reduce the difference between the travel time R3 and the external heat absorption and heating executable time Rh', this means that after the current time T0, the heating capacity of the external air heat absorption and heating operation is suppressed, and the external air heat absorption and heating operation is performed in such a way that the frost formation amount at the destination arrival time TE reaches 50% or more of the external air heat absorption impossible level α.

[0155] In air-conditioning operation mode 9, heat absorption suppression control is performed so that the frost formation amount at the destination arrival time TE reaches 50% or more of the external air heat absorption impossible level α, preferably the frost formation amount level reaches about 70% to 100% of the external air heat absorption impossible level α, and more preferably the frost formation amount level reaches about 90% to 100% of the external air heat absorption impossible level α. It is possible to substantially use up the operable time of the external air heat absorption and heating operation with good system efficiency and end the travel, and thus it is possible to suppress an increase in energy consumption (the same applies to air-conditioning operation mode 10).

[0156] The heat absorption suppression control is a control for suppressing the heating capacity in the external heat absorption and heating operation. Specifically, in order to suppress the operation time and heating capacity (external air heat absorption amount) of the external air heat absorption and heating operation, for example, the temperature of the heater core 4 in the HVAC unit 10 is lowered, or the air volume of the outdoor blower 15 is weakened or stopped in order to suppress the inflow amount of the external air. In addition, in order to reduce the heat absorption amount, the heat absorption suppression control unit 225 reduces the air volume of the indoor blower 27 and suppresses the reduction of the blow-out temperature to the minimum.

[0157] In this case, as the total predicted power consumption PC9 from the current time T0 to the destination arrival predicted time TE, the power calculation unit 223 calculates the predicted power consumption (v) of the suppressed external air heat absorption and heating operation from after the current time T0 to the destination arrival predicted time TE.

[0158] <Air-conditioning operation mode 10> Figure 10The (B) represents the air conditioner operation mode 10. In the air conditioner operation mode 9, since the heating capacity of the external air heat absorption heating operation is suppressed, the air conditioner comfort in the vehicle interior is slightly sacrificed. Therefore, in the air conditioner operation mode 10, in order to supplement the heating capacity of the sacrificed external air heat absorption heating operation, the equipment heat recovery heating operation (ECH heating operation) is assisted to suppress the temperature drop in the vehicle interior. That is, in this case, the Figure 4 combined heating operation shown is performed. The external air heat absorption heating operation is controlled to suppress the external air heat absorption amount and make the frosting amount of TE at the destination arrival reach 50% or more of the external air heat absorption impossible level (reach or be closer to the external air heat absorption impossible level α).

[0159] In this case, as the total predicted power consumption PC10 from the current time T0 to the destination arrival predicted time TE, the power calculation unit 223 calculates the sum value of the predicted power consumption (w) of the suppressed external air heat absorption heating operation after the current time T0 to the destination arrival predicted time TE and the predicted power consumption (x) of the equipment heat recovery heating operation (PC10 = (w) + (x)).

[0160] Through such simulations, various air conditioner operation modes in the case where the external air heat absorption heating operation cannot be performed due to frosting can be grasped. In addition, by comparing them, the air conditioner can be operated in the best air conditioner operation mode corresponding to the destination or the real-time surrounding environment. Specifically, the following cases can be grasped and compared, and the air conditioner operation thereof can be executed.

[0161] (1) Selection of the equipment heat recovery heating operation and the defrosting operation (subsequent external air heat absorption heating operation) in the case where the external air heat absorption heating operation cannot be performed In this case, for example, the predicted power consumptions of the air conditioner operation modes 1 to 5 are compared. That is, when it is determined that the external air heat absorption heating operation cannot be performed during the period until the destination is reached (when "defrosting required" is detected), the first total predicted power consumption in the case where the defrosting operation is not performed and the equipment recovery heating operation is executed during the period until the destination (any one of the air conditioner operation modes 1 and 2) is calculated, and the second total predicted power consumption in the case where the defrosting operation is performed during the period from the time point when the external air heat absorption heating operation cannot be performed to the destination and the external air heat absorption heating operation is executed after defrosting (any one of the air conditioner operation modes 3 to 5) is calculated. When the first total predicted power consumption is greater than the second total predicted power consumption, the defrosting operation is executed.

[0162] That is, the control device 200 selects the air conditioner operation mode with the smallest predicted power consumption among the air conditioner operation modes 1 to 5. In addition, the control device 200 performs actual control in the selected air conditioner operation mode.

[0163] In this way, the control device 200 can select the device heat recovery heating operation and the defrosting operation based on the real-time destination information.

[0164] Thereby, it is possible to compare the power used during defrosting and the energy-saving effect obtained through defrosting, determine the presence or absence of the defrosting operation, and avoid performing the defrosting operation uselessly. That is, it is possible to optimize the energy consumption when determining the presence or absence of the defrosting operation, and further suppress the reduction of the cruising range.

[0165] (2) Determination of the start time of the defrosting operation when performing the defrosting operation In this case, for example, the predicted power consumptions of the air-conditioning operation modes 3 to 5 are compared. Then, the control device 200 (defrosting time determination unit 224) determines the execution time of the actual defrosting operation based on the total predicted power consumption.

[0166] By comparing the predicted power consumptions of the air-conditioning operation modes 3 to 5, selecting the air-conditioning operation mode that becomes the minimum value and executing it, it is possible to determine and execute the start time of the optimal defrosting operation. Specifically, the control device 200 selects the one with the minimum total predicted power consumption among immediately executing the defrosting operation (air-conditioning operation mode 3), delaying the execution of the defrosting operation (air-conditioning operation mode 4), and advancing the execution of the defrosting operation (air-conditioning operation mode 5) after the frost accumulation amount reaches the level α where external air heat absorption is impossible, and determines the execution time of the actual defrosting operation based on this.

[0167] Alternatively, in the simulation of the air-conditioning operation modes 3 to 5, the defrosting time determination unit 224 selects candidates for the defrosting time based on the external information of any multiple locations on the driving route, so that it is possible to start the defrosting operation at a time when defrosting can be effectively performed (possibly), not limited to delaying / advancing based on the time point when the level α where external air heat absorption is impossible is reached.

[0168] In this way, since the determination of the defrosting operation can be based on real-time external information, the determination of the defrosting operation can be optimized. Thereby, the energy consumption is optimized, and further the reduction of the cruising range can be suppressed.

[0169] (3) Whether defrosting operation is required and control of the defrosting operation In this case, for example, at least any one of the air-conditioning operation modes 6 to 8 is simulated. By immediately performing the necessary defrosting operation after detecting "defrosting (time)" first, it is possible to perform the external heat absorption heating operation until the destination after the defrosting operation, so the possibility of wasting the ability of the external heat absorption heating operation near the destination (at the end of driving) can be reduced. In addition, since the defrosting operation is performed in a stage where the progress of frosting is small, the power consumption of the defrosting operation can also be suppressed to be less.

[0170] In addition, in this case, the control device 200 may not necessarily simulate the air-conditioning operation modes 6 to 8 and thus select and execute any one of them. For example, it may also be configured to separately simulate and execute the air-conditioning operation mode 7.

[0171] In addition, for example, it is also possible to compare the frosting amounts near the destination for at least two of the air-conditioning operation modes 6 to 8, select the one closer to the impossible external air heat absorption level α, and actually execute it. Thereby, the possibility of wasting the ability of the external heat absorption heating operation can be further reduced.

[0172] In addition, for the air-conditioning operation modes 6 to 8, it is not necessarily required to compare the predicted power consumption. In this case, the calculation of the predicted power consumption may not be performed. Of course, it is also possible to compare the predicted power consumption for at least two of the air-conditioning operation modes 6 to 8 and actually execute the mode with the minimum value.

[0173] (4) Control of efficient external air heat absorption heating operation In this case, for example, at least any one of the air-conditioning operation modes 9 and 10 is simulated.

[0174] For any mode, the heat absorption amount is controlled in such a way that the external heat exchange unit 7 becomes impossible to absorb heat from the external air when reaching the destination. Thereby, it is possible to always execute an efficient external air heat absorption heating operation of the system from the current location to the destination. In addition, it is possible to end the driving with the external air heat absorption heating operation. Thereby, an increase in energy consumption can be suppressed.

[0175] In addition, in this case, the control device 200 may not necessarily simulate both of the air-conditioning operation modes 9 and 10 and thus select and execute any one of them. For example, it may also be configured to separately simulate and execute the air-conditioning operation mode 9.

[0176] In addition, for the air-conditioning operation modes 9 and 10, it is not necessarily required to compare the predicted power consumption. In this case, the calculation of the predicted power consumption may not be performed.

[0177] Alternatively, if the conditions are the same, for air-conditioning operation modes 9 which slightly sacrifices heating comfort inside the vehicle and 10 which improves heating comfort, if only considering power consumption, it can be assumed that the latter is larger. Therefore, they can also be compared based on other conditions, and selected and executed by the control device 200. Specifically, for example, the frost formation amounts near the destination for air-conditioning operation modes 9 and 10 can be compared respectively, and the one closer to the impossible heat absorption level α of the outside air can be selected and actually executed. Thereby, the possibility of wasting the ability of the external heat absorption heating operation can be further reduced. Of course, it is also possible to compare the predicted power consumption of air-conditioning operation modes 9 and 10 and actually execute the smaller mode.

[0178] In addition, it is not limited to the above examples, and can exceed the scope of the above examples. For example, at least two of the air-conditioning operation modes 1 to 10 can be selected and simulated, and all the predicted power consumptions of the air-conditioning operation modes 1 to 10 can also be compared, and the smallest one can be selected and executed.

[0179] For example, when simulating at least any one of the air-conditioning operation modes 1 to 10 and determining the optimal air-conditioning operation mode, the control device 200 automatically executes the determined air-conditioning operation mode. However, it is not limited to this. When the optimal air-conditioning operation mode is determined, it can also be executed based on any opportunity (instruction).

[0180] For example, the optimal air-conditioning operation mode etc. can also be notified to the driver (displayed on the monitor of the car navigation device, voice output), and the air-conditioning operation mode can be executed based on the driver's determination operation. In addition, all the simulated air-conditioning operation modes can also be notified to allow the driver to select. At this time, when a mode different from the optimal air-conditioning operation mode is selected, it can be executed with priority based on the driver's determination operation, or the optimal air-conditioning operation mode can be executed with priority.

[0181] The air-conditioning operation modes 1 to 10 are not simulated under pre-determined conditions, but the latest (real-time) destination information and external information are obtained each time for simulation. Therefore, the accuracy is high and the energy-saving effect can be improved.

[0182] As a result, a vehicle air-conditioning device can be provided, which can improve the energy-saving effect by selectively executing the optimal operation control during the period until reaching the destination.

[0183] In addition, a vehicle air-conditioning device can be provided, which can improve the energy-saving effect by determining the execution timing of the optimal defrosting operation during the period until reaching the destination.

[0184] In addition, a vehicle air conditioner can be provided that suppresses waste of electric power by avoiding execution of unnecessary defrosting operation and effectively utilizing the ability of the outside air heat absorption and heating operation as much as possible.

[0185] <Air conditioner operation control method> Refer to Figure 11 and Figure 12 to describe the air conditioner operation control method. Figure 11 and Figure 12 are flowcharts showing an example of the air conditioner operation control method.

[0186] First, Figure 11 is a flowchart showing the process when predicting the power consumption of each of the simulated air conditioner operation modes 1 to 10 (or selecting any one), selecting the mode with the minimum predicted power consumption, and executing it.

[0187] First, in step S01, the defrost amount prediction unit 222 intermittently predicts the defrost amount at the destination. In step S03, it is determined whether "defrosting required" is detected, that is, whether the defrost amount (predicted value) reaches the level α where outside air heat absorption is impossible before reaching the destination. Regarding the air conditioner operation modes 6 to 10, the prediction is also performed including time parameters. Then, when "defrosting required" is detected, the process proceeds to step S05, and when it has not been reached, the process returns to step S01.

[0188] In step S05, it is determined whether the time to the destination can be obtained. If it can be obtained, the process proceeds to step S11, and if it cannot be obtained, the process proceeds to step S07. In step S11, the time to the destination is obtained, and the process proceeds to step S13. In step S07, it is determined whether there is past driving history record data (similar routes, day of the week, time, etc.) that can estimate the destination. If there is driving history record data, the process proceeds to step S09, and if there is no driving history record data, the process ends. In step S09, the destination and the time to the destination are estimated, and the process proceeds to step S13.

[0189] In step S13, each (or any one) of the air conditioner operation modes 1 to 10 is simulated, and the total predicted power consumption is calculated. In step S15, the air conditioner operation mode with the minimum total predicted power consumption is selected and executed.

[0190] Figure 12 represents the process when detecting defrosting required including time parameters especially for the air conditioner operation modes 6 to 10.

[0191] First, in step S11, it is determined whether the driving time to the destination can be obtained. If it can be obtained, proceed to step S13; if not, proceed to step S17. In step S13, the driving time to the destination is obtained, and then proceed to step S15. In step S17, it is determined whether there is past driving history data (similar routes, day of the week, time, etc.) that can be used to estimate the destination. If there is driving history data, proceed to step S19; if not, end the process. In step S19, the destination and the driving time to the destination are estimated, and then proceed to step S15.

[0192] In step S15, the external heat absorption and heating executable time is calculated. The external heat absorption and heating executable time is based on the value of the frost formation change amount calculated by the frost formation amount prediction unit 222 based on the destination information. By calculating the external heat absorption and heating executable time based on this frost formation change amount, the accuracy can be improved.

[0193] In step S21, it is determined whether the driving time to the destination is longer than the external heat absorption and heating executable time. If it is longer, it is determined that defrosting operation is required, and proceed to step S23; otherwise, end the process.

[0194] In step S23, the defrosting operation is performed for each of the air-conditioning operation modes 6 to 10 (desired modes), and then the external air heat absorption and heating operation is performed. As a result, the external heat absorption and heating executable time becomes equal to or longer than the driving time, and the process ends.

[0195] In this way, it is also possible not to calculate (compare) the predicted power consumption for the multiple air-conditioning operation modes 6 to 10. In addition, this process can be performed by the control device 200 as a simulation or as a process during actual operation.

[0196] [Second Embodiment] Refer to Figures 13 to 16 The second embodiment of the present invention will be described. Figures 13 to 16 It is a schematic diagram showing an example of the main structure including the refrigerant circuit R of the vehicle air conditioner 100 according to the second embodiment of the present invention.

[0197] The vehicle air conditioner 100 of the second embodiment is of the type that heats air using the condenser of the refrigerant circuit R. The air-conditioning circuit E has a refrigerant circuit R, an indoor heat exchanger 4, and an outdoor heat exchanger 7. The air-conditioning circuit E in this example has a structure in which the indoor heat exchanger 4 and the outdoor heat exchanger 7 are arranged on the refrigerant circuit R including the compressor 1.

[0198] Refer to Figure 13, the vehicle air conditioning device 100 is connected in sequence by a refrigerant pipe 13 to an electric compressor (electric compressor) 1, an indoor heat exchanger (radiator) 4, an outdoor expansion valve 14, an external heat exchanger 7, an indoor expansion valve 8, an absorber 9, a liquid receiver 12, etc., thereby forming a refrigerant circuit R. The electric compressor 1 compresses the refrigerant. The indoor heat exchanger (radiator) 4 is arranged in an air flow path 29 of an HVAC unit 10 that circulates the air in the vehicle interior. The high-temperature and high-pressure refrigerant discharged from the compressor 1 flows in through the refrigerant pipe 13G, and the refrigerant dissipates heat to heat the air supplied to the vehicle interior. The outdoor expansion valve 14 is composed of an electric valve that decompresses and expands the refrigerant during heating. The external heat exchanger 7 is used for heat exchange between the refrigerant and the external air, functioning as a radiator that dissipates heat from the refrigerant during cooling and as an evaporator that absorbs heat from the refrigerant during heating. The indoor expansion valve 8 is composed of an electric valve that decompresses and expands the refrigerant. The absorber 9 is arranged in the air flow path 29 and absorbs heat from the interior and exterior of the vehicle during cooling and dehumidification to cool the air supplied to the vehicle interior. The outdoor expansion valve 14 and the indoor expansion valve 8 decompress and expand the refrigerant and can also be fully opened and fully closed.

[0199] An outdoor blower 15 is provided in the external heat exchanger 7. By forcibly ventilating the external air to the external heat exchanger 7, the outdoor blower 15 enables heat exchange between the external air and the refrigerant, thereby ensuring that the external air ventilates to the external heat exchanger 7 even when the vehicle is parked (i.e., the vehicle speed is 0 km / h).

[0200] In addition, a refrigerant pipe 13A connected to the refrigerant outlet side of the external heat exchanger 7 is connected to a refrigerant pipe 13B via a check valve 18. Also, the refrigerant pipe 13B side of the check valve 18 is the forward direction, and this refrigerant pipe 13B is connected to the indoor expansion valve 8.

[0201] The refrigerant pipe 13A led out from the external heat exchanger 7 branches. The branched refrigerant pipe 13D is connected in communication with a refrigerant pipe 13C located on the outlet side of the absorber 9 via a solenoid valve 21 that opens during heating. Moreover, a check valve 20 is connected to the refrigerant pipe 13C on the downstream side of the connection point of the refrigerant pipe 13D. The refrigerant pipe 13C on the downstream side of the check valve 20 is connected to the liquid receiver 12, and the liquid receiver 12 is connected to the refrigerant suction side of the compressor 1. Also, the liquid receiver 12 side of the check valve 20 is the forward direction.

[0202] The refrigerant pipe 13E on the outlet side of the radiator 4 branches into a refrigerant pipe 13J and a refrigerant pipe 13F on the front side (refrigerant upstream side) of the outdoor expansion valve 14. One of the branched refrigerant pipes 13J is connected to the refrigerant inlet side of the external heat exchanger 7 via the outdoor expansion valve 14. In addition, the other branched refrigerant pipe 13F is connected in communication with the refrigerant pipe 13B located on the refrigerant downstream side of the check valve 18 and on the refrigerant upstream side of the indoor expansion valve 8 via the solenoid valve 22 that is opened during dehumidification.

[0203] As a result, the refrigerant pipe 13F is in a form of being connected in parallel to the series circuit of the outdoor expansion valve 14, the external heat exchanger 7, and the check valve 18, and becomes a circuit that bypasses the outdoor expansion valve 14, the external heat exchanger 7, and the check valve 18.

[0204] In addition, in the air flow path 29 on the air upstream side of the heat absorber 9, suction ports for the external air suction port and the internal air suction port (represented by the suction port 25 in Figure 14 are formed. The suction switching damper 26 is provided at the suction port 25, and the suction switching damper 26 switches the air introduced into the air flow path 29 to internal air (internal air circulation) as the air inside the vehicle compartment and external air (external air introduction) as the air outside the vehicle. Moreover, an indoor blower 27 for delivering the introduced internal air or external air to the air flow path 29 is provided on the air downstream side of the suction switching damper 26.

[0205] In addition, an air mixing damper 28 is provided in the air flow path 29 on the air upstream side of the radiator 4, and the air mixing damper 28 adjusts the proportion of the air (internal air, external air) in the air flow path 29 after passing through the heat absorber 9 that ventilates the radiator 4. Moreover, in the air flow path 29 on the air downstream side of the radiator 4, blow-out ports for FOOT (foot), VENT (ventilation), and DEF (defrost) (represented by the blow-out port 29O in Figure 13 are formed. A blow-out port switching damper 31 for switching and controlling the air blown out from the above-mentioned respective blow-out ports is provided at the blow-out port 29O.

[0206] Moreover, the vehicle air conditioner 100 includes a temperature-adjusting object temperature adjusting device (heat medium circuit) 6 that circulates a heat medium in the battery 55 and the driving motor 69 and adjusts the temperatures of these battery 55 and driving motor 69. In the embodiment, the battery 55 and the driving motor 69 are temperature-adjusting objects mounted on the vehicle. In addition, the driving motor 69 as the temperature-adjusting object in the present invention is not limited to the electric motor itself, but also includes the concept of electrical equipment such as an inverter circuit for driving it.

[0207] The temperature-adjusting object temperature adjustment device (thermal medium circuit) 6 of the embodiment includes a circulation pump 63 as a circulation device for circulating the thermal medium in the battery 55 and the driving motor 69, a heat exchanger 3 (refrigerant-thermal medium heat exchanger), and an ECH 65, which are connected to the battery 55 and the driving motor 69 through a thermal medium pipe 68. The ECH 65, the battery 55, and the driving motor 69 correspond to the heating equipment in the first embodiment.

[0208] In the case of this embodiment, the inlet of the thermal medium flow path 3B of the refrigerant-thermal medium heat exchanger 3 is connected to the discharge side of the circulation pump 63. The outlet of the thermal medium flow path 3B is connected to the ECH 65 and branches into a thermal medium pipe 68A and a thermal medium pipe 68B in front of it. Moreover, a series circuit of a first electromagnetic valve 81 as a flow path control device and the battery 55 is connected to the thermal medium pipe 68A among them, and a series circuit of a second electromagnetic valve 82 as a flow path control device and the driving motor 69 is connected to the thermal medium pipe 68B. Moreover, the thermal medium pipe 68A on the outlet side of the battery 55 and the thermal medium pipe 68B on the outlet side of the driving motor 69 are connected to the suction side of the circulation pump 63 after merging. In addition, each of the above electromagnetic valves 81 and 82 may be constituted by an electric valve capable of adjusting the flow rate.

[0209] Moreover, if the circulation pump 63 operates with the electromagnetic valves 81 and 82 open, the thermal medium discharged from the circulation pump 63 flows into the thermal medium flow path 3B of the refrigerant-thermal medium heat exchanger 3. The thermal medium flowing out of the thermal medium flow path 3B of the refrigerant-thermal medium heat exchanger 3 is branched. One of the branched thermal media reaches the battery 55 through the first electromagnetic valve 81, and the thermal medium exchanges heat with the battery 55 here. The other of the branched thermal media reaches the driving motor 69 through the second electromagnetic valve 82, and the thermal medium exchanges heat with the driving motor 69 here. These thermal media that have exchanged heat with the battery 55 and the driving motor 69 are sucked into the circulation pump 63 after merging, thereby circulating in the thermal medium pipe 68. In addition, if the first electromagnetic valve 81 is closed, the thermal medium does not flow to the battery 55, and if the second electromagnetic valve 82 is closed, the thermal medium does not flow to the driving motor 69.

[0210] On the other hand, one end of a branch pipe 72 as a branch circuit is connected to the refrigerant pipe 13B at the outlet of the refrigerant pipe 13F of the refrigerant circuit R and on the refrigerant upstream side of the indoor expansion valve 8. An auxiliary expansion valve 73 constituted by an electric valve is provided in the branch pipe 72. The auxiliary expansion valve 73 decompresses and expands the refrigerant flowing into the refrigerant flow path 3A of the refrigerant-thermal medium heat exchanger 3 and can also be fully closed.

[0211] The other end of the branch pipe 72 is connected to the refrigerant flow path 3A of the refrigerant - heat medium heat exchanger 3. One end of the refrigerant pipe 74 is connected to the outlet of the refrigerant flow path 3A. The other end of the refrigerant pipe 74 is connected to the refrigerant pipe 13C on the refrigerant downstream side of the check valve 20 and in front of the accumulator 12 (refrigerant upstream side). Moreover, these auxiliary expansion valves 73, etc. also form a part of the refrigerant circuit R and also form a part of the temperature - controlled object temperature adjustment device 6.

[0212] When the auxiliary expansion valve 73 is opened, the refrigerant (part or all of the refrigerant) flowing out from the refrigerant pipe 13F and the external heat exchange part 7 flows into the branch pipe 72. After being decompressed by the auxiliary expansion valve 73, it flows into the refrigerant flow path 3A of the refrigerant - heat medium heat exchanger 3 and evaporates here. While the refrigerant flows in the refrigerant flow path 3A, it absorbs heat from the heat medium flowing in the heat medium flow path 3B and is then sucked into the compressor 1 through the accumulator 12.

[0213] Under the condition that frosting occurs in the external heat exchange part 7 and external heat absorption cannot be performed, by making the refrigerant bypassing the external heat exchange part 7 exchange heat with the heat medium heated by the ECH65, the ECH65 is used as the heat absorption source of the refrigerant circuit R. At this time, by also using the waste heat of the heating devices such as the battery 55 and the driving motor 69 of the heat medium circuit 6, the heat generation amount of the ECH65 can be suppressed, and thus the increase in energy consumption can be suppressed.

[0214] In addition, in such a temperature - controlled object temperature adjustment device 6, in order to make the battery 55 and the driving motor 69 exchange heat with the heat medium, a heater for heating the heat medium flowing in the heat medium pipe 68A and the heat medium pipe 68B is provided upstream of the battery 55 and the driving motor 69. In the present embodiment, since the ECH65 is arranged upstream of the branch of the heat medium pipes 68A and 68B, it is not necessary to arrange heaters on the heat medium pipes 68A and 68B respectively, and the number of heaters can be reduced.

[0215] <Air - conditioning operation / External - air heat - absorption heating operation> First, refer to Figure 13 to describe the external - air heat - absorption heating operation. Figure 13 It shows the flow (arrow) of the refrigerant in the refrigerant circuit R during the heating operation. During the external - air heat - absorption heating operation, the solenoid valve 21 is opened and the indoor expansion valve 8 is fully closed. In addition, the solenoid valve 22 is closed.

[0216] Then, the compressor 1 and each of the blowers 15 and 27 are operated, and the air mixing damper 28 is set to a state where it adjusts the ratio of the air blown out from the indoor blower 27 to the ventilation of the radiator 4. As a result, the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 1 flows into the radiator 4. The air in the air flow path 29 ventilates the radiator 4, so the air in the air flow path 29 is heated by the high-temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 loses heat to the air and is cooled, thereby condensing and liquefying.

[0217] After the refrigerant liquefied in the radiator 4 flows out of the radiator 4, it reaches the outdoor expansion valve 14 through the refrigerant pipes 13E and 13J (indicated by the dotted arrow in Figure 13 . The refrigerant flowing into the outdoor expansion valve 14 is depressurized here and then flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 evaporates and absorbs heat (heat absorption) from the external air ventilated by driving or by 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 passes through the refrigerant pipes 13A, 13D, and the solenoid valve 21 and enters the accumulator 12 from the refrigerant pipe 13C. Here, after being separated into gas and liquid, the gaseous refrigerant is sucked into the compressor 1 (indicated by the solid arrow in Figure 13 , and this cycle is repeated. The air heated by the radiator 4 is blown out from the blowout port 29, thereby performing heating in the vehicle interior.

[0218] <Air conditioning operation / Equipment heat recovery heating operation> Next, the equipment heat recovery heating operation will be described with reference to Figure 14 . In the equipment heat recovery heating operation, the solenoid valve 22 is opened and the outdoor expansion valve 14 is closed. In addition, the auxiliary expansion valve 73 is opened and its valve opening is controlled. Then, the circulation pump 63 of the temperature-controlled object temperature adjustment device (heat medium circuit) 6 is operated. As a result, the refrigerant flowing out of the radiator 4 reaches the upstream side of the refrigerant of the indoor expansion valve 8 through the refrigerant pipe 13F (indicated by the dotted arrow in Figure 14 . The refrigerant is then depressurized by the auxiliary expansion valve 73 and flows into the refrigerant flow path 3A of the heat exchanger (refrigerant-heat medium heat exchanger) 3 through the branch pipe 72 and evaporates. At this time, it plays a heat absorption role. The refrigerant evaporated in the refrigerant flow path 3A is sequentially sucked into the compressor 1 through the refrigerant pipes 74 and the accumulator 12, and the cycle is repeated (indicated by the solid arrow in Figure 14 .

[0219] On the other hand, the heat medium discharged from the circulation pump 63 reaches the heat medium flow path 3B of the heat exchanger (refrigerant-heat medium heat exchanger) 3 in the heat medium piping 68, where it is absorbed by the refrigerant evaporating in the refrigerant flow path 3A, and the heat medium is cooled. The heat medium flowing out of the heat medium flow path 3B of the heat exchanger 3 is branched in a state where the first and second electromagnetic valves 81 and 82 are open. One of the branched heat media reaches the battery 55 through the first electromagnetic valve 81 and exchanges heat with the battery 55. The other branched heat medium reaches the traveling motor 69 through the second electromagnetic valve 82 and exchanges heat with the traveling motor 69. Then, these heat media that have exchanged heat with the battery 55 and the traveling motor 69 merge and are sucked into the circulation pump 63, repeating the cycle (indicated by arrows in Figure 14 ).

[0220] <Air conditioning operation / Defrosting operation (defrosting heating operation)> Next, refer to Figure 15 to describe the defrosting operation for defrosting the external heat exchange unit 7. In the defrosting operation, the compressor 1 is operated and the outdoor blower 15 is stopped. In addition, the indoor expansion valve 8 is fully closed and the auxiliary expansion valve 73 is opened to create a state where the refrigerant is depressurized. Also, the outdoor expansion valve 14 is fully opened. Moreover, the electromagnetic valve 21 is closed. Then, the circulation pump 63 is operated to create a state where the refrigerant exchanges heat with the heat medium in the refrigerant-heat medium heat exchanger 3.

[0221] Thus, the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 1 passes through the radiator 4 and reaches the outdoor expansion valve 14 through the refrigerant piping 13E. At this time, the outdoor expansion valve 14 is fully opened, so the refrigerant passes through the refrigerant piping 13J and directly flows into the external heat exchange unit 7. The external heat exchange unit 7 is defrosted by the high-temperature gaseous refrigerant flowing into it. After the refrigerant dissipates heat and condenses and liquefies, it flows out of the external heat exchange unit 7.

[0222] The refrigerant flowing out of the external heat exchange unit 7 enters the refrigerant piping 13B through the refrigerant piping 13A. However, at this time, the indoor expansion valve 8 is fully closed, so all the refrigerant flowing out of the external heat exchange unit 7 is depressurized by the auxiliary expansion valve 73 and then flows into the refrigerant flow path 3A of the refrigerant-heat medium heat exchanger 3 and evaporates. At this time, it plays an endothermic role. The refrigerant evaporating in the refrigerant flow path 3A is successively sucked into the compressor 1 through the refrigerant piping 74, the refrigerant piping 13C, and the accumulator 12, repeating the cycle.

[0223] On the other hand, in a state where the solenoid valves 81 and 82 are open, the heat medium discharged from the circulation pump 63 flows into the heat medium flow path 3B of the refrigerant-heat medium heat exchanger 3. The heat medium flowing out from the heat medium flow path 3B of the refrigerant-heat medium heat exchanger 3 is heated by the ECH65 and then branched. One of the branched heat media reaches the battery 55 through the first solenoid valve 81, and the heat medium exchanges heat with the battery 55 here. The other branched heat medium reaches the drive motor 69 through the second solenoid valve 82, and the heat medium exchanges heat with the drive motor 69 here. The heat media that have exchanged heat with the battery 55 and the drive motor 69 merge and are then sucked into the circulation pump 63, thereby circulating in the heat medium pipe 68.

[0224] During the defrosting operation under the condition that frosting occurs in the external heat exchange section 7 and external heat absorption cannot be performed, by using the ECH65 as the heat source for defrosting and heating, the heating operation and the defrosting operation are taken into account. At this time, by also utilizing the waste heat of the heat supply devices such as the battery 55 and the drive motor 69 in the heat medium circuit 6, the heat generation amount of the ECH65 can be suppressed, and thus the increase in energy consumption can be suppressed.

[0225] <Air conditioning operation / Combined heating operation> Next, refer to Figure 16 to describe the combined heating operation. In Figure 15 the state of the equipment heat recovery heating operation shown, the outdoor expansion valve 14 is opened, the grille fan (not shown) of the external heat exchange section 7 is opened, and the outdoor blower 15 is operated. Moreover, the circulation pump 63 of the temperature-controlled object temperature adjustment device 6 is operated. As a result, a part of the refrigerant flowing out from the radiator 4 is branched on the refrigerant upstream side of the outdoor expansion valve 14 and reaches the refrigerant upstream side of the indoor expansion valve 8 through the refrigerant pipe 13F bypassing the external heat exchange section 7. The refrigerant then enters the branch pipe 72, is decompressed by the auxiliary expansion valve 73, and then flows into the refrigerant flow path 3A of the refrigerant-heat medium heat exchanger 3 through the branch pipe 72 and evaporates. At this time, the heat absorption function is exerted. The refrigerant evaporated in the refrigerant flow path 3A is successively sucked into the compressor 1 through the refrigerant pipe 74, the refrigerant pipe 13C, and the accumulator 12, and the cycle is repeated.

[0226] A part of the refrigerant flowing out from the radiator 4 reaches the outdoor expansion valve 14, where it is decompressed and then flows into the external heat exchanger 7. The refrigerant flowing into the external heat exchanger 7 evaporates, absorbing heat (heat absorption) from the external air ventilated by traveling or by the outdoor blower 15. That is, the refrigerant circuit R becomes a heat pump. Then, the low-temperature refrigerant flowing out from the external heat exchanger 7 passes through the refrigerant pipe 13A, the refrigerant pipe 13D, the solenoid valve 21, and the check valve 20 and enters the accumulator 12, where it is gas-liquid separated, and the gaseous refrigerant is sucked into the compressor 1, repeating the cycle. The air heated by the radiator 4 is blown out from the blowout port 29O, thereby performing heating in the vehicle interior.

[0227] In the case of the air-conditioning operation mode 10, that is, in the combined heating operation that suppresses the heating capacity of the external air heat absorption heating operation and supplements this by additionally performing the equipment heat recovery heating operation (ECH heating operation), the external heat exchanger 7 and the ECH 65 are used as the heat absorption sources of the refrigerant circuit R. At this time, by also using the waste heat of the heating equipment such as the battery 55 and the traveling motor 69 of the heat medium circuit 6, the calorific value of the ECH 65 can be suppressed, thereby suppressing the increase in energy consumption.

[0228] Under the condition that the external heat exchanger 7 is frosted and external heat absorption cannot be performed, by exchanging heat between the refrigerant bypassing the external heat exchanger 7 and the heat medium heated by the ECH 65, the ECH 65 is used as the heat absorption source of the refrigerant circuit R. At this time, by also using the waste heat of the heating equipment such as the battery 55 and the traveling motor 69 of the heat medium circuit 6, the calorific value of the ECH 65 can be suppressed, thereby suppressing the increase in energy consumption. [Third Embodiment]

[0229] Refer to Figure 17 and Figure 18 , and the third embodiment of the present invention will be described. Figure 17 and Figure 18 are schematic diagrams showing an example of the main structure including the refrigerant circuit R in the vehicle air-conditioning device 100 according to the third embodiment of the present invention. In Figure 17 and Figure 18 , the devices (structures) painted black in the shown circuits are structures with stopped functions. In addition, the movement of the heat medium and the refrigerant is indicated by arrows.

[0230] The third embodiment is a structure in which, in the air-conditioning circuit E of the type that heats air via the same heat medium circuit as the first embodiment, the second heat medium circuit 6 further has a heat storage unit (heat storage part 550) and a heating part 551. Since the structures of the refrigerant circuit R, the first heat medium circuit 5, and the HVAC unit 10 are the same as those in the first embodiment, the description thereof is omitted, and the second heat medium circuit 6 will be described.

[0231] The second heat medium circuit 6 of the third embodiment is a circuit in which heat medium circulates and can exchange heat with the heat supply device 65 and the refrigerant in the refrigerant circuit R respectively. For example, it is composed of a circulation pump 63, a second heat exchanger 3, a radiator serving as an external (outdoor) heat exchange section 7, a heat supply device (ECH) 65, pipes 161 (161A to 161P), three-way valves 162 (162A to 162D), four-way valves 163A and 163B, etc.

[0232] The outlet of the circulation pump 63 is connected to the heat medium flow path 3B of the second heat exchanger 3 via the pipe 161A. The heat medium flow path 3B is connected to one inlet of the four-way valve 163A via the pipe 161B, the three-way valve 162A, and the pipe 161C. The four-way valve 163A has the pipe 161C connected to one inlet, the pipe 161N connected to the other inlet, the pipe 161D connected to one outlet, and the pipe 161I connected to the other outlet. The pipe 161D is connected to the heating section 551 via the three-way valve 162B and the pipe 161F. The heating section 551 is connected to the heat storage section 550 via the pipe 161E. The heat storage section 550 is connected to the inlet of the three-way valve 162C via the pipe 161G. One outlet of the three-way valve 162C is connected to the pipe 161H, and the other outlet is connected to the four-way valve 163B via the pipe 161O. The pipe 161H is connected to the inlet of the circulation pump 160, and the outlet of the circulation pump 160 is connected to the three-way valve 162B via the pipe 161P.

[0233] The three-way valve 162D has the pipe 161I connected to the inlet, the pipe 161J connected to one outlet, and the pipe 161L connected to the other outlet. The pipe 161J is connected to the first inlet of the four-way valve 163B. The pipe 161O is connected to the second inlet of the four-way valve 163B, and the pipe 161L is connected to the third inlet. The outlet of the four-way valve 163B is connected to one end of the ECH 65 via the pipe 161K. The other end of the ECH 65 is connected to the inlet of the circulation pump 160 via the pipe 161A. One outlet of the three-way valve 162D is connected to one end of the external heat exchange section 7 via the pipe 161L, and the other end of the external heat exchange section 7 is connected to the four-way valve 163B via the pipe 161L.

[0234] Figure 17It is a circuit diagram for heat storage in addition to the external air heat absorption and heating operation. The circulation of the refrigerant and the heat medium is indicated by arrows. When heat storage is carried out in addition to the external air heat absorption and heating operation, the four-way valve 163A is opened to connect the pipes 161C and 161I, and the pipe 161N is closed from the pipe 161D. The three-way valve 162B is opened to connect the pipes 161P and 161E, the three-way valve 162C is opened to connect the pipes 161G and 161H. The three-way valve 162D is opened to connect the pipes 161I and 161L, and the four-way valve 163B is opened to connect the pipes 161L and 161K.

[0235] Thereby, the circulation of the refrigerant and the heat medium in the refrigerant circuit R, the first heat medium circuit 5, and the second heat medium circuit 6 performs the external air heat absorption and heating operation with the same operation as in the first embodiment. In the third embodiment, in addition, the heat generating portion 551, the pipe 161F, the heat storage portion 550, the pipe 161G, the pipe 161H, and the circulation pump 160 form a closed flow path, and the heat medium circulates in this closed flow path through the circulation pump 160. The heat medium absorbs heat when passing through the heat generating portion 551 and dissipates heat in the heat storage portion 550. This operation is repeated, and the heat storage portion 550 stores heat.

[0236] In this way, under the condition that external air heat absorption is possible, heat is absorbed from the external air in the external heat exchanger 7 as the heat absorption source of the refrigerant circuit R. In addition, the heat storage portion 550 stores heat through the circulation of the heat medium. However, when heating devices such as a battery and a motor (not shown) are connected to, for example, the second heat medium circuit 6, by accumulating their waste heat in the heat storage portion 550, it can be used as a heat generation supply source of the heat absorption source in the case where external air heat absorption is not possible. In addition, when heat storage utilization is possible, by using the heat storage portion 550 as the heat absorption source, the frosting speed can be suppressed.

[0237] Figure 18 It is a circuit structure for defrosting operation and heating operation. Here, the heating operation is a heating operation using the heat storage portion 550, the heat storage portion 551, and the ECH65 as the heat absorption source, which is equivalent to the above-described equipment heat recovery heating operation. That is, Figure 18 It is the same as the defrosting (heating) operation of the first embodiment.

[0238] In this case, the four-way valve 163A is opened to connect the pipes 161C, 161D, and 161I, and the three-way valve 162B is opened to connect the pipes 161D and 161E. The three-way valve 162C is opened to connect the pipes 161G and 161O, the three-way valve 162D is opened to connect the pipes 161I and 161L, and the four-way valve 163B is opened to connect the pipes 161L, 161K, and 161O. Thus, the following flow path is formed: the heat medium in the second heat medium circuit 6 passes through the heat storage part 551, the heat storage part 550, the ECH65, the circulation pump 160, and the flow path of the second heat exchanger 3, and is branched from this flow path by the four-way valve 163A and reaches the ECH65 through the external heat exchange part 7.

[0239] Under the condition that external air heat absorption cannot be performed due to frosting of the external heat exchange part 7, the ECH65 heats the heat medium that bypasses the external heat exchange part 7 through the pipes 161E, 161F, 161O, and 161K. Thus, the ECH65 can be used as the heat absorption source of the refrigerant circuit R. At this time, when the heat storage amount of the heat storage part 550 exceeds the specified heat storage amount that can be used as the heat absorption source, the heat storage part 550 is also used as the heat absorption source, thereby suppressing the increase in the energy consumption of the ECH65. In this way, according to the third embodiment, during the defrosting operation, the heating operation based on the heat storage part 550 can be performed.

[0240] Figure 19 FIG. is an example showing the case of performing air-conditioning control using the circuit of the third embodiment, which is a modified example of the air-conditioning operation mode 7. In this example, it is the following mode: when the heat storage amount (indicated by the thick dotted line) of the heat storage part 550 reaches a certain level (the heat storage level β), even before reaching the external air heat absorption impossible level α, a part of the defrosting operation is performed. It is detected at the current time T0 that the external air heat absorption impossible level α (defrosting required) will be reached before reaching the destination, but the defrosting operation is not immediately performed at the time T0, and the defrosting operation starts from the time T1 when the heat storage amount of the heat storage part 550 reaches the heat storage level β ( Figure 18 ). During the defrosting operation, the heating operation based on the heat storage part 550 can be performed. In this example, the defrosting operation stops before complete defrosting, and thereafter the external air heat absorption heating operation is performed ( Figure 17 ).

[0241] In this example, when it is determined that the defrosting operation is not to be performed, the external air heat absorption heating operation is continued regardless of whether the heat storage amount reaches the heat storage level β.

[0242] [Modified Example]

[0243] <Calculation Method of Frosting Change Amount> The calculation (estimation) of the amount of frost formation change in the frost formation amount prediction unit 222 of the control device 200 can also be based on the following method.

[0244] <1>Estimation of the current amount of frost formation First, estimate the current amount of frost formation by any one of the following methods (1) to (3). (1) Method using the air volume difference between the upstream side and the downstream side of the external heat exchanger (radiator) 7 When frost formation occurs, the air passing through the radiator 7 decreases. Therefore, when the air passing through the radiator 7 decreases, it is determined that frost formation has occurred. Previously, through experiments or the like, the correlation between the magnitude of the air volume difference between the upstream side and the downstream side of the radiator 7 and the amount of frost formation is obtained. When the vehicle is running, based on the measured value of the air volume difference between the upstream side and the downstream side of the radiator 7 and the previously obtained correlation, the current amount of frost formation is estimated.

[0245] (2) Method using the difference between the external air temperature and the outlet water temperature of the radiator 7 When the difference between the external air temperature and the outlet water temperature of the radiator 7 is large, heat exchange cannot be carried out. Therefore, it is determined that frost formation has occurred. Previously, through experiments or the like, the correlation between the magnitude of the temperature difference between the external air temperature and the outlet water temperature of the radiator 7 and the amount of frost formation is obtained. When the vehicle is running, based on the measured value of the temperature difference between the external air temperature and the outlet water temperature of the radiator 7 and the previously obtained correlation, the current amount of frost formation is estimated.

[0246] (3) Method using the difference between the inlet and outlet water temperatures of the radiator 7 By calculating the difference between the inlet and outlet water temperatures of the radiator 7, the heat exchange amount in the radiator 7 is calculated. When the difference between the inlet and outlet water temperatures (water temperature difference) is small, heat exchange has not been carried out. Therefore, it is determined that frost formation has occurred. Previously, through experiments or the like, the correlation between the magnitude of the temperature difference between the inlet and outlet water temperatures of the radiator 7 and the amount of frost formation is obtained. When the vehicle is running, based on the measured value of the temperature difference between the inlet and outlet water temperatures of the radiator 7 and the previously obtained correlation, the current amount of frost formation is estimated.

[0247] <2>Estimation of the future amount of frost formation Next, estimate the future amount of frost formation by any one of the following methods (1) and (2). (1) Prediction based on the information of various sensors Based on the current (present) frosting amount estimated by any one of the above methods (1) to (3), calculate the frosting change rate for a specified interval (e.g., from location A to B) up to the current time (= (frosting amount at location B - frosting amount at location A) / driving time between location A and location B). In addition, together with the above, store the operating conditions at this time (target temperature for heating, external air temperature and humidity, vehicle speed, traffic information, etc.). Then, based on the destination information, predict changes in operating conditions such as changes in external air temperature and humidity up to the destination, and predict the frosting change amount based on the stored past operating conditions and changes in operating conditions, and estimate the frosting amount at a certain future time point.

[0248] (2)Prediction with reference to information such as experimental results Based on any one of the above methods (1) to (3), store in advance the correlation between the target temperature for heating, external air temperature and humidity, and the frosting change amount through experiments or the like. Then, based on the destination information, predict the changes in external air temperature and humidity up to the destination, and in conjunction with the target temperature for heating, predict the future frosting change amount and estimate the frosting amount at a certain future time point.

[0249] In addition, these are just examples, and the frosting change rate or future frosting amount can also be estimated by other known methods.

[0250] According to the present embodiment described above, compare the electricity used during the defrosting operation with the energy-saving effect obtained through defrosting to determine whether defrosting operation is required. Therefore, unnecessary defrosting operations can be avoided, the energy consumption of the defrosting operation can be optimized, and thus the reduction in the cruising range can be suppressed.

[0251] In addition, use external information and / or destination information to grasp the conditions suitable for frosting amount prediction and defrosting operation, and determine whether defrosting operation is required. Therefore, the accuracy of the determination of the defrosting operation is improved. As a result, the energy consumption of the defrosting operation can be optimized, and thus the reduction in the cruising range can be suppressed.

[0252] In addition, the defrosting operation can be performed at the optimal timing, and the energy-saving effect can be improved.

[0253] Here, the present invention is not limited to the above embodiment, and various modifications can of course be made without departing from the gist of the present invention. Explanation of reference numerals

[0254] 1 Compressor (electric compressor) 2A Refrigerant flow path 2B Heat medium flow path 3 Heat exchanger 3A Refrigerant flow path 3B Heat medium flow path 4 Indoor heat exchange section (heater core) 6 Heat medium circuit 7 External heat exchange section 8 Indoor expansion valve 10 HVAC unit 100 Vehicle air conditioning device 200 Control device (ECU) 220 Simulation section 221 Information acquisition section 222 Frost amount prediction section 223 Electric quantity calculation section 224 Defrosting time determination section 225 Heat absorption amount suppression control section

Claims

1. An air conditioning device for a vehicle, comprising: An air conditioning circuit having a refrigerant circuit including a compressor, an indoor heat exchange section, and an outdoor heat exchange section; and A control device for controlling the refrigerant circuit, The control device can selectively execute an outdoor air heat absorption heating operation for absorbing heat in the outdoor heat exchange section and a defrosting operation for defrosting the outdoor heat exchange section, The air conditioning device for a vehicle is characterized in that, The control device calculates the driving time to the destination and the operation time of the outdoor air heat absorption heating operation until the outdoor heat exchange section cannot perform outdoor air heat absorption due to frosting, When the driving time is longer than the operation time, the control device executes the defrosting operation to at least make the operation time reach or exceed the driving time.

2. The vehicle air conditioner according to claim 1, characterized in that, The control device predicts the frosting change rate of the outdoor heat exchange section based on the destination information.

3. The vehicle air-conditioning device according to claim 2, characterized in that, The control device calculates the operation time based on the frosting change rate.

4. The air conditioning device for a vehicle according to claim 1, characterized in that, The air conditioning device for a vehicle is provided with a heat medium circuit through which a heat medium flows, The control device uses the heat medium to defrost the outdoor heat exchange section during the defrosting operation.

5. The vehicle air conditioning device according to claim 4, characterized in that, During the defrosting operation, an equipment heat recovery heating operation for absorbing heat from the heat medium flowing in the heat medium circuit can be executed.

6. The air conditioning device for a vehicle according to claim 1, characterized in that, The air conditioning device for a vehicle is provided with a heat storage unit, During the defrosting operation, a heating operation based on the heat storage unit can be executed.

7. The vehicle air conditioning device according to claim 1, characterized in that, The defrosting operation is performed in such a way that the frosting amount at which the outdoor heat exchange section cannot perform outdoor air heat absorption is set as the outdoor air heat absorption impossible level, and the frosting amount when reaching the destination reaches more than 50% of the outdoor air heat absorption impossible level.

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